US1280915A

US1280915A - Rotary engine.

Info

Publication number: US1280915A
Application number: US17436817A
Authority: US
Inventors: Herman A Weidenbach
Original assignee: Individual
Current assignee: Individual
Priority date: 1917-06-12
Filing date: 1917-06-12
Publication date: 1918-10-08
Anticipated expiration: 1935-10-08

Description

H. A. WEIDENBACH. ROTARY ENGINE. PPLlcATloN mio JUNE 12. 1911 Patented Oct. 8, 1918.

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wc@ v A :fraz/vzw HERMAN A. WEIDENBAC, 0E BUFFALO, NEW YORK.

ROTARY ENGINE.

Specification of Letters Patent.

Patented Oct.'- 8, 1918.

Application led June 12, 1917. Serial No. 174,368.

To all whom it may concern.' Be it known that I, HERMAN A. WEIDEN- BACH, a citizen of the United States of Arrierica, and a resident of the city of Buffalo, county of- Erie, and State of New York, have invented certain new and useful Improvements in Rotary Engines, of which the following is a full, clear, and exact descriptlon.

My invention relates generally to rotary engines and more particularly to that type of engine known as an internal combustion engine, using gas or gasolene for its fuel.

The general object of my invention is to y provide an elicient engine which shall be simple and cheap to operate.

One of the characteristic features of my invention, which greatly increases its efficiency, is that its casing is formed with a plurality of compression chambers, and a sliding valve at each side of each of the chambers.

My invention consists vin the constructlon, combination and arrangement of parts, shown in the accompanying drawings, in which i Figure l is a transverse, sectional elevation of the complete engine, taken on line 1 1 of Fig. 2.

Fig. 2 is a longitudinal, sectional elevation, taken on line 2 2 of Fig. 1.

Figs. 3, 4 and 5 are fragmentary, transverse, sectional elevations taken on line 1-1 of Fig. 2.

Fig. 6 is a fragmentary, longitudinaly sectional elevation, taken on line 6-6 of Fig. 5.

Fig. 7 is a fragmentary, transverse, sec'- tional elevation of a modified form of valve.

My device comprises, in general, a stationary outer casing 10, having a head 11 at one end and a head 12 at the outer end thereof; a rotor 13 arranged 'to rotate within the casing; and a shaft 14, having the rotor 13 rigidly mounted thereon, and suitably journaled within the casing heads 11 and 12.

The casing 10 is provided with a plurality of pairs of radially arranged sliding

valves

15 and 16, 16 and 16a, 17 and 17a, and 18 and 18a. These valves are each preferably rectangular in cross-section, and the working face 19 of each is circular in form. Each of these valves extends preferably the full width of the casing, and each is mounted within a radial vslot 20. Secured to the cas- .the compression chambers.

Formed within the casinglO and arranged between each pair of sliding valves is a compression chamber 24. Each of these chambersis arranged concentric with the casing and is preferably a little wider at one end than at the other. They are each made to communicate with the interior of the casing at one end by means of a compression port 25 ,`an d at the other end by means 'of a comprpssion port 26. These

ports

25 and 26 are arranged next to the inner oppositely arranged faces'of each pair of sliding valyes. A spark plug 27 is provided for each one of The rotor 13 of my device is provided in its periphery with a. plurality of

suction chambers

28 and 30 and a pluralityl of

combustion chambers

29 and 31, thus forming

abutments

32, 34, 33 and 35 respectively. These suction chambers are arranged diametrically opposite each other, and the combustion chambers in a like manner. This rotor is rotatably arranged Within the casing 10 and is of such a diameter that its periphery is in close proximity to the inner wall of the casing, thus closing off the compression chambers, and inlet and exhaust chambers, to be hereinafter described.

36 and 37 are inlet chambers, formed in the periphery of the rotor, and arranged diametrically opposite each other. An inlet -port 38 is provided in the rotor for each of these inlet chambers; and each of them extends from the inlet chamber to which it is connected to the left hand face of the rotor, (as viewed in Fig. 2) where it terminates. These inlet ports communicate periodically with a series of `auxiliary inlet ports 39 arranged in the head 1'1. As these ports 39 are formed in the head `11, (which does not appear in Fig. 1) they are shown by dot and dash lines. There are as many auxiliary in let ports as thereare suction and combustion The cylinders 22l chambers, and-they are connected together by means of a manifold 40, arranged on the outside' of the head 11. An intake connec tion 41 is provided on this head and it is in communication with the manifold 40, whereby fuel from a suitable carbureter or vapor,- izer is conducted to the engine. The

inlet chambers

36 and 37 are each preferably V- shaped 4in form, so that they will be in communication with'the compression ports 25 l during a portion of the rotation of the rotor.

respectively. The inner end of each `of these exhaust chambers is in communication with an exhaust port l44, which extendsthrough the rotor and terminates lat the right. hand face thereof (as viewed in Fig. 6). Each of these exhaust ports communicate periodically with a series of elongat d auxiliary exhaust ports 45, arranged in the casing head 12. These auxiliary ports are shown in dotted lines in Figs. 1, and 3 to 5, and are connected with each other by means of a manifold 46, made preferably integral with the head 12. An exhaust connection- 47 is provided on the head 12, and is in communication with the manifold 46, whereby the exhaust gases are' conducted from the engine. The auxiliary exhaust ports 45 are arranged so that the exhaust ports 44, leading from the

exhaust chambers

42 or 43, are in communication therewith, from the timey that the exhaust chambers register with the compression ports 26 until they have passed the compression ports 25.

