US1145969A - Motor. - Google Patents

Description

MOTOR.

APPLICATION FILED OCT. 24. 1910.

' Patented July 13,1915;

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5 SHEETS-SHEET 2.

T. P. BROOKE.

VMOTOR.

I APPLICATION FILED OCT. 24. I910. Lmfimfi m Patented July 13, 1915.

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Jill/677157 T. P. BROOKE.

MOTOR..

.APPUCATION FILED OCT. 24. 1910.

1 l@;5 @@9 Patented July 13, 1915.

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. MOTOR.

, APPL|CAT|0N F|LED OCT. 24 1910. 191M690 i Patented July 13, 1915.

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THOMAS P. BROOKE,

FRANKLIN A. UMSTED, OF CHICAGO, ILLINOIS.

MOTOR.

Specification of Letters Patent.

Patented July is, 1915.

Application filed October 24, 1910. Serial No. 588,578.

To all whom it may concern: a

Be it known that I, THOMAS P. BROOKE, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Motors, of which the following is a specification.

This invention relates to motors, and more particularly to aeronautic motors.

It also has reference to improvements in internal combustion motors, and to motors of the rectilinear rotary type. 1

'One of the objects of this invention is to provide an improved motor of the rectilinear rotary type having means whereby the gyrational effects may be balanced and the objectionable gyroscopic forces par-. tially or wholly eliminated.

Another object of the invention is to provide an improved sectional motor adapted to have the sections thereof operated simultaneously, or oneindependently of the other without interfering with the elimination of the destructive gyroscopic forces.

Another object is to provide an improved sectional motor adapted to have one section thereof cooled while the other is in operation.

Another object is to provide an improved motor having means whereby the valves may be controlled by centrifugal force.

Another object is to provide improved valve operating means and improved means for providing positive and simple lubrication of the same.

Other and further objects will appear in the specification and be specifically pointed out in the claims appended hereto, reference being had to the accompanying drawings exemplifying the invention, and in which- Figure 1 isa top plan view of a motor constructed in accordance with the principles of the present invention. Fig. 2 is a section on the line IL-II of Fig. 1, showingthe cylinders and'crank case in elevation. Fig. 3 is a section on the line III-III, Fig. 1, parts beingin elevation. Fig. i is a section on the line IVIV, Fig.- 1, parts being shown in elevation. Fig. 5 is a section on the line V-V', Fig. 1, or on line V-V, Fig.

6. Fig.

6 is a section on the line. VL-VI, Fig. 5..

Fig. 7 is a section on the line VII- VII, Fig. 3. Fig. 8 is a section on the line VIII-VIII, Fig. 7. Fig. 9 i'si-an end plan view. of one of the cylinders.

opposite directions It is the general practice at the present time in the manufacture of aeronautic mo tors of the rectilinear rotary type, that is, those in which a plurality of cylinders are secured-together and'made to revolve about a fixed shaft with a fixed crank pin offset from said shaft to produce a reciprocatory movement of the pistons in said cylinders, to make these in single units. When therefore motors of this description are used for the propulsion of aeroplanes, great care must be exercised by the aviator in changing the course of his machine to do so in a way which will not overthrow the machine entirely or wreck it by reason of the destruc tive gyroscopic forces which are encountered when a revolving mass is moved forcibly from the plane in which it is revolving. It is one of the important objects of this invention to correct this defect and to obviate these objectionable gyroscopic forces. This object is accomplished by experiment that when the motor is thusconstructed in oppositely revolving sections, the gyroscopic forces of the two sections exactly counterbalance in such a way as to be entirely eliminated.

' The motor shown in the accompanying drawings comprises two sections denoted generally by the reference numerals 1 and 2, which sections are mounted to rotate in comprise each a plurality of cylinders 3 disposed radially about said axis, as shown best in Figs. 2 and 3. By reference to Fig. 3, the internal construction of each section of the motor may be understood. The cylinders 3 forming the left hand one of the two sections shown in Fig. 1 are shown in Fig. 3 as provided adjacent the axis about which they revolve with ofi'set portions or shoulders 4, provided with inwardly turned flanges 5. Said flanges 5 are in the form of segments disposed in a circle about the axis of revolution and are so fitted and proportioned that the flanges 5 of the several cylinders make a continuous lateral flange for a purpose presently to be pointed out.

