US1094790A - Rotary internal-combustion engine. - Google Patents

Description

J. R. JAHN.

ROTARY INTERNAL COMBUSTION ENGINE.

APELIGATION FILED MAR.27, 1912.

Patented Apr. 28, 1914.

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J. R. JAHN.

ROTARY IIITERNALUOMBUSTION ENGINE.

APPLICATION FILED MAR. 27, 1912.

Patented Apr. 28, 1914.

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UNITED STATES rad um OFFICE.

JOHN ROYAL JAHN, 0F RIVERSIDE, CALIFORNIA.

ROTARY INTERNAL-COMBUSTION ENGINE.

To all whom it may concern Be it known that I, JOHN ROYAL J AHN, a citizen of the United States, and a resident of Riverside, county of Riverside, and State of California, have invented certain new and useful Improvements in Rotary Inter- Specification of Letters Patent.

uni-Combustion Engines, of which the fol- 5 lowing is a full and clear specification, reference being had to the accompanying drawings, in which- Figure 1 is a vertical sectional view of an engine illustrating one embodiment of my invention; Fig. 2 a similar view taken at right angles to'the plane on which Fig. 1 is ta en; Fig. 3 a chart illustrating diagrammatically the action of the engine; Fig. 4 a detail edge elevation of one of the rotary wings; Fig. 5 a detail view of a portion of one of the disks or rings showing the manner in which the wing or vane slides and osciilates therein; and Fig. 6 a detail View of a modified form of the wing.

This invention relates to engines using hydrocarbon, or other explosive fluids, whose moving pistons or parts rotate instead of reciprocate, and the invention consists of the broadly novel features or combination of parts hereinafter described and claimed.

Among the objects attained by my invention the most important are: the elimination of the reciprocating features common in other types of engines, a more uniform torque, smoothness of running, freedom from those jars and strains which are usually incident to starting and stopping of heavy masses, economy of fuel, and the feasibility of operation in any position with but slight alteration of a few of the accessory parts.

In its preferred form the casing a is either spherical or a section of a sphere, consisting of two or more parts for convenience, these parts being suitably fastened together to form a closed casing. Two disks or rings 6, preferably conical, similar and of the same base diameter and pitch or slant, are fixed to shafts a journaled in opposite sides or ends of the casing, the axes of the shafts and disks being out of alinement so that they will revolve and their-faces a will lie adjacent to but not quite touch each other at one point in their revolution, said point I being designated on the drawing by a zero mark (0) and being at a predetermined fixed point with reference to the casing but a movable point with reference to the disks. In the drawing annexed, this zero point is .shown as being at the top of the engine but it will be obvious that it is not necessary to have it at any particular point with reference to the casing'so long as it is coincident with the point of nearest approach of the Patented Apr. 28, 1914.

Application filed March 27, 1912. 'Serial No. 686.588.

faces of the disks. As the disks do not touch each other the accurate machining of their faces 15 not necessary or requisite. By so placing the disks an annular working chamher isformed between the disks, enlarging from the zero point in both directions to a point directly opposite. This chamber is divlded into two or more compartments by interposing between the faces of the disks,

preferably at equal distances apart, radial dlaphragms d which bridge said annular chamber. I prefer the use of three chambers, although the use of two, or more than three (depending on whether used as a fourcycle engine or a two-cycle engine) would not be a bar to a successful engine. As a four cycle engine there would preferably be an odd number. These diaphrag'rns extend into radial slots formed in the disksat opposite sides of the working chamber. They may be rigid plates as shown in Figs. 1, 2, 4: and 5 or they may be constructed of. two pieces hinged together centrally as shown in Fig. 6 at d or they may be constructed in any other suitable manner. When constructed of a single rigid plate, the slots in the disks should be formed with their walls divergent, as shown in Fig. 5, a suitable packing e being mounted in each slot, so that as the disks and diaphragms revolve and the diaphrag'ms move away from or approach the zero point the bevel faces c of the disks and the diaphragms may adjust themselves to the varying angles. These diaphragms, together with the central spherical member f hereinafter described,

projections 9 extending radially fromthe outer corners of the diaphragms so as inwardly projecting annularengage shoulders 71 on the casing, these shoulders being at opposite sides of theworking face of the casing. J L

When the diaphragm-1s are'hinged along a central radial line, as'indicated in Fig.- 6,

the slot walls-may be parallel and brought close to the opposite faces of the diaphragms, as the hinges permit them to adjust them- .71. opens inwardly.

selves to the varyihg ana les with the disks. l Vhen this form oi diaphragm is used any suitable means may be employed tor holding them in their prescribed course, as is evident.

in order to hold the disks and diaphragms normally apart and to confine the working fluid to a space near the outer edge of the chamber, where it will exert its greatest turning efiort, I prefer the use of a central spherical member f or a section thereof, the disks being" hollowed out to receive said member and the diaphragms being convexed at their outer edges to fit the inner surface of the casing and concaved at their inner edges to fit the outer surface of said central member upon which they are free to move. The said ball or spherical member may be either integral with one of the disks or be a free member movable between the disks. I prefer the latter, as shown in my drawings, in which this central member is shown as a hollow shell which has a central hub f within which the inner end of each diaphragm is suitably mounted. Y

it will be observed that the working chamber, by the arrangement of the three diaphragms is divided into three compartments whose respective volumes vary as the diaphragms change their positions in their revolutions. This is made apparent in the diagrams shown in Fig. 3. 1n diagram 1 compartment A is at a minimum volume while B and C are of equal volume; in diagram 2 compartment B is at maximum volume while A and C are of equal volume but unlike B and C, Fig. 1; in diagram 3 the compartments are all of unequal volume and diderent from those of diagrams 1 and 2, and it will be observedthat every other position will produce a changed relative volume in the three compartments.

