US1109270A - Rotary internal-combustion engine. - Google Patents

Description

J. A. WALLIS, 2D. ROTARY INTERNAL COMBUSTION ENGINE. APPLICATION FILED DEG.11,1911.

1 ,109,270. Patented Sept- 1, 1914.

3 SHEETS-SHEET 1.

J. WALLIS, 2D. ROTARY INTERNAL COMBUSTION ENGINE.

APPLIGATION FILED DEO.11,1911.

3 SHEETS-SHBET 2;

Patented Sept. 1, 1914.

5 Z in;

J. A. WALLIS, 2D. ROTARY INTERNAL COMBUSTION ENGINE. APPLICATION FILED DEO.11,1911.

MN... .W

Patented Sept. 1, 1914.

3 SHEETS-SHEET 3.

JOSEPH A. WALLIS, 21), 0F BEVERLY, MASSACHUSETTS.

ROTA'RY INTERNAL-COMBFISTION ENGINE.

Specification of Letters Patent.

Patented Sept. 1, 1914.

Application filed December 11, 1911. Serial No. 665,028.

T 0 all whom it may concern:

Be it known that I, JOSEPH A. VVALLIs, 2d, a citizen of the United States, residing at Beverly, county of Essex, and State of Massachusetts, have invented an Improvement in Rotary Internal-Combustion Engines, of which the following description, n connection with the accompanying drawmg, is a specification, like characters on the drawing representing like parts.

This invention relates to rotary internal combustion engines of that type which embody a plurality of radially-arranged cylinders, the pistons of which are all connected to the same crank shaft and which are arranged to be fired successively.

One of the objects of my invention is to provide an auxiliary or scavenging piston for each cylinder which operates at the proper point in the cycle of operations to scavenge. the cylinder and then to draw into it a fresh charge, thus making the engine two-cycle in its operation.

I have illustrated in the drawings some embodiments of my invention which I Will now describe, it being understood, of course, that the constructions shown in the drawings are merely selected embodiments of the invention which are sufiicient to show the principle thereof.

Figure 1 is a vertical sectional view through an engine embodying my invention taken on the line mav, Fig. 3; Fig. 2 is a detail view of the track for controlling the auxiliary or scavenging piston; Fig. 3 is a vertical section on the line i 1 Fig. 1; Fig. 4 is a section on the lint. aa, Fig. 3; Fig. 5 is a perspective view of the head having the inlet channels for the admission of the explosive charge to the cylinders; Fig. 6 is a vertical section through the head shown in Fig. 5; Fig. 7 is a detail showing a different arrangement of exhaust valve from that'illustrated in Figs. 1 and 3; Fig. 8 is a view of the exhaust valve construction shown in Fig. 7 with the parts in different positions; Fig. 9 shows a modified form of exhaust valve; Fig. 10 is a section on the line c(:, Fig. 9; Fig. 11 is a section on the line d--d, Fig. 10; Fig. 12 is a diagrammatic view showing the relative positions of the working piston and valve at different points in the cycle of operations.

Referring first to Figs. 1 and 3, the cylinders are shown at 1 and are arranged in radial formation surrounding a crank shaft- 2. Each cylinder has therein a working piston 3 which is connected by a connecting rod 4 with the crank of the crank shaft 2. While any appropriate manner of connecting the connecting rods to the crank might be employed, I have herein shown one of the connecting rods as having a sleeve frintegral therewith which surrounds the crank 2 and to which each of the other connecting rods is pivotally connected, as at 6. The crank shaft 2 is stationary and the cylinders l are arranged to be rotated about the crank shaft and during such rotation the pistons 3 will have a reci rocatin'g movement in the cylinders, as will e obvious. The cylinders may be supported in any suitable way to permit of their rotation, and as herein shown the inner end of each cylinder is set into an aperture 7 formed in a frame 8 which is mounted to rotate, each cylinder being shown as having a flange 9 to rest against the outer face of the frame 8. For holding the cylinders in their position against centrifugal action, I employ a band or hoop 10 which surrounds the outer ends of the cylinders and holds them firmly seated against the frame 8. The cylinders and frame 8 which constitute the rotating part of the engine are confined between two heads or side pieces 11 and 12 which are provided with feet 13 by which they may be bolted to a floor and which are suitably connected at their peripheries by tie-bars 14.

The frame 8 is mounted to turn about t portion 15 of the crank shaft 2, and said frame has associated therewith a head 16 to which is secured the end 17 of a driving shaft 18. This shaft 18 is thus secured to the frame 8 and rotates therewith and it constitutes the shaft from which the power is taken. Said drivin through the head 11 an is preferably journaled in suitable roller bearings 19 therein. The crank shaft 2 is shown as provided with the extension 20 which is journaled in ball bearings 21 carried by the head 16 and the end 17 of the shaft 18 is provided with a recess 22 which receives a thrust bearing 230 against which the extension 20 rests. The head 16 and shaft 17, therefore, conshaft 18 extends mates with an Inlet stitute a support for one end of the crank shaft 2. The vother end of said crank shaft is made non-circular in cross section, as at 23, and is held in a corresponding aperture in the side iece 12.