Between each pair of adjacent cylinders, project paired securing flanges 6, by the aid of which the sections are secured" tog ther about the same axis and p by constructing the motor in two sections, which are held to- ;.by means of bolt or other suitable fastenings 7 Extending over the shoulders 4 and flanges 5, (see Fig. 4) are a pair of oppositely disposed cover plates or caps 8, which 5 form an air and gas tight crank case. VVithin each cylinder 3 is reciprocably mounted a hollow piston 9 (Fig. 4) which is operatively connected to a fixed crank pin 10, by means of a connecting rod 11. seen that the cylinders 3 revolve about a .fixed axis while the pistons 9 revolve about another fixed axis distant therefrom, so that during the revolution said pistons 9 are forced inwardly and outwardly relatively to the cylinders 3. lVithin each piston 9 is provided a passageway 12 connecting the explosion chamber 13 between each piston and the outer end of a cylinder 3 with a gaseous mixture chamber within the cylinders on the inner sides of the pistons. In order to provide means for controlling the passage of gaseous mixture'into the explosion chamber 13, a valve 14 is in the present exemplification adapted to open outwardly when the 2.5 piston 9 moves inwardly. For this purpose said valve 14 is provided with a valve stem 15 reciprocably mounted in a spider 16 rigidly mounted within the walls of the passageway 12. Upon the inner end, of the valve stem 15 is provided a collar 17 and between it and the spider 16 is a second collar 18, between which and the spider 16 is mounted ahelical spring 19 whereby the valve 14 is lightly held to its seat when the motor is at rest. As shown best in Fig. 7,

the outer end of the connecting rod 11 is, pivotally secured by a pin 20, within a pair of cheeks 21. Said cheeks are provided with a pair of openings or apertures 22 within which on pins 23 are pivotally mounted a pair of counterbalancing levers 24, having balls .or weights on the outer ends thereof. Each lever 24 is provided with a nose projecting between the collars 17 and 18, so

45Fthat as the cylinder 3 revolves about the axis, the balls or weights 25 tend to fly outwardly and to hold the valve 14 to its seat. -These balls or weights 25 are of such size as to slightly overbalance the weight of the valve 14, but of just a suitable weight to permit the valve to open by suction when the piston moves inwardly to permit the en trance; of the gaseous mixture into the explosin chamber 13 during the latter portion of the inward regular movement of said piston; The action of each of the valves 14 is therefore controlled by centrifugal force. The outer end of each cylinder is provided with an aperture or opening (see Figs. 3 60 and 7) into which is threaded a plug 26 provided with a central valve opening 27, the passage through which is controlled by a valve 28 having a valve stem 29 reciprocably mounted in a spider 30, between 65 which and a collar 31 on the valve stem 29 It will thus be.

is mounted a light action helical spring 32 which holds the valve 28 to its seat when the motor is dead. The plug 26 is provided with an annular enlargement 33, which is threaded to receive a threaded collar 34 whereby a pair of parallel plates 35 are rigidly mounted on each cylinder. Upon bearings pins 36 and 37 are mounted bent levers 38 and 39 respectively, said bent lever 38 being provided with a pin 40 at the extremity of one arm and with a pivotally mounted roller 41 at the extremity of the other arm, said roller 41 bearing on the outer end of the valve stem 29. As shown in Fig. 9, the bent lever 39 'is provided with a pair of arm 42 which pivotally engage the pin 40, the bearing losses on the ends of said arms 42 being slotted as shown in Fig. 7. In order to operatively connect the lever 39 with the valve operating mechanism, presently to be described, a rod 43 is pivotally connected at its outer end to said lever 39 and at its inner end is provided with means whereby it may be driven by the valve operating mechanism.