The shaft 14, which carries the rotor 13, is rotatably mounted preferably in antifriction bearings 48, carried by the heads 11 and 12. A dust cap 49 is arranged about the shaft and at the end of the bearings.k

Suitable packing 50 is provided within each of the heads and dust caps.

In the modification -shown in Fig. 7, a

, valve in the form of a roller 51 is shown instead of the rectangularly shaped valve of the other form of my device. Any suitable type of spring pressure means may be provided for these rollers, as for instance, the type shown and hereinbefore described. 52 is onexof the compression chambers and 53 is a port which connects the compression chamber with the interior of th'e casing.

For clearness of illustration, I haveshown :..eeogew the shaft 14 broken ofi' at each end, it being obvious that power may be taken 0H at one end, and that to the other end may be connected a timer of any suitable form for distributing the current to the spark plugs 27.

In the illustrated form of my invention there are two suction chambers and two combustion chambers, and, when my engine is in operation, there are eight impulses or explosions to every revolution of the rotor, one occurring in each of the two diametrically

opposite combustion chambers

29 and 31 simultaneously, when they are in register with the compression chambers 24.

I will now describe the cycle of operation,

reference `bei'ng'had particularly to Figs. 1,

and 3 to 5, inclusive: Referring first to Fig. 1, it will be`seen that the inlet chamber 37 is in register with the compression port 25. As the rotor is revolved in a counter-clockwise direction, the chamber 37 will continue to remain in register with the compression port 25, while the inlet port 38 (shown in Fig. 2) will be in register with the auxiliary inlet port 39 (shown in dot and dash line). During this part ofethe revolution of the rotor, the abutment 32 of the suction chamber 28 will be receding from the sliding valve 15a and causing,` a suqLion through the compression port 26 and compression chamber 24; A charge of fuel will,

38, inlet chamber 37, and into the compression port 25, compression chamber 24 and compression port 26. The supply of fuel to.,

therefore, be drawn in through ports 39,l

figure it will be seen thatthe circular part l .be diminished and, therefore, cause the gases to be compressed within the compression chamber 24and the

compression ports

25 and 26. When the tail end of the suction chamberv 28 has passed the valve 15, the Valve 15l will vcontact with the surfacev of the combustion chamber 29 and the parts will occupy the position shown in Fig. 4. When in "this position, the abutment 33 of the combuston chamber 29 will be in register with the compression port 26, and at this point, lthe timer of the engine will cause the spark plug 27 to ignite the charge and force the abutment 33 away from the valve 15a,

thereby propelling the rotor and allowing the gases to expand. When the rotor has revolved to the point Where the valve 15 will pass the boundary of the exhaust chamber 42, as shown in Fig. 5, the exhaust gases will start to escape therethrough; and, as the rotor continues to revolve, the burned gases will be forced from the combustion chamber 29 until the exhaust chamber 42 reaches the Valve 15 and is cut oil' thereby. When the rotor has passed this point in its revolution, the inlet chamber 36 will 4permit another charge to be drawn into the compression port and compression chamber 24,

whereupon the cycle of.opera'tion is repeated in this compression chamber.

While I have described the operation of the compression chamber between the pair of

valves

15 and 15, it will be understood that the same cycle of operation is occurring in the compression chamber 24, between the opposite pair of valves. The charges contained -within the compression chambers between the pairs of

valves

15 and 15a and 1-7 and 17 are exploded simultaneously. Likewise the charge contained within the compression chambers 24, arranged between the pairs of valves -16 and 16a and 18 and 18a are exploded simultaneously. The explosions in the two sets of diametrically vopposite pairs of compression chambers occur succession, so that eight impulsesare given to the rotor during each complete revolution thereof. r

As -hereinbefore stated, I have shown in the drawings arotor having but two suction and two combustion chambers, it being obl vious that any desired number of chambers may be formed, the number of pairs of sliding valves being increased accordingly. I have also shown but one form of spring pressure means for the slidingvalves and clearly, any well known form of such means may be employed. Furthermore, for clearness of illustration, I have 'not shown a water cooling jacket for the casing. Obviou'sly, these and other modifications may be made, and the casing may be provided with a water cooled jacket without departing from the spirit of my invention or the scope of the appended claims; and I do not, therefore, wish to be limited to the exact embodiment herein shown and described.

