|Publication number||US1878767 A|
|Publication date||Sep 20, 1932|
|Filing date||Nov 8, 1929|
|Priority date||Nov 8, 1929|
|Publication number||US 1878767 A, US 1878767A, US-A-1878767, US1878767 A, US1878767A|
|Original Assignee||Richard William Faughnan|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (8), Classifications (6)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Sept. 20, 1932. P FREUND 1,878,767 I INTERNAL COMBUSTION ENGINE Filed Nov. 8, 1929 4 Sheets-Sheet l Afrop/vfv Sept. 20, 1932. FREU'ND 1,878,767
INTERNAL COMBUSTION ENGINE Filed Nov. 8. 1929 4 Sheets-Sheet 2 I l lN-VE TOR Fl@ 2. .9 23%. N.
ATTORNEY Sept. 20, 1932. FL FREUND 1,878,767
INTERNAL COMBUSTION ENGINE Filed Nov. 8; 1929 4 Sheets-Sheet 5 HGT/0 W ATTORNEY Sept. 20, 1932. p, FREUND 1,878,767
INTERNAL COMBUSTIONENGINE Filed Nov. 8, 1929 4 Sheets-Sheet 4 Ag l Q/TO/Q Arrow/wry Patented Sept. 20, 1932 UNITED PATENT QFFICIE PHILLIP rnnnnn, or FARMIN DA E, NEW YORK, Assrenon or ONE-HALF T RICHARD WILLIAM FAUGHNAN, or .FARMINGDALE, LONG ISLAND, new YORK INTERNAL coMBus'rIon ENGINE Application filed. 1111031111311 er 8, 1929. Serial No. 405,683.
The invention relates to an internal combustion engine as described in the PIBSGIIt SPBCI- fication and illustrated in the accompanying to the greatest extent possible with safety to a the structure; to simplify the transmission of power from a crank mechanism and at the same time centralize the transmission shaft, and thereby insure a natural balance, which will greatly relieve the torque effect and consequently eliminate bent shafts; to utilize the explosions in such a manner as to obtain the maximum power from a given quantity of 7 fuel, thus economizing in the consumption of the oils and yet improvethe running condi tions; to construct an engine in which accessibility and concentration of parts are features that will facilitate the assembly, the operation and the maintenance ofthe 'rnachine; and generally to provide in this type of ,engine, economy, durabilitv and efficiency.
In the drawings, Figure 1 isan elevational view of a 12 cylinder rotatory motor.
Figure 2 is a sectional view on the line2-2 in Figure 1 of the central supporting member.
' Figure l is a cross sectional view taken on the line H in Figure 2 of the upper intake manifold in section. 1
Figure 5 is across sectional view taken on the line 5-5 in Figure 2 of-the lower intake manifold.
Figure 6 is a cross section on the line 6-6 in Figure 2 of the central supporting mem her.
7 50 Figure 7 is a longitudinal sectional view on the line77 in inders.
Figure Sis a partsectional elevational view timing gears and cams;
Figure 9v is a longitudinal sectional view of a modified form of motor having 12 cylinders arranged in horizontal pairs around a common central supporting member.
taken at right angles to Figure 7 showing the Figure 10v is a detail showing a plan view of the rotating manifold bearing the contact ring and showing the segments, and the terminals adapted to be connected to the several cylinders.
Like numerals of reference indicate corresponding parts in the various figures.
Referring to the drawings, the cylinders are arranged in groups of three, indicated by the numerals'lO, 11, and 12, the cylinders 10 and 11 being horizontal to the axis and 12 at. right angles or vertical to the axis.
The central supporting member 13 rotates Figure 1 of one group of l around a fixed hollow shaft 14 which is fixedly secured to the hub 15 of the circular flange 16. Centrally on the shaft are the beveligears 17 and 18, the gear 17 being securely keyed to the shaft 14 while the other gear 18 is loosely mounted on said shaft. The bevel gears 19, 20, 21 and 22 are securely keyed to the crank shafts 23, 24, 25 and 26, and mesh'with the large bevelsl'? and 18 on the stationary shaft 14.
The central supporting-member 13 forms a housing 27 for the bevel gears 17 and 18 and also forms the intake manifolds 28 and 29 for the cylinders and rotates on the ball races 3.0 on the shaft 14. I
The intake manifold 28 feeds eight of the 7 cylinders, four of the horizontal cylinders 10 and four vertical cylinders 12 and is formed of a hollow circular casing with the openings 31 for the intake pipes 32 leading to the horizontal cylinders 10 and the openings 33 in the bottom for the intake pipes 34; leading to the vertical cylinders 12, while the manifold 29- feeds the remaining four horizontal cylinders 11. This manifold is similar in construction to the manifold 28, but has the long sleeves v35 to the intake pipes 36.
