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Publication numberUS1321045 A
Publication typeGrant
Publication dateNov 4, 1919
Filing dateAug 21, 1917
Publication numberUS 1321045 A, US 1321045A, US-A-1321045, US1321045 A, US1321045A
InventorsJob Hutchinson
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Opposed revolving-cylinder internal-combustion motor
US 1321045 A
Abstract  available in
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Claims  available in
Description  (OCR text may contain errors)

J. HUTCHINSON.

oPPosEo RivoLvnNc CYLINDER INTERNAL coMausTmN Moron.

APPLICATION FILED AUG.2|

Patented Nov. 4, 1919.

2 SHEETS-SHEE l.

J. HUTUHINSUN. OPPUSED REVOLVING CYLINDER INTERNAL COMBUSHUN MOTOR.

APPUCATN HLED AUG 2f. |9| 1,321,045. Patented Nov. 4,1919.

2 SHEETS SHEE 2.

g [Jnlumrm @lm 61H0: nep! JOB HUTCHINSON, 0E BROOKLYN, NEW YORK.

OPPOSED BEiOLVING-CYLINDER INTERNAL-COMBUSTION MOTOR.

Specification ot Letters Patent.

Patented Nov. 4, 1919.

Application lled August 21, 1917. Serial No. 187,433.

To all whom z't may concern:

Be it known that I, Jos HU'rcmNsoN, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented new and useful Improvements in Opposed Revolving-Cylinder Internal-Combustion Motors, of which the following is a specification.

y invention relates to internal combustion motors, and particularly to that type known as revolving cylinder motors in which a plurality of cyllnders are mounted for common revoluble movement.

The objects of the invention are to utilize the principle of my new two-cycle motor, fully described in my application for atent filed July 28, 1917, S. No. 183,229, 1n the construction of a revolving cylinder motor having none of the objectionable features of this type of motor heretofore produced; to eliminate many of the structural complications of the present motor plants; to provide a motor which has no Water cooling apparatus, no crank shaft, no timin gears, and no exhaust and intake mani olds in the generally understood meaning of these terms. Further, to provide a revolving cylinder motor having a pluralit of cylinders and operating on the two-cyc e rinciple in which an impulse occurs at eacii) reciprocation of the iston in a given direction; in which the cy inders are cooled partly by the radiation of heat from the outer surfaces to the surrounding air, and partly by fresh air su plied under pressure to the combustion cliJamber of each cylinder at the end of the forward stroke of the piston for the purpose of scavenging and aiding in the cooling of the cylinder; in which there are no valves tobe operated, and consequently no cams or cam shaft are necessary; in which the motor as a compact and efficient organization the various parts of which are readily accessible for the purpose of adjustment and for repairs to and replacement of parts; in which theV revolving cylinder construction is perfectly balanced and the cylinders of the construction are arranged in sets individual units of which are opposed Y whole with the accessoi-y parts is mounted in a to each other so that vibration due to the cylinder impulses is reduced to a minimum; in which the incoming charge for the cylinders will be warmed by the exhaust gases; and in which the exhaust gases are disposed of in such a manner that the exhaust is muilied and at the same time back pressure in the cylinder is reduced.

With these and other objects which will more fully hereinafter appear, the invention consists in the novel construction and arrangement and combination of parts of an internal combustion motor hereinafter described and claimed, and illustrated in the accompanying drawings, in which draw- 1n igure 1 is a central longitudinal section through the motor, one of the cylinders in the upper portion of the figure being shown in full section and the other cylinder in the upper portion of the figure being shown in part section, with respect to the piston, while the cylinders shown in the lower portion of the figure are shown in section but the pistons are in elevation;

Fig. 2 is a view in end elevation, looking in the direction from right to left 'in Fig. 1.

