US1286900A

US1286900A - Rotary engine.

Info

Publication number: US1286900A
Application number: US22310518A
Authority: US
Inventors: Albert C Ashcraft
Original assignee: R H MORRELL; S C BAGEANT
Current assignee: R H MORRELL; S C BAGEANT
Priority date: 1918-03-18
Filing date: 1918-03-18
Publication date: 1918-12-10
Anticipated expiration: 1935-12-10

Description

A. C. ASHCRAFTr ROTARY ENGINE. APPLICATION FILED MAR-18' 1918.

Patented Dec. 10, 1918.

4 SHEETS-SHEET 1.

Will/1111111114 Ill/VENTOR maewaazazanyz Br A. c. ASHCRAFT.

ROTARY ENGINE.-

APPLICATION FILED MAR. 18. 1-918.

'4 SHEETS-SHEET 2..

} Patented Dec.10, 191s.

A. C. ASHCRAFT.

ROTARY ENGINE.

APPLICATION FILED MAR. 18. 1918.

Patented Dec. 10, 1918.

4 SHEETSSHEET 3- I A llVl/E/VTOR 562% 6? o%67"% By Arron/m A. C. ASHCRAFT.

ROTARY ENGINE.

APPLICATION FILED mm. 1a. 1918.

1,286,900. Patelited Dec. 10,1918.

g ATTORNEY- ALBERT C. ASHCRAFT, 0F COLIFAX, W'ASHINGTON, JASSIGNOR OF ONE-THIRD 'TO S. C. BAGEANT R. H. MORRELL, BOTH OF COLFAX, WASHINGTON.

ROTARY ENGINE.

asaeoo.

Specification of Letters Qatent.

Application filed. itlarch 18, 1918. Serial N0.223,105.

Y '0 alien-71,0212. it may concern:

Be it known that I, ALBERT C. ASHCRAFT, a citizen of the United States, residing at Colfax, in the county of Whitman and State of Washington, have invented new and useful Improvements in Rotary Engines, of

which the following is a specification.

This invention relates-to improvements in rotary engines, and While the specific form shown is designed as an explosion engine my invention is not limited to this type 0 engine as it will be understood that a mere engineering change of the inlet and exhaust ports, would render the structure equally advantageous as a steam engine.

In accordance with my invention, an en- 7 inc casing is provided havinga rotor chamg which is circular, and provided with er, one or more compression chambers in intersecting and communicating relation with the rotor chamber. One or more intake chambers, in intersecting relation with the rotor chambers, are provided, the number of intake chambers equaling the number of compression chambers. in the most improved construction, the compression and intake chambers are semi-cylindrical 'but are greater than a semi circle and theline of intersection is radially inwardly "from the axis, or greatest diameter of such chamber.

My invention includes an improved form of rotor which is concentrically mounted in the casing to rotate in said rotor chamber with a uniform annular space between the periphery of the rotor and the perimeter of the rotor chamber. 'My improved rotor'has one or more pistons which project radially in the motor chamber sufficiently to en a 6 their outer edgeswith the perimeter-o the rotor chamber, the sides of the pistons and the sides of the rotor-being also in engagement. a

.A novel feature of my invention consists in 'improved packing for the peripheral edges of the pistons and the sides thereof,

' extending radially inwardly "beyond the gas chamber formed by the -rotor in "the rotor chamber. In accordance with my im roved packing, the pressure seeking-escape eyond the packing serves 'to energize the latter to prevent such escape.

In each compression chamber rmy' inven-.

tion includes novel rotary valve means which co-act withthe compression chamber and the periphery of the rotor to act as an abutment arresting escape of the gases being compressed by an advancing piston, or likewise arresting escape of an ignited charge, so that on one side of each valve, an ignited charge will be imparting rotary thrustto one piston while on the other side of said valve, an advancing piston will .be compressing a charge. My novel valve means is constructed, in combination with the novel form of pistons, so that as a piston approaches the valve, the latter will ride up on the piston and pass into the compression chamber to pocket the charge therein so as not only to retain the-charge,but permit the piston to pass the valve. Duringthe interval ordistance which the piston travels across the compression chamber, my invention rovides for gas-tightengagement of the-piston edge with the compression valve, toprescrvethe independence of the gas chambers formed between adjacent pistons. After the charge compressing piston has passed the valve, and its compression chamer, and again engages'theperimeter ofthe rotor chambenthe compression valvevrides down along-the piston and into engagement with the periphery of the rotor to open-the compression chamber and permit of the ignited charge acting upon that -iston which just previously had compresse this same charge Thus each compression valve acts as a ack abutment for an exploded-charge and as a front abutment for the charge beinglicompressed. v l y invention also includes a novel form of intake valve which is preferably oscillatory, and which when in an open position. permits of an advancing-piston inducingan inflow charge behind it while an eithausting piston is scavenging the burnt gases. In other words,-my 1m rovedintakeyalve, acts as'an abutment in t erear of an advancing iston inducin an inflow of a chargeyand in front of a 'llow'ing piston efiecting dis charge of burnt gases.

In addition to the novel Etormo'f packing for the pistons, my improved compression and intake valves are also equipped with a like form of packingj-both formso'f packing being preferably metallic.

