US1239694A

US1239694A - Rotary engine.

Info

Publication number: US1239694A
Application number: US6508015A
Authority: US
Inventors: Miles M Jackman; Charles W Jackman
Original assignee: Individual
Current assignee: Individual
Priority date: 1915-12-04
Filing date: 1915-12-04
Publication date: 1917-09-11
Anticipated expiration: 1934-09-11

Description

M. M. & C. W. JACKMAN.

ROTARY ENGINE.

APPLICATION FILED 05041315.

Patented Sept. 11, 191?.

4 SHEETSSHEET1 n4 0 m 4/ /k a l Ii 1Vl.M. & c. w. JACKMAN,

ROTARY ENGINE.

APPLICATEON FILED DEC.4.1915. 1,99%,6945 PatentedSept n, 191?.

4 SHEETS-SHEEY 3.

al'l'ot new M. M. & C. W. JACKMAN.

ROTARY ENGINE.

APPUCATION FILED DEC. 4. 1915- 5239569-4 Patentedfiept. 11,191?

4 SHEETS-SHEET 4- mnrnn sra rns Parana" onrrcno MILES M. JACKMAN' AND CHARLES W. J AOKMAN, F WATERLOO, INDIANA.

county of Dekalb and ROTARY ENGINE.

Specification of Letters Patent.

Patented Sept. 11, 11917.

Application filed Decembere, 1915. Serial No. 65,080.

To all whom it may concern:

Be itknown that we, MrLnsM. JACKMAN ttIlClGIIARLES W. JACKMAN, citizens of the United States, residing 'at \Vaterloo, in the State of Indiana, have invented certain new and useful Improvements in Rotary Engines, of which the following is a specification.

lhis'invention relates to internal combustion engines, and more specifically to rotary engines. I

The object of our invention is to provide a relatively small engine having a comymratively large capacity, in that it would have twice the number of power impulses lner revolution of the drive shaft as the' corresponding type of reciprocating engines, thus giving it greater speed and power.

Furthermore, our engine is so constructed as to have a perfect balance of pressure on the main rotor. It is relatively simple in construction, durable and efiicient in operation. The great power and speed of our engine, when considered in connection with its lightness of construction and its small size, makes it especially adapted for aeronautical and like purposes, where the elements of size, weight, power, and speed are so essential.

Engines of this type may be used as steam engines, water or air motors and fluid pumps, as well as gas engines, with the substitution of suitable valves and valve gear. However, as a convenience-of illustration,

we have shown and described our invention as an internal combustion rotary engine.

Referring now to the drawings which are merely illustrative of our invention,

Figure 1 is a front elevational view of our rotary engine.

Fig. 2 is a rear sectional elevation of the same.

Fig. 3 is a vertical sectional view through the engine.

Fig. 4 is a horizontal sectional view taken on the line H of Fig. 1.

Figs. 5, 6, 7 and 8 are detail sectional views showing the relative positions of the intake and exhaust valves, the rotary abutment, and piston, during the successive steps of the operation of the motor.

Referring further to the drawings, wherein similar reference characters designate similar parts throughout the. respective views, our invention generally consists of a casing having chambers on both sides thereof, a main rotor mounted within said casing and rotary abutments mounted within said chambers, pistons being mounted on opposite sides of said main rotor adapted to register with said rotary abutment upon each cycle of the main rotor; the rotary 'abutments being timed to make two revolu tions during each revolution of the main rotor, and intake and exhaust valves connected with the gearing upon said rotors so as to time the action of said valves to carry out the successive steps of the function of the motor in operation.

More specifically, 1 designates generally the stator casing of our engine, said casing being formed of a substantially circular central portion 2, and substantially semicircular wing or end portions 3 and 4:, respectively.

As the detailed construction of one of the end portions is duplicated upon the other end portion, the construction of but one of said ends will be described, it being understood to apply. to both.

An intake passage 5- is formed centrally upon said end portion 3, and an exhaust passage 6 is formed upon said casing at the point of jointure between said end portion and said central portion.

A slot 7 is formed through said end portion, one end of said slot terminating adjacent said intake passage. An arm 8 is slidably mounted within the said slot, and a sliding valve 9 is secured upon the inner end thereof, said valve conforming with the curvature of said end and being adapted to open and close said inlet port 5. A sliding valve 10, provided with an outwardly projecting arm 11 is mounted upon the central portion 2 of said casing, adjacent said exhaust passage, and being adapted to open and close said exhaust port. A con necting rod 12 is pivoted at one end to said arm 8 and at the other end to one arm of a bell-crank lever 13, while a connecting rod .14 i pivoted at one end to said arm 11 and at the other end to the other arm of said bell-crank lever 13.

A rotary abutment 15, which may best be described as acircular shell or drum having substantially one-third of its circumferen- 'lial face cut away transversely thereof, is

mounted within the end portion 3 of said casing. The endportion of said casing is formed within an enlarged portion 3) upon one side thereof, said enlarged portion extending from a point near the intake port to the inside of the central portion of said of the enlarged portion 3 and the outer wall of the rotaryab'utment 15 serves as a passage for the explosive mixture leading from. the intake port to the inside of the central portion of said stator casing. A gear 17 is formed upon one end of said rotary abutment. Flanges 18 are formed upon both ends of said rotor, roller bearings 19 being interposed between the outer circumferential face of said flanges and the inner face of said stator casing.