Referring to the drawings, 1 represents the base upon which the varlous parts are mounted. Mounted for common revoluble movement upon the base are a plurality of motor units arranged in two sets, designated respectively 2 and 3, the units of each set being disposed parallel to the axis of revolution and arranged symmetrically about said axis. I have illustrated each set as comprising six units so that the motor is a twelve-cylinder motor, the axis of rotation being horizontal. As the construction and grouping of each set of motor units is the sanlle, a description of one set will apply to bot Each set of units is made up of or comrises a casting block 4 which 1s formed cylindrical upon its outer surface 5 and is provided with cylinder chambers each of which constitutes the greater portion of its cylinder. The cylinder chamber is rovided with a cylinder lining sleeve 6 whic snugly fits the chamber and extends outwardly therefrom as shown at 7. A detachable head 8 provided with heat radiating tins tits over the projecting end of the sleeve 6 and both are secured to the casting block l by means of bolts 9.

These motor units upon the revolving casting block are those disclosed in my pending,Ir application S. No. 183,229 filed July 2S, 1917, where the construction is fully described. r1`his construction will however be briefly described here for a better understanding of the combination as a whole. 'ithin the cylinder as thus constituted is located a hollow piston 1t) which is ot' sufficient capacity to provide a space for a fixed abutment 11 within the same, this abutment being anchored to the casting by pin 12. This fixed abutment 11 is hollow and constitutes an initial air compression chamber which communicates by a port 13 having a check valve 14 with the confined space 15 below the abutment which constitutes the initial air compressingr chamber. Above the abutment within the'holiow piston is the initial charge compression chamber 1G. The castingblock 4 is formed with suitable inlet and exhaust conduits, these comprising a charge inlet` conduit 17 which communicates with annular charge chamber 18 to which the charge is admitted through ports 19. The exhaust conduits 2O communicate with an annular exhaust chamber .21.

Centrally the casting block 4 is provided with a charge adn'iission conduit within which is located the hollow yshalt 23, to which shaft both of the casting blocks are secured by a key 2i, or in any other suitable manner. 'i

The casting blocks are connected together by a central castingr 25 which is also keyed to the hollow shaft and in which is formed the annular chambers i3. these chambers communicating through channels registering with inlet channels 13 with the cylinders of their respective set of units.

Mounted upon the base 1, and surrounding and engaging the adjacent ends of the casting blocks is a connecting shell 2G within which the opposed pistons are connected and operate, and which form the oilcharn-` ber ot the motor. Felt washers 2T or any other suitable means may be provided for packing the joints between the shell 26 and the respective casting blocks. these joints being merely to prevent the wasting of the oil employed for lubricating the pistons.

llpon the inner surface of the inclosing shell 2G is mounted a fixed abutment which -is shown as a flange 28 extending around the interior of the shell and extending into proximity to the pistons. This fixed abutment is inclined at an angle to the axis of rotation so as to provide an oblique surface for the sliding engagement of the pistons therewith. This sliding engagement is preferably effected by means of a ball and socket joint, the socket member of this joint connects the opposing pistons of the respective sets of units as shown at 29, an opening or space 30 in said socket being provided of sufficient width to admit said fixed abutment in all positions of the pistons during their travel around the axis of rotation. The fixed abutment is shown as consisting of a flange or ring extending into said openingr or space 30, and having a sliding connection with the ball member 31 of the ball and socket joint which ball member is provided with a slot. within which said flange or ring fits. "It will thus be seen that the opposed pistons reciprocate together, and as the structure revolves as a Whole about the axis of revolution the ball members 31 will oscillate but will always make an eliicient sliding engagement with the fixed abutment ring.

The hollow shaft is mounted upon the base by means of suitable roller bearings 32, and the usual auxiliary apparatus ma be mounted in any suitable manner suc i as shown in the drawing, 33 being the mounting for the starter and 3l the mounting for the generator or magneto. 35 and 36 are the gears for operating the magneto and generator, and 37 is the starting gear.

The charge for the set of cylinder units 2 is admitted through connection 38, and the charge for the set of cylinders 3 is admitted through connection 39, these connections being arranged to communicate with two separate carbureters, preferably. The admission of the charge to the respective sets of cylinders is controlled by a valve 40 which controls the ports 19 leading to the respective inlet chambers 18, and this valve is operated by rod 41 to partly or entirely closeeither set ot' ports.

