|Publication number||US1050456 A|
|Publication date||Jan 14, 1913|
|Filing date||Feb 8, 1912|
|Publication number||US 1050456 A, US 1050456A, US-A-1050456, US1050456 A, US1050456A|
|Inventors||Eero W. Helin|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (13), Classifications (8)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Patented Jan. 14, 1913.
3 SHEETS-SMM 1. A j p- E. W. HELIN.
APPLIGATION FILED PBB.8.1912. 1,050,456.
E. W. HELIN.
EXPLOSIVE ENGINE. APPLIOATION FILED 1513.8, 1912.
1,050,456, Patented Jan. 14, 1913.v
s SHEETS-SHEET 2.
E. W. HELIN.
APPLICATION FILED PEB.8,1912. l
1,050,456. Patented Jan. 14, 1913.
3 SHEETS-SHEET 3.
$51315* arrow/MW' f f l La@ l `UNITED STATES PATENT oEEroE.
E'EROA W. HELIN, OF JAMAICA, NEW YORK, ASSIGNOR 0F ONE-HALF TO WILLIAM C.
DILLMAN, OF NEW YORK, N. Y.
Specification of Letters Patent.
Application filed February 8, 1912.. Serial No. 676,439.
- ciples of both the reciprocating and rotary type of engines. In carrying out this idea, I arrange a plurality of cylinders in a rotary casing which is suitably supported, and provide for reciprocating pistons within the cylinders and transmitting the reciprocat- .ing motion of the pistons to a rotary movement of the main casing. and to a shaft connected therewith. In furtherance of this idea, I preferably balance the cylinders, that is arrange them so that they will come on diametrically opposite sides of the axis of the engine at the time of an explosion, so that the explosion willtake place simultaneously in two opposed cylinders, thereby reducing the strain or cramping of the apparatus.
By the general arrangement suggested I am ena-bled to take in the explosive gases at one end of the machine and exhaust them after they have been exploded from another part of the machine, and it will be seen -that by having the main casing revolve,-and having the intake hnd exhaust ports'connecting with the ports located in stationary parts, I avoid the use of valves, as the rotation of the casing serves to open and cut off the ports, and it is only matter of properly arranging the registering ports to get the best results and to entirely avoid valves.
A further object of my invention is t0 arrange the pistons and their crank shafts so that the crank shafts will be geared to a stationary gear or equivalent stationary connection, whereby the rotation of the shafts against the aforesaid stationary connection will impart a rotary movement to the casing in which the crank shafts are mounted.
Reference is to be had to the accompanying drawings forming a part of this speciication, in which similar reference characters indicate corresponding parts in all the views.
Figure l is a detail longitudinal section of the engine embodying m`y invention.
Fig. 2 is a cross section on the line 2 2 ofV -Fig. 1. Fig. 3 is a cross section on the line 3 3 of Fig. 1. Fig. 4 is a cross sect-ion 0n the line 4 4 of Fig. 1, and Fig. 5 is a longitudinal section on the line 5 5 of Fig. 1, showing in detail the arrangement of one of the cylinders in its crank casing, and the intake port.
The engine can be provided with any suitable frame or support 10, and in this is rigidly mounted so as not to turn, a shaft 11 which is preferably hollow and which forms a partial support for the engine casing, this 'shaft'lll entering another shaft 12 which is rotatable and which serves to supportthe second end of the engine. The object of having the shafts hollow is so that the shaft of a magneto can be passed through the hollow shaft 11 12 if desired, and connected .in any mechanical Way so as to drive the magneto, or the arrangementdescribed leaves a lspace 13 Within the main casing 14, and the magneto can be mounted in this space and on the shaft 11, if desired. I have not shown the magneto and its connections, because they have nothing to do With the real invention.
sembling I arrange the casing in several parts, to Wit, the part 14, which carries the cylinders 15, the part or sections 16, which carries the crank casing or compression chamber hereinafter referred to, andthe part 17, which forms one end of the main casing. These several parts are secured together by bolts 18 and 19, as shown in Figs. 2 and 3, but obviously the parts may be separated along different lines and differently connected if desired,'without affecting the real invention.