The shaft 14 is hollow and has a series of ports 37 registering with the intake manifold 28 and the ports 38 registering with the manifold 29, so that the manifolds are always open to the inside of the hollow shaft 14. A T fitting 39 forms the intake pipe proper and is secured to the stationary flange 16 over the protruding end of the hollow shaft 14 forming a divided continuation of the central passage of said shaft. The carbureters 40 and r 41 are secured to the flanges 42 of the intake pipe 39.
The stationary shaft 14 extends through the flange 43 and ends at the flange 44 of the driving shaft 45, said flange 44 being secured to the flange 43, and therefore connected to the rotating central supporting member 13 encircling the shaft 14.
cylinder groups are secured to the flanges of the shaft housings 47 which are in turn secured to the sides of the bevel gear housing 27,
thus becoming part with the central rotating member 13.
The crank shafts 23, 24, 25 and 26', are
journalled in the bearings provided in the housings 47 and the bearings 49 of the timing cases 50.
The timing gears 51 are driven off the gear 52 operating the valves through the tappets 53'and push rods 54. The ignition timing being arranged through the contact breaker 55 driven by the gear 56 011' the end of the rotating manifold 28, andthrough the rotating insulated ring 57 and the collector brush 58, the ring having segments connected to the cylinders.
In the operation of this form of the lnvention the entire motor revolves around the stationary shaft 14, the groups of cylinders firing, and rotating the small bevels 19, 20,
21 and 22 which travel around the face of A modification is illustrated in Figure 9..
in which twelve cylinders are arranged in groups of two having a common crank case and arranged horizontally around a common driving bevel.
In this form of the invention the central stationary hollow shaft 91 has the bevel gear 92 keyed thereto, the bevel gear 93 being loosely journalled thereon, the central member being formed in the same Way as the preceding form, with the intake manifolds 93 and 94 and'bevel gear casing 124 and the housings 95, and 96 covering the cams- 97, 98
' and 99, 100 secured to the stationary shaft,-
the valves 1 01 and 102 being operated by the push rods 103 and 104 and the rockers 105 and 106.
The cylinders 107 and 108 have the pistons 109 and 110 and connecting rods 125 and 111 driving the crank shaft 112 to which is secured the bevel gear 113 meshing with the bevel gear 92.
Acombined thrust and ball bearing 114 is provided, the housing of which forms a foundation or securing plate for the motor. Theshort pipes 115 and 116 connect intake manifolds 93-an d 94 with thecylinders and the T shaped pipes 117 are for the exhaust.
In this invention the use of the central stationary shaft and the centralizing of the transmission shaft therefrom is quite an important feature of the engine, as in consequence of this arrangement the crank shafts V center on one stationary gear or on two sta- The flanges of the crank cases 48 of the tionary gears, as the case may be, and these stationary 'gearsform a path for the pinions operated by the crank shafts, which insures larly mentioned, as well as the exhaust passages, for while these are incidental to the general construction of the engine, they are on the other hand extremely important parts conducive to the regular and unrestricted operation of the engine and consequently to its efliciency. I V
7 What 'I- claim is 1. In an internal combustion engine, a rotating frame, cylinders carried by said frame, a stationary frame and stationary shaft forming-thesupport for said rotating frame, pistons operating in said cylinders, and having connecting rods extending therefrom, a plurality of crank shafts j ournalled in said rotating frame, and operated respectively by groups of said connecting rods, a stationary gear-fixedlymounted on said stationary shaft and an opposing loosely mounted gear, pinions fixedly mounted on said cra-nkshafts and driven thereby-and travelling on said stationary gear and engaging said-loose gear, saidcylinders arranged in pairs horizontal and parallel with the said stationary shaft, said cylinders having separate combustion chambers, and common crank cases, and valve gear operated by the rotation of said cylinders around said' stationary cams.
2. In an internal combustion'engina'a rotatingframe,cylinders carried by said frame,
a stationaryv frame and stationary shaft forming the support for said rotating frame, pistons operating in" said cylinders, and hav- -ing connecting rods extending therefrom, a
plurality of crankshafts journalled in said rotating frame and operated respectively by groups of said connecting rods, a stationary gear fixedly mounted on said stationary shaft and an opposing loosely mounted gear, pinions fixedly mounted on said crank shafts and driven thereby and travelling on said stationary gear and engaging said loose gear, said cylinders arranged in groups, horizontal and vertical to the said stationary shaft, the cylinders having separate combustion chambers and common crank cases, With a common valve operating gear to each of said groups.
Signed at St. Albans, New York, U. S. A.,
this 1st day of October, 1929.
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|U.S. Classification||123/43.00A, 123/55.1|
|International Classification||F02B75/22, F02B75/00|