The exhaust chambers 21 communicate through conduits 42 with a mutller chamber 13, preferably at each end thereof as shown, reverse spiral conveyers 4-1 and 45 being arranged within said mutller chamber and mounted upon a common shaft 46 so that when shaft is rotated the progress of cxhaust gases from each set of cylinders is hastened toward exhaust outlet 47.

48 indicates the drive sha ft of the motor which is to be connected to the clutch if the motor is installed upon an automobile, or to any load to be driven. This shaft is tonnected by gears 49 and 50 with the hollow shaft 23, and a silent flexible connection 51. Then the motor is to be used for a living machine it may bedirectly connected tti the propeller shaft, and shaft iti eliminated.

The ignition of the cylinders is etfected by means of contact segmentsl connected respectively to spark plugs 53, and mounted upon a ring support 54. Contact brush 55 engages these contact segments 52 and supplies ignition current thereto.

The operation of the motor will be readily understood from the foregoing, but may be briefly described as follows:

In the position shown in Fig. 1 the righthand upper cylinder and the lefthand lower c linder are in their extreme outward positlons, the combustion chamber of each cylinder bein connected to its exhaust conduit 20, and initial compression chamber 16 being connected to the combustion chamber to supply a fresh charge to the latter. As each of these lpistons starts upon its inward stroke, air which had been admitted to initial compressing chamber 15 through conduit 56 will be compressed within the initial compression air chamber in fixed abutment 11 by passing the check valve 14, and at the same time the charge will be compressed in the combustion chamber. When the piston reaches the inward limit of its stroke, as illustrated in the upper lefthand cylinder and the lower righthand cylinder in Fig. 1, the charge will be fired by the proper segment 52 coming opposite contact brush 55, and the piston will start upon its outward travel, the air compressed in the air compression chamber in abutment 11 being retained by the check valve. As the pistony nears the outward limit of its travel and begins to uncover the exhaust port, it first uncovers the port which admits the air compressed in abutment 11 to the combustion chamber to scavenge and cool said chamber, and it then uncovers the port com municating with the initial charge compression chamber 15 to supply a fresh charge to the combustion chamber as before. It will thus be seen that the motor units operate upon the two-cycle principle and that an explosion or impulse occurs at each revolution of the revoluble member. No compression in the oil chamber is necessary as in the case of the Ordinar two-cycle motor, and hence a common c amber for all the cylinders may be employed. The revolving member as a whole 1s smooth running and ractically free from vibration owing to the act that simultaneous impulses occur in the two sets of cylinders, and the thrust of these being in opposite direction is equalized. Moreover, owing to this feature also there is substantially no longitudinal thrust upon the shaft in either direction.

It will be observed that by providing two carbureters and their connections so that each one may supply its own set of cylinders and controlled as usual, I am enabled to cause the idling or the checkin of speed` by providing a piston valve insi e the hollow shaft to shut off the port supplying either setof cylinders so that the set shut off may idle without wasting gas. Inasmuch as both sets of cylinders are directly connected to eachother, the set which is still working will necessarily keep the revolving element in motion.

Inasmuch as the exhaust for each set of c linders surrounds the supply conduit of tie charge, initial heating of the charge is effected which renders it possible to employ kerosene successfully.

As the individual units of each set are fired by current received by their respective contacts at the proper moment, no timing device as ordinarily employed is necessary.

The motor is so mounted upon the base that the entire structure may be readily removed by disconnecting two flanges and without disturbing any of the accessory apparatus. By this arrangement also I am able to operate the rotating exhaust muler which is conveniently located. With this rotating exhaust mufiier, which creates a partial vacuum at the exhaust and thus reduces the back pressure, in combination with the feature of' scavenging the cylinders with fresh air, it would seem impossible for the cylinders to choke up at high speed as is the case with the ordinary two-cycle motor.