Referring now more especially to Figs. 1, 2 and 4, a base plate 44 has rigidly mounted thereon a pair of pedestals 45 and 46 provided with co-axial bearings in the outer ends. lVitliin the bearings on the outer end of pedestal 46 is mounted a fixed shaft 47 which is keyed to the bearing by means of a pin 48 which passes through the bearing as well as the shaft 47. The section 2 of the motor is rotarily mounted upon the fixed shaft 47, and the stub end projection 49 projecting from the upper end 50 of the central pedestal or support 51 and in a manner similar to that .presently to be pointed out in connection with section 1 of the motor. Opposite to the stub end 49 is a second stub end 52 on which and a stub shaft 53 is rotatably mounted the section 1 of'the motor. Rigidly mounted on the extremity of the stubend 52 by means of a pin 54 is a crank arm 55 with an integral crank pin 56 projecting laterally therefrom, said crank pin being provided on its end with a stud 57, by means of which it is secured to a crank arm 58, said crank arm being integral with asleeve 59 secured to the stub shaft 53 by a pin 60. As shown best in Fig. 4, the stub shaft 53 is provided with a bushing 60 interposed between it and aspool-shaped sleeve 61 provided adjacent the crank case 1 with an attaching flange 62 whereby it is secured to the cover plate 8 and on its outer end with a flange 63 whereby it is secured to a coupling collar 64 on a power shaft 65. A bearing bushing 66 is carried by the upper end of the pedestal 45, within which the sleeve 61 is journaled.

Referring now more especially to Figs. 5 and 6, each of the rods 43 which are radially disposed along the several cylinders as supported and rotated by instances be such. that one .mit the waste gases to fully exhaust;

shown in Fig. 2, is reciprocably mounted in a packing gland 67 in an apertureprovide in the'outer cylindrical wall of the crank housing. Each of said rods at'itsinner end is pivotally connected to a cam lever 68 oscillably mounted on a pin 69 projecting inwardly from the wall of the crank housing. Upon the other end of each cam lever 68 is provided a cam block 70, which slidably engagesan annular cam 71 provided at inter als with cam lugs 72. As shown best in Fig. 5, the cam ring 71 is rotatably mounted upon, an annular track 73 secured to the inner face of the cover plate 8 of the housing. On its inner edge the cam ring 71 is provided with internal gear teeth 74 meshing with a pinion 7 5 of a compound gear, the larger gear 76 of which in turn meshes with a fixed sun gear 77, whiclris preferably integrally formed with the sleeve 59. A pair of pins 78 projecting from the cover plate 8 serve to journal the compound gears 75 and 7 6. The cam ring 71 which is the smaller gears 7 5 is made to revolve with the crank case. In the present embodiment of the invention, the gears 7st and 77 bear the ratio of 2 to 1, while the pinions 7 5 being equal in diameter to one another are only one-half the diam-- eter of the larger gears 7 6 of the compound gears. It will therefore be seen that as the cylinders are revolved about the fixed shaft carrying the studs or pins 7 8 with them, the gears 76 will. be revolved bodily in the samedirection and also rotate on the studs 78 in the same direction, causing a corresponding direction in rotation of the pinions 75 and the cam ring 71, but the gears 76 being smaller than the sun gear 77 and the pinions 75 being still smaller than said gear and also considerably smaller than the internal gear 7i, it follows that while the internal gear tation and consequently rotates as fast as the crank case, the additional rotation imparted to it by the train of gears just described for' each revolution of the cylinders is only a small fraction of a complete rotation, that fraction in the embodiment shown in the drawings being one-fifth of the rotation as before described. However, what-. ever the gear ratio may be, it should in all of the cam lugs will engage the cam block of each cylinder every other time that cam block passes a given point, if the engine be a four-cycle engine. or every third time it passes that point if it be a six-cycle engine, or every time it passes such point if it be a. two-cycle engine. The gear ratio is such as to make the cam lug remain in engagement with the cam block a sufiicient length of time to per- This is effected by the comparative slow relative rate of travel f the cam lugs and the cam 74 is carried by the crank case in its roblocks, which may be regulated to suit the different motors by varying the proportions of the engaging faces of the cam block and ram, thereby making themremain in contact a greater or less period of time. \Vhen this invention rotary type such as that described, the centrifugal force acting upon the valve 28 and its connected parts would at highspeeds.

subject the cam blocks and the cam lugs 72 to undue strains. -To obviate this, the contiguous ends of the levers 38, 39 are arranged between the fulcrum of the lever 38- and the power so that the centrifugal force which tends to hold the valve to its seat directly'will by its action against the con tiguous ends of the levers 88, 39 tend to resist this force a degree proportionate tothe speed of rotation. By properly proportioning the weights of the levers 38 and 39, I

the intensity of the centrifugal action may be gaged to a nicety and made justsufficient to hold the valve to its seat.