In the em odiment shown inFigs. 1 and 3 each cylinder is provided with an inlet port 24 and with an exhaust port 25, said 'orts being situated to be opened and closed y the piston 3 as it reciprocates. Each exhaust port 25 is shown as leading into an exhaust pipe 26 which is provided with a spring-pressed exhaust valve 27 arranged to open outwardly. Each inlet rt communipipe 28 w 'ch has commumcation with an mlet'passage 29 formed in the head 8 and communicat' annular chamber 30 also f o in "said head. The head 8 is formed with L-sha arms or extensions 31 through which the ports or conduits 29 pass, the ends of said conduits having communication with the inlet pipes 28.

I have shown arrangement of inlet and exhaust ports in Fig. 1 wherein the two Fast on the crank shaft 2 is a member 310 provided with an annular chamber 32 which is open at one side. Said member 310 fits into an opening formed in the side of the head 8, and the chamber 32 has communication with the chamber 30. 33 is a supply pipe to supp lly a gaseous mixture to the chamber 32. h afford a constant communication between the chambers 32 and 30 notwithstanding the rotary motion of the head 8 and the cylinder.

One of the important features of my invention' relates to the provision of a scavenging piston in each cylinder, which piston operates at the appropriatetime in the cycle of movements to scavenge the cylinder and then to draw thereinto a fresh charge of explosive mixture. These scavenging pistons are shown at 34 and each is provided with a stem 35 which extends through an aperture in the end of the cylinder and through a-hollow neck 36 exten g from the cylinder. head. The osition of the scaven g pistons in the cy ders is determined y a stationary guide or track associated with the heads 11 and 12. As shown in Eigs. 1, 2 and 3, each stem 35 is provided. at its end with laterally-extending arms 96 provided with rolls 37, and these rolls operate in a track 38 formed by two rails 39 and 40 with an as the cylinder the point b is su is arrangement is such as to which are spaced apart and are secured to the stationary frame. The rails 39 and 40 are shown asbolted to the heads 11 and 12, as plainly seen in Fig. 3. The track 38 is concentric throughout the greater portion of its extent, but is provided with a cam portion which 0 erates to force the scavenging piston inwar ly and then draw it outwardly again at the time when the scavenging is to be done. The concentric portion of the track is situated so as to maintain the scavenging pistons at the outer ends of the Pcylinders. The arrangement of the crank shaft is such in Fig. 1 that the exhaust and inlet ports of each cylinder are opened by the piston as the cylinder passes through the lower right-hand quarter of its revolution,

;and I have, therefore, made the track 38 3 with the inwardly-inclined portion 41 situ- 'ated to cause the scavenging piston 34 to move inwardly while the cylinder is traveling from the oint a to the point I) and with the outward y-inclined portion 42 which operates to draw the piston back again to its normal position, sa1d outwardly-inclined portion 42 terminating in a graduall -inclined portion 43. The cam portion 0 the track has such a shape that the movement which is given to the scavenging piston 34 gasses from the point a to cient to cause the scavenging piston to move down into substantial contact with the working piston.

In the operation of the device assuming that the engine is rotating in the direction of the arrow A it will be seen that when each cylinder reaches the point a in the track, the scavenging piston will be forced inwardly and at this time the exhaust port 25 is uncovered. This inward movement of the scavenging piston is suflicient to bring it into substantial contact with the working piston, and as a result such movement of the scavenging piston will scavenge the cylinder and orce all of the burnt gases out therefrom. After the cylinder is scavenged the outward movement of the scavenging piston due to the shape 42, 43 of the trac will create a suction in the cylinder which will draw thereinto a fresh explosive charge. As the cylinder continues its rotation the piston 3 is graduall moved upwardly therein until the cylin er reaches a vertical position over the crank shaft, and during this time the charge is subjected to compression, as will be obvious. When the charge has been thus compressed it is fired by means of a suitable spark plug 44 which may be 0 erated in any suitable way and the explosion will tendto separate the two pistons, the force thus expended resolving itself into one which causes rotation of the cylinders and driving shaft. This 0' oration is re-.

peated for each cylinder. t will be seen,

' advancefof the roll 37.

therefore, that an explosion occurs in each cylinder during each revolution so that my engine works on the two-cycle princ ple.

During .the operation of the engine the scaven 'ng piston is held by centrlfugal action in its outward position with the rolls 37 running against the track 39. The track 40 is in the nature of a guard rail which serves to forcethe scavenging piston outward at the points 42, 43 when the engine is running slowly or is bein turned over by hand.