It is believed that many other features of advantage will be found in the practical use of this motor, one of them being that when employed for driving an automobile the motor is located high in the hood where the parts are readily and conveniently accessible.

While I have described an embodiment of my invention for the purpose of illustration, I do not wish to be understood as limiting myself to the exact details of construction set forth, as many changes may be made without departing from the scope of the invention and all such changes I aim to cover within the scope of the appended claims.

What I claim as new and desire to secure by Letters Patent of the United States is 1. A revolving cylinder motor comprising a base, a shaft journaled in said base, a air of rotary cylinder units keyed to said siiaft whereby the latter acts as a drive shaft, opposed pistons carried by said cylinder units, a shell surrounding the inner ends of said units, and forming a housing for the inner ends of the opposed pistons, and an inclined abutment ring carried by the inner face of said shell and engaged by said pistons.

2. 'A revolving cylinder motor comprising a base, a shaft journaled in said base, a pair of rotary cylinder units keyed to said shaft, a fixed inclined abutmentv ring arranged therebetween, opposed pistons carried by said cylinder' units, and means for connecting said pistons consisting of a two part connector block having complemental sockets -means for connecting the pistons, a driven shaft journaled in said base parallel to said hollow shaft and a driving connection between said two shafts.

4. A revolving cylinder motor including a base, provided with opposite journal portions, a hollow horizontally disposed shaft mounted in said journals and adapted to constitute a fuel supply conduit, said shaft having separate centrally located outlet ports, cylinder blocks keyed to said shaft and having fuel distributing passages, a chambered element arranged between said blocks and establishing communication between said ports in the shaft and said fuel distributing passages, an abutment ring between the blocks, -opposed )istons in said blocks and having a connection slidably cngaging said ring, and a valve in said hollow shaft for closing one or the other of said ports therein to shut off the fuel supply to all of the cylinders of one block.

5. A revolvin cylinder motor including opposed cylin er units having pistons adapted to work against an intermediate abutment ring, and also provided with passages for supplying fuel to the pistons, a hollow shaft supporting said units and having posts for supplying fuel to said fuel passages of the units, and a valve in said shaft for controlling the fuel supply to said units through the ports of the shaft.

6. A revolving cylinder motor including opposed cylinder units having pistons adapted to work against an intermediate abutment ring and also provided with annular fuel supply and exhaust passags, a hollow shaft for supportin said units and keyed therewith, said shaft having ports and adapted to supply fuel therethrough to the said annular fuel supply passages of the units, a valve in said shaft for controlling the ports thereof, and a common exhaust conduit for both units arranged parallel to said shaft and having angularly disposed pipe connections with the exhaust passages "of the said units.

7. A revolving cylinder motor including opposed cylinder units having pistons adapted to work against an intermediate abutment ring, a hollow fuel supply shaft.

keyed to said cylinder units to rotate therewith and constitute the support therefor, an exhaust conduit connected with opposite ends of said units and having a central outlet, a shaft disposed in said conduit and having opposing conveyer flights thereon, and al driving connection between said latter shaft and the rotatable hollow fuel supply shaft.

8. A revolving cylinder motor comprising a base, a plurality of c linders mounted thereon for common revolu le movement and disposed in two sets, the units of each set being parallel to the axis of revolution and opposed to corresponding units of the other set, inlet and exhaust conduits for said cylinders, a charge supply conduit coincident with the axis of rotation and connected with said inlet conduits to the cylinders, an exhaust chamber for each set of cylinders surrounding said supply conduit and connected with the exhaust conduits of the cylinders, said supply conduit being provided with orts to admit the charge t0 each set of cylin ers, and means for controlling said ports to cut ol or restrict the supply of charge to either set of cylinders.