The casing is provided with an inlet port a, a main exhaust port 7' and an auxiliary exhaust port 70, which are provided with suitable valves operated in any suitable manner. 1 have illustrated, as an example only, a valve arrangement whereby the valves will be operated automatically in a perfectly balanced manner. The inlet valve Z opens inwardly when the pressure in the compartment which at any time is adjacent thereto falls below that of the atmosphere andcloses when the pressure in said compartment rises beyond that of the atmosphere. The main exhaust valve m opens outwardly while the auxiliary exhaust valve All three valves are normally held to their seats by suitable springs. To automatically control the opening and closing of the two exhaust valves, ll employ a conduit 0 leading to the rear of these valves from a point p in the casing approately 120 Lh'om the Zero point. This oonduit is open at all times to the working chamber and when an explosion takes place in 'a' compartment the pressure rises thereinand communicates through the conduit 0 to the backs of the valves, closing the main exhaust valve and opening the auxiliary exhaust valve, and the compartment following; being at or below atmospheric pressure will produce a suction in the conduit and thus remove the pressure from behind the valves and, with the assistance of their springs cause the valves to be opened and closed respectively, as required. The inlet port is placed in the casing at a point approximately one-twelfth the circumferential distance from the zero point, designated as 30 on diagram No. 3 in Fig. 3, and the main exhaust port is placed preferably at a point just beyond the position of the forward diaphragm of a compartment at maximum volume and designated on diagram No. 2 as 240; and the auxiliary exhaust port is placed at or' near the zero polnt.

It is of course understood that suitable packing rings, packing blocks and adjusting rings are tobe used Wherever deemed necessary to make the working parts a tighter fit or to take ,up Wear; also that the casing, disks and dlaphragms may be. water jacketed in whole or in part or otherwise provided with cooling; means, among which may be mentioned the use of vanes or fans upon the journals or disks which shall be adapted to cool the diaphragms and disks by currents of air. Although the disks are out of alinement, the journals need not be so for by the use of the universal joint on one or both of the journals they can be brought into alinement if for any reason it is desired to do so. I

The inlet is connected with a source of fuel and air supply, which will be carbureted in the usual manner. A. means of igniting this mixture is of course fitted in the casing or immediately without it at a convenient point or points. lhave shown but one way of igniting" the mixture but it will be understood that any other suitable method or means may be employed. l have illustrated a spark plug q of common form, which is inserted in the casingat some point between the limits of the diaphragms at the position of minimum volume, said device being; adapted to ignite the mixture therein contained by a spark timed by any suitable device operated from the shaft or shafts of the engine or by pressure of the fluid in the chamber about to be exploded. When a pressure device is employed it may consist simply ot a small piston adapted to be actuated by a predetermined pressure only and which when actuated will close the ignition circuit and thus cause a spark at the sparkinn points of the plug.

This engine is designed to operate on the shown in Fig. 3, in which diagrams the radial lines outside the circles indicate the positions of the valves and the numerals show the degrees from vertical, the radial lines which are provided with cross lines the valves to be closed and the ones provided with arrow heads, indicating the valves which are open: No. 1, A intake begins, B expanding, C compressing; No. 2, A intaking, B exhaust begins, 0 compressing; No. 3, A intake closes, B exhausting, compressing; No. 4, A mixture expanding, B exhausting, C explosion; No. 5, A mixture compressing, B exhaust complete intaking begins, C expansion; No. 6, A compressing,

- B intaking, C exhaust begins; No. 7, A compressing, B intaking stops, C exhaust; No. 8, A explosion, B mixture expanding, G exhaust; No. 9, A expansion, B mixture compressing, C exhaust complete intakmg begins; No. 10, A exhaust begins, compressing, C intake; No. 11, A exhausting, B compressing, C intaking stops; No. 12, A exhausting, B explosion, C mixture expands; No. 13, A exhausting, B expanding under explosion, C mixture expands; No. 14, Auntake begus, B expanding under explosion, C mixture compresses.

From a study of the operation, as outlined above, it will be noted that the auxiliary exhaust port is'open after the chamber beglns to enlarge, but this is not a disadvantage for by admitting fresh air it may act as an inlet port. This effect can be counteracted by regulating the proportion of fuel to air in the main inlet port. Compartment A having completed its cycle is ready to start upon a new one, and in like manner compartments B and C will go through similar cycles in their turn. It is also to be noted that in order to st art the engine all that is necessary is to turn the engine through one revolution, after which it is self-operating.