For the sake of convenience, let the five cam blocks be designated as A, B, C, D and E, respectively. lVith the parts in the position shown in Fig. 6, the cam block A is raised to actuate the exhaust valve controlled by the rod 4-3 connected thereto. Thus each cylinder will be exhausted when the cam block-connected thereto is raised by one of the cam lugs 72. It will be observed by an ts applied to an engine of the v inspection of Fig. 6 that the cam block D p assuming that the cam ring 1 rotates anti,- clockwise, is not engaged by the cam lug 72 when it arrives at the absolute position now occupied by the cam block A, but by the time the next cam block, that is block B, arrives at this position, itwill have been overtaken by the other cam lug 72 and be actuated thereby. The cam block E, like the cam block D, will pass the present position of the cam block A without actuation, but the next cam block C when it arrives-at this position, will have been overtaken by the next camlug.

Referring now to Figs. 1 and 4:, the adjacent cover plates 8 of the section of the motor have rigidly secured thereto bevel gears 7 9 and 80, which mesh witha pair of bevel gears 81 to operatively connect the two sections of the motor. The bevel gears 81 are journaled upon pins 82 which project laterally from the outer end of the central pedestal 51. As shown in Fig. 4, each of the journals :9, is hollowed interiorly to pro- W'ltllf a passage tor the explosive mixtures I &

connected with the inlet passage 83, as shown.

in Fig. 4. In order to make it possible to operate each section of the motor independently, the passages 84 and 85'are provided with 3- way valves 87 and 88, respectively.

By this means, should it be desired to con sume fuel in only one section of the motor,

say for example section 1, the 3-way valve 87 may be turned into such a position as will admit the carbureted air while the 3-way valve 88 cuts it off from'section 2 of the motor. On the other hand, should it be desired to cease operating a section that has been in operation, the 3-way valve or cook may be turned into a position as will cut off the carbureted air from the section which it controls and connect up the interior of the housing with a port 89 leading to the out- By having the valve-operating mechanism mounted upon the inside wall of the cover plate 8 in a position directly opposite and in the line of discharge ofthe gaseous mixture into the crank case, it will be apparent that when a lubricant is introduced with the gaseous mixture the several parts of the valve operating mechanism will be thoroughly and continuously lubricated, which is a feature of great lmportance in a motor of this kind. Furthermore, the parts of this mechanism which require the most lubricating, are disposed at some distance from the axis of revolution so that centrifugal force I acts to throw the lubricant to them. It will be evident that should it be necessary to gain access to the interior of the crank case, all

that is necessary is to remove one of the outside cover plates 8 which has a large portion of .the valve mechanism mounted thereon when the interior of the crank case is open for inspection.

The operation of the motor will now be readily understood, and briefly stated is as follows: At each second revolution of the motor, an explosion is produced in each cylinder by any suitable ignition means such as a sparkling device 90 which may be connected in any suitable manner, not shown on the drawings, with a magneto 91 which is mounted on the upper end of the pedestal 51 and provided with a spindle 92 having on its outer end a pinion. 93 meshing with a gear 94 on the back face of one of the bevel gears 81. After each explosion in a cylinder, the piston having been forced inwardly by the explosion, is again forced outwardly to expel the products of combustion through the exhaust ports and through the valve pa'scharge of carbureted mixture is transferred j past the valve 14. Said valve 14 then closes automatically by centrifugal force as soon as the suction ceases and the mixture is com pressed on the next outward stroke of the a piston ready to be exploded on the next inward stroke. There being five complete explosions to every two revolutions of each section of the motor, there will be five complete explosions for each revolution of the entire motor, so that the power strokes will overlap in such manner as to produce a substantially continuous torque on the power shaft. The sections of the motor running as they do in opposite directions about the same axis, exactly counterbalance each other in their gyroscopic effects. When one section of the motor 1s operating alone, cool,

pure air is forced through the working parts, thus cooling the resting section and rendering unnecessary theemployment of radiation flanges or frames.