9. A revolving cylinder motor comprising a base, a pair of cylinder blocks revolubly mounted thereon and formed cach with a set of cylinder chambers and coperating inlet and exhaust conduits, the cylinder chambers of one set being opposed to those of the other set, pistons for said cylinders, the pistons of the opposed cylinders respectively being connected together, an inclined fixed abutment between said sets of cylinders for cooperation with said connected pistons, a sliding engagement between the connected pistons and said abutment, said easting blocks being formed with a charge sup ply conduit communicating with said cylinder inlet conduits, a hollow shaft for said castin blocks forming a continuation of said c arge supply conduit, suitable bearings upon the base for said hollow shaft, an exhaust chamber for each set of cylinders communicating with said exhaust conduits, a mutller chamber communicating with said exhaust chambers, and a spiral conveyer within said mufller chamber driven from said hollow shaft for accelerating the exhaust.

10. A revolving cylinder motor comprising a base, a pair of cylinder blocks revolubly mounted thereon and formed each With a set of cylinder chambers and coperating inlet and exhaust conduits, said cylinder chambers of one set being opposed to those of the other set, said casting blocks being also formed with a central charge supply conduit communicating with Said cylinder inlet conduits, a hollow shaft for said casting blocks forming a continuation of said charge supply conduit. suitable bearings upon said base for said hollow shaft, a

driven shaft mounted upon said base below abutment between said sets of cylinders for said hollow shaft and designed to be eoncooperation with said connected pistons, and neeted to a load, and n flexible drive conneea. sliding engagement between the oonnected 10 tion between said hollow shaft and seid pistons and the said abutment.

driven shaft, 'pistons for said cylindels, the In testimony whereof I have hereunto set pistons of the opposed cylinders respectively my hand.

being connected together, an inclined fixed JOB HUTCHINSON.

Itis hereby certified that. in Letters Patent No, 1,321,045, granted November 4,

1919, upon the application of Job Hutchinson, of Brooklyn, New York, for an improvoment 'm "Opposed Revolving-Cylinder Internal-Combustion Motors," an

error appears in the printed specification requiring correction as follows: Page 4,

line 42, claim 5, for the word posts read ports; and that the seid Letters Patent should be reed with this correction therein that. the same may conform to the record of the case in the Patent. Office.

Signed and sealed this 17th dey of February, A. D., 1920.

M. H. COULSTON,

Acting Commissioner of Patents.

[SEAL]

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US2617360 *May 10, 1945Nov 11, 1952Barker Virgil DFluid displacement device
US3893433 *Jul 2, 1973Jul 8, 1975Resonance Motors IncRotary engine with rotating cylinders
US3967535 *Feb 21, 1974Jul 6, 1976Rozansky Murry IUniflow steam engine
US6662775Oct 2, 2002Dec 16, 2003Thomas Engine Company, LlcIntegral air compressor for boost air in barrel engine
US6698394Oct 30, 2001Mar 2, 2004Thomas Engine CompanyHomogenous charge compression ignition and barrel engines
US6899065Apr 24, 2003May 31, 2005Thomas Engine CompanyRadial-valve gear apparatus for barrel engine
US6986342Mar 2, 2004Jan 17, 2006Thomas Engine CopanyHomogenous charge compression ignition and barrel engines
US7033525Feb 12, 2002Apr 25, 2006E.I. Dupont De Nemours And CompanyHigh conductivity polyaniline compositions and uses therefor
US7469662Oct 21, 2005Dec 30, 2008Thomas Engine Company, LlcHomogeneous charge compression ignition engine with combustion phasing
US8046299Jan 12, 2004Oct 25, 2011American Express Travel Related Services Company, Inc.Systems, methods, and devices for selling transaction accounts
US20020059907 *Oct 30, 2001May 23, 2002Thomas Charles RussellHomogenous charge compression ignition and barrel engines
US20040094103 *Apr 24, 2003May 20, 2004Hauser Bret R.Radial valve gear apparatus for barrel engine
Classifications
U.S. Classification123/43.0AA, 123/43.00R, 123/58.3, 91/502
International ClassificationF02B75/02
Cooperative ClassificationF02B2075/025, F02B75/26