The casing comprising the .aforesaid united parts turns on ball bearings 20, 21 and 22, as shown best in Fig. 1,l though other suitable easy bearings can be provided. One end of the casing 14 is rigidly secured to a central plug or support 14a which turns on the ball bearing 2O and which also rotates around a plug or block 24 which is fast to the shaft ll-,and which carries the spark plug 25 which can be of'any suitable or pre erred construction. The spark plug 25 has its sparking points open to the port 26 A- (see Figs. 1 and 3) and this port connects For conveiiience in constructing and as- 'iti llaa' 'will be seen that no exhaust valves are necessary, because the ports 29 will register with the channels 28 after an explosion, and when the pistons are in the position shown in Fig. 1, While the continued rotation ot the casing 14 will bring the ports and channels out oit' registry.
rlhe engine is provided with intake channels 30 near one end ot the machine, which are in the part 17 oi'thev main casing, and communicate with the crank casing or compression chamber 37 hereinafter referred to, and also at the proper moment register with the channels 31 which receive the explosive gases from a pipe 32 leading 4from the carbureter, or other source ot supply. rlLhese channels 31 are made in the block 33 which is stationary and can be conveniently held rigid in a bracket 34 which is attached to the base ot the engine. rIhe block has 'a suitable bearing 35 ior the shaft 12, and
the shaft also turns in a suitable bearing 3G in the engine frame 10. rllhe inner end ot the shaft 12 is flanged as at 12a, and connected to the part 17 of the casing, and has a ball bearing connection 36a vvith the stationary shaft 11.. I
rllhe channels 30 tor the intake ot the eaplosive mixture, connect with the compres` sion chamber or crank casings 37 as above described and as shown in Fig. 1, and it will be observed that the channels 30 are in the rotatable part 17 ofv'the casing,l While the channels 31 are in the stationary part 34 of thc engine, so that no intake valves are required, as the rotation of the parts 17 hereinafter described, Will open and close the intake ports at the proper times.
Each. cylinder 15 of the engine is provided with a piston 88 which reciprocates in the cylinder, and which' is suitably connected with its crank shaft. This connect-ion may be in any usual or preferred Way, and ll have shown the piston provided with a pin 39 on which the piston rod or pitman 40 is journaled and the outer end ot' the pitrnan 40 connects 'with the crank 42 ot the crank shaft 43, this being mounted in suitable bearings 44 which are preferably ball bearings, While the thrust of the shaft is provided for by a bearing 45 held in place by the removable nut or plug 46. 'llhe inner end or each crank shaft. 43 is provided with a bevel pinion 47 meshing with the stationincarica ary bevel gear 48 vvhich` is securely fixed 4to the shaft 11. 1t Will thus be observed that when the crank shafts are rotated by the movement of the pistons 38, the tendency will bc `for the pinions 47 to turn the gear 48, but as this is fixed and cannot turn, the result will be that the movement Will be imparted to the casing 14e-46,17, which will rotate around the shaft 11 and on the bearings 20, 21 and 22.
To provide against any endwlse movement of the casing, a bearing 49 is arranged behind the fixed gear 48, and between it and a part of the casing 16.
llo provide for admitting the explosive mixture from the chamber 37 to the front of the piston 38, the latter is provided With a port 50 which extends from one side through the inner piston end, as shown clearly in Fig. 5, and this registers with a channel 51 through the cylinder casing and connecting With the chamber 37.
The action of the eno-ine is as follows:
Assuming that an explosion has taken place and vthat thev pistons of opposed cylinders are in the position shown ,in llig.-1. rlhe channels 30 and 31 Will be in registry and the explosive mixture Will be'admitted to the compression chamber 37. The'bevclpinions 30 and 48 are as two to one, and consequently the continue( rotation ot the casing 14-16417 will cause ythe pistons 38 to have a complete stroke before another explosion, and this will cut olii' the connection between the channels 30 and 31, and ivill compress the gases already admitted to the chamber 37, and While tlfe piston is in the position shown in l? ig. 5, the fresh gases will mo? mentarily dow through the channel 51 and port 50, thus forcing out the exploded gases, and as the parts 50 and 51 are almost immediately out of registry, the continued movement of the piston 38 Will further compress the gases in. the cylinder, :Which Will be exploded when the piston 38 `is near the inner end of the cylinder. lt will therefore ,be seen that the explosions Will occur ,in opposed cylinders instantaneously, and
that thecontinued rotation of the casing Will'V be brought about by the reciprocation ofthe pistons 38, While thorough provision is made Jfor compression of the gases and lor cutting oft the intake and exhaust by the rotation of the engine casing itself..-
llt `Will also be noticed that the structure which ll have described makes a very simple engine considering the number of its cy1- inders, and that it is of the tivo cycletype, and simpler and more efficient for this reasony than vmany engines of this general kind.