Another very important feature in connection with the present invention isthat in virtue of which the valve operating mechanism is mounted entirely within the valve/ casing .where it is out of the way of dirt 3.1;? grit, and also in the direct line of the i terior mixture of fuel and lubricant.

What I claim is- 1. A11 internal combustion motor comprising a power section rotating about an-axis in one direction and another section opposed thereto and rotating in theopposite direction, said sections being operatably and positively connected.

2. A motor comprising two power sections operable to generate power independently of each other, and mechanical means connecting them for rotation in opposite directions about the same axis.

3. A motor comprising two power sections rotatable about the same axis, and means for counteracting gyroscopic force develo )ed by their rotation comprising gearing connecting the sections and causing them to rotate synchronously in opposite directions.

positively 4. A motor comprising two power sections operable to generate to counteract gyroscopic force developed by sections to cause the idle one to rotate synchronously with and in I tion to the one generating power.

power independently I and rotatable about the same axis, and means '125 either when generating power alone comprising, gearing positively connecting the the opposite direcl ently.

5. An internal combustion motor comprismg a power sectlon rotating about itIl'fiXlS 1n one dlrection and another section opposed thereto and rotating in the opposite direction, said sections being operatably connected, and means for introducing an explosive nnxture to said sectlons independ- 6. An internal combustion motor comprising a power section rotating about an-al ris in one direction and another section opposed 4 thereto and rotating in the opposite direction, I

" said sections being operatably connected,

and means for introducingan explosive mixture to said sections independently, and" means for shutting off the supply to either of said sections and admitting'atmospheric gether to -rotate in opposite directions air to thesection thus shutoff.

7. An internal combustion aeronautic motor comprising paired sectlons rotating 1nopposite directionsabout the same axis, each of said sections comprising a plurality of; radially disposed cylinders forming a.' c1o ,sedj housing, a piston in each cylinder, sa1d-pis tons being cooperatively connected and provided with valved passages therethrough,

and means for introducing an-explosive mu;-

ture into the housing betwensaid pistons. 8.. An internal combustion aeronautic motor comprising paired sections gearedtoabout the same axis, each of said sections comprising a plurality of cylinders rigidly connected to form a closed housing', a piston in fiopies er thia'patent may be obtained for aeronautic motorembodying a fixed shaft, the combination with a valve of a movable camblock carried by each cylinder about said shaft, a cam mounted on said shaft and provided with a plurality of projecting cam lugs operatably. related to said cam'blocks, and means for providin 'a differential rotation of the cam blocks %etween the shaft and said cylinders.

10. In an aeronautic motor, thecombination of a fixed shaft, a pair of motor sections rotating about said shaft, eachof said sec plurality of cylinders 'revoluble about a tions comprising a plurality of cylinders rigidly connected to form a closed-housing,-

a power shaft driven by said sections, a cam within said housing, a plurality of cam blocks mountedon each section, cam blocks being 'moved into and out of en gagement ,with the cam during the rotation of said sections at as eed of'rotation diflereach of said ent thanthat of tires aft,and a valve operatively connectedv to eaclrcjam block.

11 In an aeronautic mcitor, the combination of a fixed shaft, a pair of oppositely to said sections, a p urality ofcam locks 'g rotatable motor sectionscarried by said-- shaft, each of said? sections comprising a I plurality of cylinders rigidly connected to I form a closed housin a power shaft cared I mo-vabl-y mounted on each section, a cam within said housing and operated b said power shaft, said cam being provide with lugs movable intoand out of engagement with said cam blocks, and a valve operatably connected to each cam block.

In testimony whereof I have signed my name to this specification, in the presence of two subscribingDWitnesses, on this 21st day i of October, A. 1910. I

THOMAS P. BROOKE. Witnesses:

FRANCIS A HorKINs, CHAS. H. SEEM.

five cents each, by addressing the "Commissioner of li'a'tenta, Washington, D. G.

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