US1256996A

US1256996A - Rotary engine.

Info

Publication number: US1256996A
Application number: US17199717A
Authority: US
Inventors: John William George
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-05-31
Filing date: 1917-05-31
Publication date: 1918-02-19
Anticipated expiration: 1935-02-19

Description

I. W. GEORGE.

ROTARY-ENGINE. APPLICATION man MAY 31. m1.

Patented Feb. 19, 1918.

3 SHEETS-SHEET J. W. GEORGE. ROTARY ENGINE. APPLICATION FILED MAY 31-. m1,

Patented Feb. 19,1918.

3 SHEETS- SHEET 2 l. W.'GEORG'E. ROTARY ENGINE. APPLlCATlON' 'FILED MAY 31. I9!!- Patnted Feb. 19, 1918.

3 SHEETS-SHEET 3- 'space and also of weight.

STATES PATENT -FFICE.

JOHN WILLIAM GEORGE, OF STBOUD GREEN, ENGLAND.

ROTARY ENGINE.

Specification of Letters Patent. .Patented Feb. 19, 1918.

Application filed May 31, 1917. Serial No. 171,997.

To all whom it may concern:

Be it known that I, JOHN WILLIAM- useful Improvements in and Relating to Rotary Engine-s, of which the following is a specification.

This invention relates to rotary engines of the kind in which the compression chambers and the firing or power chambers are formed in the inner Wall of an outer fixed cylindrical casing containing a rotating cylinder which carries the vanes operating in the said chambers.

Now the principal object of the present invention is to produce an improved engine having a fixed outer cylinder, an inner cylinder rotatable within said outer cylinder, compression and firing chambers formed in the inner wall of the outer cylinder, abutments dividing said chambers, fuel transfer valves, hinged vanes arranged to operate within said chambers, and mechanism for' operating the vanes.

A further object of the present invention is to produce an engine containing the above mentioned parts and constructed in such manner that a greater efficiency than at present is obtained and in which a continuous series of firing strokes are produced per revolution of the engine. The engine has .less working parts than those of ordinary construction and there is a very great saving of The exhaust gases are swept out of the engine at the end of each explosion, and therefore no foul gas is left behind to be mixed with the incoming charge. The whole of the engine is water or air cooled inside and out. No retarding action is obtained as the force is continuously in one direction. Thorough lubrication is given to all the working parts of the apparatus which are also made gas tight,

with packing strips and rings which give the minimum of friction.

In the accompanying drawings,

Figure 1 is a sectional elevation of a suitable construction of the engine.

Fig. 2 is asectional plan thereof.

Figs. 3, 4, and 5 are detail views of one of the vanes and of cal-n mechanism for operating the vane and a valve.

Fig. 6 is a view of the main cam surface.

Fig. 7 is a detail view of spring and cam controlled valve mechanism.

According to the embodiment of the invention shown, an outer cylinder at is provided with two sets of chambers b and 0; one 6 containing the compression chambers b and the other containing the firing or power chambers 0. These chambers b, c

are arranged between the inner wall of the outer cylinder at and the outer wall of an inner cylinder 03. The inner cylinder 03 is mounted axially in respect to the outer cylinder a and serves as the rotating unit and is connected with suitable inlet and exhaust openings 6, f, and carries suitable vanes 9,- while the outer cylinder carries the compression and firing or power chambers b c, and the necessary valves for transmitting the fluid from one set of chambers b to another set of chambers c.

The two sets of chambers b, c of the outer cylinder are provided by arranging a. partition a transversely to the axis of the engine and between its disk-like ends or straight side walls j, is. This artition 71 preferably only extends from the inside wall of the outer cylinder at to the outside wall of the inner cylinder 03, but if the inner cylinder is grooved, so as to form two cylinders connected by an axial member, the partition would be extended therein. Between the partition 2', the inside wall of the outer cylinder a and the outside wall of the inner cylinder 03 are arranged the sets of chambers 12, 0'. One set I) is disposed on one side of the partition 2' and forms the compression chambers, and the other set a is disposed on the other side of the partition 2' and forms the firing or power chambers. The lengths of these chambers 11, c are determined by abutments Z projecting from the inner wall of the outer cylinder a to the outer wall of the inner cylinder d. The abutments are carried by the outer cylinder (1 as also is the beforementioned partition 2'. The inside of the outer cylinder a is therefore constructed with two distinct sets of chambers 15, c which are so arranged that when the inner cylinder is placed into position all the chambers b, c are closed. The number and length of chambers b, c depend upon the size of the engine and the power it is desired to develop. The sets of chambers b, 0' have valve connections which are preferably disposed in the partition 2' and the abutments Z formed in the outer cylinder a.