How well the engine is balanced may be seen in the accompanying chart, inwhich the engine is made to go through two complete revolutions, wherein a full cycle is accomplished in each compartment. With such valve arrangement, giving the explosions every two-thirds revolution, a compartment doing useful work is interposed between two onwhich work is being done and.

conversely, one on which work is being done is interposed between one doing useful work and one which has just finished its work. The effect of this in giving a uniform torque is evident.

As shown there are three working- The engine I have illustrated and described is, as stated, a four-cycle engine, but it will be understood that a modification employing the two cycle principle is made possible by merely changing the accessory parts. It will be understood also that suitable yielding means are to be provided wherever necessary. It will be understood also that the vanes 42 may be connected or mounted onthe central spherical member in any suitable manner. The connection I have illustrated is desirable for the reason that it counteracts the centrifugal force the vanes are subjected to in the operation of the engine. in my illustration, the central member is connected by spokes f" to a central hub f, and within this hub, actin as a revolving shaft, is journaled a sleeve ivided into three segments d, each about 117. To each one of these segments is attached the radial arms J" of one of the vanes (Z, so that when thus assembled the vanes and their arms of and attached segments d," may be rotated freely about the central member f. The arms d of the vanes are so shaped that they pass around the annular edges of the member f and act as a guide for that member to keep its path fairly true, they being assisted in this guiding 0- tion by the gyroscopic eitect or the motion of the member f and the sleeve shaft. The segmental shaft oil is preferably hollowed in the center to admit a means for supplying lubrication.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a rotary internal-combustion engine of the compression type, a casing, rotary means therein forming with the casing an annular continuous chamber widening from one point uniformly to a point directly opposite, a series of radial diaphragms dividing said chamber into compartments and adapted to rotatewit-h said rotary means, whereby during rotation said compartments constantly vary in volume, inlet and exhaust mechanism, and igniting means, the arrangement of inlet and exhaust mechanism and igniting means being such that the compression in the respective compartments is completed at the narrowest part of said annular chamber. v

2; In a rotary internal-combustion engine of the compression type, the combination of a casing, a pair of oppositelv disposed rotary disks supported out of alinement with a continuous annular chamber between their working faces, a shaft attached to one of said disks, a central rotary member forming the inner wall of said annular chamber, diaphragms rotatable with the disks and bridging said chamber at intervals to form a series of compartments, whereby during rotation said compartments constantly vary in volume, inlet and exhaust devices,

and igniting means, the ar 'angement of inlot and exhaust mechanism and igniting means being such that the compression in the respective compartments is completed at the narrowest part of said annular chamber.

In a rotary internal-con1-bustion engine of the compression type, a casing, rotary means therein'forming with the casing a continuous annular chamber widening from one point to a point directly opposite, diaphragms dividing said chamber into compartments and adapted to rotate with said rotary means, whereby during rotation said compartments constantly vary in volume, inlet and exhaust mechanism, igniting means, and power transmitting means connected to said. chamber forming means, the arrangement of inlet and exhaust mechanism and igniting means being such that the com prcssion in the respective compartments is completed at the narrowest part of said an'- nular chamber.

i. ina rotary intermil-combustion engine of the compression type, a casing, rotary oppositely-disposed disks set out of contact with each other to form an annular chamher, power transmitting means connected to at least one of said disks, diaphragms bridging the chamber formed between the disks and forming a series of compartments, said diaphragms being adapted to rotate With the disks, a central spherical member having contact with the inner edges of the disks'and the inner edge;- of said diaphragms, whereby during rotation said conuiartments bonstantly vary in volume, inlet and exhaust means, and igniting means, the arrangement of inlet and exhaust mechanism and igniting means being such that the compression in the respective compartments is completed at the narrowest part of said annular chamber.

' a casing, rotary means In a rotary internal-combustion engine of the compression type, the combination of a casing, a. central member, a pair of conical disks rotarily supported between the casing and said central member, said disks having their axes out of alineinent so as to form a continuous annular chamber widening from one point to a point directly opposite, power transferring means connected to one of the disks, radial diaphragms rotatable with the disks and bridging said. annular chamber whereby upon rotation of the disks and diaphragms the compartments formed by the diaphragms shall constantly vary in volume, and inlet and exhaust mechanism and igniting means, the arrangement of inlet and exhaust mechanism and igniting means being such that the compression in the respective compartments is completed at the narrowest partof said annular chamber.

(3. ln a rotary internal-combustion engine,

therein forming with the casing an annular continuous chamber wideningfrom one point uniformiy to a point directly opposite, a series of radial diaphragms dividing said chamber into compartments and adapted to rotate with said rotary means, whereby during rotation said compartments constantly vary in volume, inlet and exhaust mechanism, and igniting means, means being; provided whereby theexhaust mechanism is controlled by pressure from the compartment which for the time being is the Working compartment.

In testimony whereof ii hereunto aiiix my sigmzture in the presence of two Witnesses.

JUHN R01 AL JAHZN.

Witnesses FRANK D. J'Aonson, W. H. Maia.

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