The stem 35 0? each scavenging piston is provided with a rib 51 which plays in a slot 52 formed in the tubular neck 36, said rib and slot operating to prevent the.

scavenging piston from turning and thereby hold the r'olls 37 in proper alinement with the track. r

In lieu of the exhaust valve arrangement shownin Figs. 1 to 3,1 may use that shown in Figs..7 and 8. this construction the scavenging piston .34 is provided with a port 49 which is closed by an exhaust valve 45. This exhaust valve is formed with a stem 46 which extends through the stem 350 of the scavenging piston, the latter stem being made tubular for this purpose. The end of the stem 46 is formed with a laterally-extending arm 54 .which operates in a slot 53 formed in the stem 350 and also extends through the slot 52 formed'in the tubular neck. 36 and which carries at its end a roll- 48- that operates on the track 39 in stands in advance of the roll.37 the roll 48 is so positioned relative to the-roll 37 that when the two rolls are passing over the concentric portion of the track 39, as shown at the-upper half of Fig. 7, the valve 45 will be held to its seat by the action of the spring 490. When, however, the rolls are passing over the inwardly-inclined portion of the track, as shown in the lower part of Fig.7 and in Fig. 8, the advance position of the roll 48 will cause the exhaust valve 45 to beopened, thus permitting the gases in the cylinder to be exhausted through the ports 55 in the scavenging piston and through the openings 56 in the end of the cylinder 1.

In F igs. 9 to 12 I have shown still another manner of controlling. the exhaust valve. In this embodiment theexhaust port 25 in the cylinder 1 leads to a supplemental cylinder 57 having an exhaust valve piston 58 therein. The latter is connected by a connecting rod 59 with a crank 60 rigid with the crank shaft 2, but arranged at a suitable angle to the crank thereon. With this arrangement the valve 58 will have a reciprocating motion in its cylinder as the engine operates and also will have a' motion relative to the working piston 3. In Fig. 12 I have illustrated diagrammatically the operation of this exhaust valve, and in said Since this roll' figure the circular space between the lines 1 and m indicates the path of travel. of the exhaust port 25 and the circular space between the lines m and n indicates the path of travel of the inlet port 24. The various positions of the working piston are shown diagrammatically at 3 and. of the exhaust valve piston at 58. When the piston. has reached theposition r the exhaust valves and inlet valves are bothclosed by the working piston. When the pistons reach the p0sition75 s the working piston has moved inwardly to partially open the exhaust port, and when the position t is reached, the working piston has entirely uncovered the exhaust port. Between the positions sand -t, however, the valve 58 has a quick movement inward to close the exhaust port. As the cylinders continue their movement into the position u the inlet port is opened by the working piston 3 to admit a fresh charge of explosive mixture to the cylinder, but this does not occur until after the exhaust port is closed, as above described.

'While I haie illustrated various ways of operating the exhaust valve I do not wish to be limited to any particular construction,

as any suitable method of securing a proper.

exhaust of the gases of combustion 'might be adopted without departing from the invention. Neither do I wish to be limited to theparticular method of controlling the scavenging piston, nor in any way except by the terms of the appended claims.

Having fully described my invention, what I claim as new and desire to secure by Letters Patent is 2-- j 1. In a rotary internal combustion engine, the combination with a stationary crank shaft, of a plurality of radially-arranged cylinders rotatable about the crank shaft, a working piston in each cylinder connected to the crank shaft, a-s cavenging piston in each cylinder, and means encircling the cylinders to operate the scavenging pistons thereby to scavenge each cylinder at the proper point in the cycle of operations.

2. In a rotar internal combustion engine, the combination with a stationary crank shaft, of a plurality of radially-an ranged cylinders rotatable about the crank shaft, a working piston in each cylinder connected to the crank shaft, a scavenging piston at the outer end of each cylinder, and

. means encircling the cylinders to move each scavenging piston in the cylinder at the proper point in the cycle of operations thereby to scavenge said cylinder.

3. In a rotar internal combustion englue, the combination with a stationary crank shaft, of a plurality of radially-arranged cylinders rotatable about the crank shaft, a working piston in each cylinder connected to the crank shaft, a scavenging pisranged cylinders rotatable about the crank shaft, a working piston in each cylinder connected to the crank shaft, a scaven ing piston in the outer end of each cylin er, each scaven g piston having a stem projecting throug the cylinder head,..'and means encircling the cylinders acting on said stems and operating to move each scaven ing piston inwardly thereby to scavenge t e cylinders and then to move said pistons outwardlIy thereby to draw in a fresh charge.

I 5. n a rota internal combustion engine, the combination with a stationary crank shaft, of a plurality of radially-arran ed cylinders rotatable about the crank sha a workingpiston in each cylinder connected to the crank shaft, a scaven scaven throng the cylinder head and provided V g P ton in the outer end of each cyhn er, each ng piston having a stem projecting ing frame situated between said side pieces and sustained thereby, a plurality of'ra dially-arranged c linders carried b the r0-' tatable frame, a riving or power s aft connected to the frame and extendin through and journaled in one of said working pistons in the c linders connected s1 0 pieces,

to the stationary crank s aft, a scavenging piston in each cylinder, a cam track carried by the side pieces, and means connecting the scavenging pistons with said track whereby said pistons are operated as thecyhn derlcarrymg frame rotates. 1 i In testimony :whereof, I have signed my ';name to this specification, in the presence of two subscribing witnesses.

Witnesses: p

Louis 0. SMITH,

Trroms J. DRUMMoNp.

JOSEPH A. WALQIS, 2D; I

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