From the axially arranged inlet and exhaust openings 6, f of the inner cylinder d extend radial passages m, n so that the fuel or mixture can pass through one set, m, of said passages to one set of chambers b, and from the other set of chambers, 0 through another set of said passages, n, to the exhaust port f. On the outer Wall of the inner cylinder 01 and disposed between said radial passages are suitably pivoted the vanes 9. These vanes are arranged to operate in said chambers b, c and are so constructed that, when they pass the abutments Z contained on the inner wall of the outer cylinder a they. automatically fall into recesses 0 disposed in the outer wall of the inner cylinder (1. The vanes g are continually pressed against the walls of the chambers 12, 0 by any suitable means such as those I hereinafter described. The number of vanes g and the number of radial passages m. n depend upon'the' number of chambers b, 0 employed in the construction of the engine, and in practice it has been found that a set of chambers b or 0 containing the chambers b or c is suitably arranged to receive five operating vanes 9, but the relative numbers of vanes g and chambers b, or 0 will naturally vary with experience and practice,

- and in no Way will interfere with the generalconstruction of the engine.

In the construction shown, I provide a main cam surface to which can be mounted upon or carried by the outer cylinder a and is disposed in the path of cams 41) attached to the spindles 'w of the vanes 57. It will thus be seen that as the inner cylinder revolves within the outer cylinder the cams '10 will ride over the main cam surface w and transmit the necessary movements to the vanes. Mounted upon the same spindles w are other cams w which in turn co-act with the cams 10 carried by'the spring-controlied valve-return rods 'w as shown in Fig. 7 to give the latter a reciprocating motion. The valve return rods w are connected as shown with the valves 1' contained in the partition z' adjacent to the abutments Z of the engine. Any well known and suitable construction of firing mechanism can be used for causing the necessary explosions for the firing charges.

The operation of the engine is as follows The fuel is sucked or drawn into one set of chambers b by the respective set of operatingvanes g. It enters from the axis e of the inner cylinder (Z passes through one set of radial passages m into one set of chambers, 0'. These chambers b are the compression chambers; the fuel becoming compressed by the rotating vanes g, operating in this set of chambers, the compressed fuel is swept through valves 72 contained in passages Q formed in the abutments Z. A valve 1* is then operated to allow the compressed fuel to pass through the partition 11 into the other set of chambers'c where the firing of the charge takes place to operate the respective set of working vanes g. '1. he used mixture is then swept out by the foL lowing vanes 9 through the other set of 1adial passages, n, of the inner cylinder (Z, and the exhaust opening f in communication therewith.

Packing strips and rings are represented at w and y, respectively, and oil passages whereby the vanes and their spindles are lubricated at z.

Although the invention has been described with reference to a particular construction of rotary engine, I desire it to be understood that I in no way commit myself to the precise construction shown but reserve the right to construct any such engine whose design falls within the spirit and scope of the appended claims.

What I claim is 1. In a. rotary engine, a, casing, a ro or, compression and combustion chambers arranged side by side between the casing and rotor, valved passages between the compres sion and combustion chambers, vanes operable in said chambers, means for operating the varies, and means for operating said valves, the compression chambers having inlet ports leading thereinto through the axis of the rotor and the combustion chambers having exhaust ports leading therefrom through the axis of the rotor.

2. A rotary engine comprising an outer casing, a rotor mountedwithin said outer casing compression and combustion chambers formed in the outer casing, fuel transfer valves having spring controlled valve-rods, pivoted vanes adapted to operate within said chambers, a main cam surface arranged on the casing, cams carried on the spindles of the vanes adapted to cooperate with said main cam surface and other cams mounted on said spindles for co-action with the valve rods of the aforesaid valves.

In testimony whereof I have hereunto signed my name