Having thus described my invention, what I claim is:

1. A rotary engine comprising a cylindrical casing and a cylindrical rotor, the casing being provided with a plurality of compression chambers, and a compression port connecting each end of each of such chambers with the interior of the casing, the rotor being` formed in its periphery with a plurality of' suction chambers-and with a plurality of combustion chambers, and a plurality vof radially reciprocating valves combustion chambers,

' combustion chambers,

being lprovided with a plurality of compression c ambers, and a compression port connecting each end of each of such chambers with-the interior of the casing, the rotor being formed in its periphery with a plurality of suction chambers and with a plurality of a plurality of radially reciprocating valves carried by the 'casing and engageable with the suction chambers and the combustion chambers and arranged adjacent to the compression ports, and means for keeping the valves in engagement with the periphery of the rotor.

'3. A rotary engine comprising a cylindrical casing and a cylindrical rotor, the casing being provided with a plurality of compression chambers, and a compression port connecting each end of each of such chambers with the interior of the casing, the rotor being formed in its periphery with inlet chambers arranged'to communicate 'with the compression ports and chambers of the casing, and a plurality of radially reciprocating valves carried by the casing and engageable with the periphery of the rotor.

A rotary engine comprising a cylindrical casing and a cylindrical rotor, the casing being provided with a plurality of compression chambers, and a compression port connectin each end of each of such chambers with tie interior of the casing, the rotor being formed in its periphery with a plurality of suction chambers and with a plurality of the rotor being also formed in its periphery with inlet chambers arranged to communicate with the compression ports and chambers of the casing, and a plurality offradially sliding valves carried by the casing and engagcable with the suction chambers and the combustion chambers. A5. Arotary engine comprising a casing and a rotor, the casing being provided with a plurality of compression chambers, and a compression port connecting each end of each of such chambers with the interior of Vthe casing, the rotor being provided in its the casing, the rotor being provided in its peits periphery with exhaust chambers arranged to communicate with the compression ports and chambers, and a plurality of sliding valves carried by the casing and engageable with the suction chambers and the combustion chambers.

7. A rotary engine comprising a casing and a` rotor, the casing being provided With a plurality of compression chambers, and a compression port connecting each end of each of such chambers With the interior of the casing, the rotor being provided in its periphery with inlet and exhaustchambers, arranged to communicate With the compression ports and chambers of the casing, and a plurality of sliding valves carried by the casing and engageable With the periphery of the rotor.

8. A rotary engine comprising a casing and a rotor, the casing being provided With a plurality oi'' compression chambers, and a compression port connecting each end of each of such chambers With the interior' of the casing, the rotor being provided in its periphery with inlet and exhaust chambers, arranged to communicate With the compression ports and chambers, an inlet 'port con` nected With each inlet 'chamber and extending to oney face of therotor, an exhaust port connected With each exhaust chamber and extending to the other face of the rotor, and a plurality of sliding valves carried by the casing and engageable With the periphery of the rotor.

9. A rotary engine comprising a casing, a rotor, and heads secured to the ends of the casing, the casing being provided With a plurality of'compression chambers, and a compression port connecting each end of each of such chambers With the interior of riphery With a plurality of suction chambers and With a plurality of combustion chambers, a plurality of slidin valves carried by the casing and engagea le With the suction chambers and the combustion chambers, one of the heads being provided With auxiliary inlet ports, and the other of said heads being provided with auxiliary exhaust ports, these auxiliary ports communicating respectively with the inlet and exhaust ports of the rotor.

10. A rotary engine comprising a casing, a rotor, and heads secured to the ends of the casing, the casing being provided With a plurality. of lcompression chambers7 and a compression port connecting each end of each of such chambers With the interior of the casing, the rotor being provided in its eriphery Witlra plurality of suction chainers and With a plurality' of combustion chambers, a plurality of sliding valves carried `by the casing and engageable With` the suction chambers and the combustion cham-- bers, one of the heads being provided with auxiliary inlet ports, and the-other of said heads being provided with auxiliary exhaust ports, these auxiliary ports communi- 4eating respectively With the inlet and exhaust ports of the rotor, and a manifold provided on each head and connecting the auxiliary ports of-that head.

11. A rotary engine comprising a casing and a rotor, the casing being provided With :4

a plurality of compression chambers, and a compression port connecting each end of each of such chambers With the interior .of the casing, the rotor being provided 1n its periphery with diametrically opposite inlet and 'exhaust chambers, arranged to communicate with the compression ports and chambers of the casing, and a plurality of slid-y ing valves carried by the casing and engageable With the periphery of the rotor.

12. A rotary engine comprising a cylindrical casing and a cylindrical rotor, the casing being provided with a plurality of compression chambers, and a compression port connecting eachy end of each of suchl compression port connecting eachend of each of such chambers with the interior of riphery With inlet chambers, on each side of each of ,Which is provided a combustion chamber and on the other sideof each of Which is provided a suction chamber, the` combustion chambers and suction chambers being formed in the periphery of the rotor, and an exhaust chamber formed in the periphery of the rotor and arranged tov open into each of the combustion chambers and into the periphery of the rotor.

In testimony whereof, I have hereunto signed my naine.

HERMAN A. WEIDENBACH.

the casing, the rotor being formed in its pe-