1. An explosive engine comprising a stationary shaft, a rotatable shailit alining with the stationary shaft, a rotatable casing l necting with the rotatable shaft, cylinders in A the casing,`said cylinders having their -axes parallel with the axis of the aforesaid shafts, pistons reciprocatingin the cylinders, means for exploding charges in and exhausting them from"the\ cylinders, and an operative connection'between the pistons and the stationary suppor't of the casing, by which the piston strokes are caused to rotate the casing. 2. An explosive engine comprising a stationary hollow shaft, a rotary hollow shaft mounted in a suitable support and receiving the end of the stationary shaft, stationary blocks at opposite ends of the machine, a rotary casing revolving between the blocks, Cylinders and pistons on the casing, the cyll inders havlng intake ports communicating with port/s in the block lat one end of the machine, and exhaust ports .communicating withl ports in the block at the opposite end of the machine, crank casings on the? main casing, crank shafts journaled in the several casings and operatively connected withv their respective pistons, .and a gear connection between the crank shafts and a stationary abutmentkwhereby the rotation of the crank shaft turns the vmain casing. V
3. An explosive engine comprising a stationary shaft, a rotary shaft alining with the stationary shaft, stationary blocks at opposite ends of the engine, one of the blocks being provided with intake channels and the other with exhaust channels, a rotary casing supported on the aforesaid shafts and turning over the aforesaid blocks, said ,casing carrying a plurality of cylinders and gear` casings, the gear casings having ports conv casing.;
necting with the intake channels, and the- I 'cylinders having ports connecting with the exhaust channels, suitable connecting ports between the gear casings andthe cylinders, plstons operating Ain the cylinders, crank shafts extendingthrough f the gear casings and operated by the cylinders, and a gear connection between the stationary shafts and the' several crank shafts by which the move-v ment 'of Athe ,crank shafts turns the main '4. An i ingand unobstructive hollow shafts supporting the englne proper, one of said shafts beblocks having connection with the cylinders, suitable ports leadingfrom the gear casing to the cylinders, pistons .in the cylinders, crank Ishafts connected with the cylinders explosive engine comprising alin-A 'ing stationary and the other irotary, stat1onary blocks at opposite ends `of the engine,
and extending through the gearing caslngs,
and a gear connection between the crank Y shafts and a stationary gear on the aforesaidstationary shaft.
EERO W. HELIN.
' WARREN B. HU'romNsoN,
WILLIAM C, DILLMAxN.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2630791 *||May 24, 1951||Mar 10, 1953||Elmer C Kiekhaefer||Induction system for a two-cycle engine of three cylinders|
|US6662775||Oct 2, 2002||Dec 16, 2003||Thomas Engine Company, Llc||Integral air compressor for boost air in barrel engine|
|US6698394||Oct 30, 2001||Mar 2, 2004||Thomas Engine Company||Homogenous charge compression ignition and barrel engines|
|US6899065||Apr 24, 2003||May 31, 2005||Thomas Engine Company||Radial-valve gear apparatus for barrel engine|
|US6986342||Mar 2, 2004||Jan 17, 2006||Thomas Engine Copany||Homogenous charge compression ignition and barrel engines|
|US7033525||Feb 12, 2002||Apr 25, 2006||E.I. Dupont De Nemours And Company||High conductivity polyaniline compositions and uses therefor|
|US7469662||Oct 21, 2005||Dec 30, 2008||Thomas Engine Company, Llc||Homogeneous charge compression ignition engine with combustion phasing|
|US8046299||Oct 25, 2011||American Express Travel Related Services Company, Inc.||Systems, methods, and devices for selling transaction accounts|
|US20020059907 *||Oct 30, 2001||May 23, 2002||Thomas Charles Russell||Homogenous charge compression ignition and barrel engines|
|US20030079715 *||Oct 2, 2002||May 1, 2003||Hauser Bret R.||Integral air compressor for boost air in barrel engine|
|US20040035385 *||Apr 29, 2003||Feb 26, 2004||Thomas Charles Russell||Single-ended barrel engine with double-ended, double roller pistons|
|US20040094103 *||Apr 24, 2003||May 20, 2004||Hauser Bret R.||Radial valve gear apparatus for barrel engine|
|US20040163619 *||Mar 2, 2004||Aug 26, 2004||Thomas Engine Company||Homogenous charge compression ignition and barrel engines|
|U.S. Classification||123/43.00A, 123/73.0AA, 123/73.0DA|
|International Classification||F02B75/02, F02B75/26|
|Cooperative Classification||F02B2075/025, F02B75/26|