A shaft is mounted upon said rotary abutment opposite said gear, said shaft projecting through the stator casing, and having a spiral gear 26 formed upon the end thereof. A shaft 27, having a worm gear 28 formed upon one end thereof, is mounted upon said casing and is adapted to be 210 5,

tuated by said spiral gear. A bevel gear 29 is mounted uponthe other end of said shaft and is adapted to mesh with a bevel gear mounted upon said bell crank lever 13, whereby the sliding valves 9 and 10 will be actuated.

A main rotor 20 is mounted within the central portion 2 of said casing, being keyed upon ashaft 21 extending transversely therethrough. Said main rotor consists of a hollow shell or drum having oppositely disposed pistons 22 mounted upon the circumferential face thereof, said pistons having a curved face and, in rotation, being adapted to register snugly with the inner face of the central portion of said casing. Roller bearings 23 are interposed between the outer face of said main rotor at the ends thereof, and the inner face of said casing. A gear 21- is formed upon said main rotor at one end thereof, said gear being adapted 'to mesh with the gear 17 of said rotary abutment 15.

To explain the operation of our motor it will be understood that both pistons perform identical functions simultaneously. Fig. 5 of the drawings illustrates the relative position of the parts in first position. The charges are compressed by the pistons into the recesses in the stator casing and there ignited by means of the spark plug 20. It

-will be assum'cd that on the cycle now starting said pistons are about to exhaust the burnt gases filling the chambers by pushing them through the exhaust port ahead of them, at the same time drawing in a fresh charge behind them. This charge will be designated as charge 1. -This operation is then: exhaust ahead of the pistons and intake behind the pistons; both the exhaust valve and the intake valve being open.

Fig. 6 is second position of the respective parts. In this position charge 1 is about to be compressed ahead of the pistons, which are now completing the second cycle, at the same time takingin charge 2 behind said pistons. The operation is then: compression ahead of the pistons and intake behind them; the exhaust valve being closed and the intake valve open.

Fig. 7 illustrates the third position, wherein charge 1 is exploded behind the pistons, while charge 2 is being compressed ahead of the pistons, this being the third cycle. The operation is then: compression ahead of the pistons, and explosion behind them; both the exhaust valve and intake valve being closed.

Fig. 8 illustrates the fourth position wherein the burnt gases of the exploded charge 1 is being exhausted ahead of the pistons and charge 2 is exploded behind the pistons, this being the fourth cycle. The operation is then: exhaust ahead of the pistons and explosion behind the pistons; the

exhaust valve being open, and the intake valve closed.

From the fourth position the respective parts resume the first position, wherein there is an exhaust of the exploded charge 2 ahead of the pistons, and an intake of charge 3 behind the pistons; the successive steps following as heretofore described.

. In a certain position immediately before the one shown in Fig. 8, there would be a leakage if the intake port were placed againstthe rotary abutment, instead of being divided from it by the partition 16.

As the rotary abutment revolves, the spiral gear 26 upon the shaft 25 will operate the worm gear 28 whereby the sliding valves 9 and 10 will be actuated at regular inter;-

vals with respect to the rotation of the rosential, nor do we restrict ourselves to the,

exact details of construction shown and descr1bed, but mean and intend to claim all equivalentsand variations thereof, not deneeeeea parting in principle from our invention, and falling Within the purview of the appended claims. Y

lVe claim I 0 1. A device of the character described, consisting of a stator casing, comprising a central portion and suhs-Eantiallysemi-circu- 1 portion, a partition formed between the end casing and the rotary abutment, valve mechanism mounted upon said casing and operatively connected with said inlet passages and exhaust passages, gears formed upon said rotor, gears formed upon the said rotary abutments adapted to mesh with said rotor gears, and means interposed between said rotary abutments and said valve mechanism for operating said mechanism.

2. A. device of the character described,

consisting of a stator casing, comprising acentral portion, and substantially semi-circular end portions, a main rotor mounted in said casing having oppositely disposed pistons formed thereon, rotary abutments mountedin the end portions adapted to intermittentlyregister with the said pistons, an inlet passage formed in each end of said casing, said casing being provided with enlarged end portions extending from the inlet passage to the central vportion of the casing providing means for the admission of the motive fluid from the inlet passage to the inside of they central portion, a partition formed between the end casing and the rotary ahutments, the said end portions being provided with slots exhaust valves, the end casings adjacent the exhaust valves being provided with slots, armed members adapted to conform to the curvature of the *asing and slidably mounted in the said slots, bell crank levers, rods connecting the arms to the said bell crank levers, and means for operating the said rods for a purpose specified.

In testimony whereof we ailix our signatures hereto.

' MILES M. JAGKMAN.

CHARLES JACKMAN