My invention has many other objects and features which will be more particularly described in connection with the accompanying drawings and which Wlll be more specifically pointed out in and by the appended claims.

In the drawings Figure 1, is a view in side elevation of the preferred form of my rotary engme designed for use as an explosion engine.

Fig. 2, is a view partly 1n elevatlon, and partly in section, ta en on line 2-2 of Fig. 1, and showing the intake abutment valves in an open position and they compression valves in an abutment position behind exploded charges and in front of charges being compressed. I L

Fig. 3, is a view similar to Fig. 2, with. the intake valves closed and the compresslon valves in a position to pocket the compressed charges in the compression chambers.

Fig. 4, is sectional elevation view on line 44 of Fig. 1, showing the disposition of the actuating cam for the compresslon valve when the latter is in the positlon shown in Fig. 2.

Fig. 5, is a view similar to Fig. 4, show ng the cam actuating means in the posltion which it would assume with the compresslon valves as shown in Fig. 3.

Fig. 6, is a view similar to Fig. 5, showing the cam actuating means as it is about to go over dead center and rotate thecompression valves into a position to open the compression chamberand release the compressed charge for ignition.

. Fig. 7, is a sectional view on line 7-7, of Fig. 1, showing the camactuatlng means for .the abutment intake valves in the position which it would assume when the valves are disposed as shown in Fig. 2.

' Fig. 8, is a view similar to Fig. 7, showing the actuating means in the position which it would assume to close the intake abutment valves, as shown in Fig. 3.

,Fig. 9," is a view'similar to Fig. 8, showing the actuating mechanism in the position --which it would assume when the abutment intake valves close down along the receding piston.

Fig. 10, is a longitudinal sectional view on line 10'-10 of Fig. 2, of one of the intake abutment valves detached from the engine.

Fig. 11, is a view in elevation of Fig. 16, looking in the direction of the arrow.

Fig. 12, is a sect'onal view on line 121'2 of Fig. 10.

Fi .13, is a sectional view on line 13-1 3 of Fig. 2, showing the peripheral construction of the rotor. A I

Like characters of reference designate similar parts throughout the difierent figures of the drawings.

As shown, and referring to the specific embodiment of my lnvention wherein it is designed to operate as an explosion engine,

the invention includes a generally cylindri cal casing 1, having

heads

2 and 3. The casing forms a cylindrical rotor chamber 1, and the side walls of said chamber are indicated at 5, and the peri heral wall at 6.

A rotor shaft is journaled in suitable hearings in the casin in concentric relation with respect to t e peripheral wall 6, and at this point attention is directed to the fact that the peripheral wall 6 is a cylindrical wall. Keyed or otherwise secured to the rotor shaft 7, is a rotor having a hub '8. Spokes 9 radiate from said hub and said spokes are shown inclined or canted transversely to their'longitudinal axes, and at an angle with respect to their direction of rotation, so that rotation of the spokes will act as a fan to generate currents of air as a cooling medium. Formed integral with the spokes 9, is a peripheral rim 10, suitably ribbed, as indicated at 11, and having lateral flanges 12. The lateral flanges 12 are in tight working engagement against the

heads

2 and 3 and the rim 10 is in concentric relation with respect to the periphery 6, of the casing 1. Thus there will be formed between the eriphery of the rotor and the peripheral wal 6, a rotor chamber.

Projecting from the rotor toward and into contact with the peripheral Wall 6, is a plurality of pistons, all of which are identical in construction and function, but which will for convenience be separately designated by

different numerals

13, 14, 15 and 16, to facilitate an understanding of the description of operation, which will later appear. The peripheral edges of the pistons are in gas-tight wi ing engagement with the wall 6, and the ateral sides are in gastlght engagement with the heads v2 and 3. A novel form of packing employedwill be later described. I

As will now appear from Fig. 2, the pistons separate the rotor chamber into a plurality of gas compartments, some of which will hold the compressed change, while others will be exhausting the burnt charges.

As I have shown four pistons, I provide two compression chambers and two intake chambers. The compression chambers,

which are identical in construction, are for convenience designated by separate numerothers will hold the ignited charge, and still als 17 and 18, and said chambers are formed by relatively large areas 19 and 20, and it will also be seen that the diametrical dimensions of these intersecting areas of the compression chambers with the rotor chamber,

are somewhat less than the maximum diameter of either compression chamber.

Interposed between the compression chambers, and at diametrically opposite points 'of the casing are provided intake chambers 21 and 22, both'being identical in formation. The intake chambers and the compression chambers are disposed equidistantly about the circumference of the engine casing and the intake chambers are intersected by the rotor chamber at points below their great I ing 1 is ported at 27 and 28, and suitable

flanged terminals

29 and 30 serve for connections with pipes leading from the source of supply of a carbureted mixture. In advancc of each intake chamber, with respect 2 to the rotation of the rotor, and closely adtransac take valve 38 is suitably hub jacent to each intake chamber, areexhaust ports 30 and 31, which open outwardly from the rotor chamber and connect'by ports 32' and 33 through

flanged terminals

34 and 35, for discharge of the exhaust or burnt gases. I will next refer to the intake valves, both of which are identical in structure and operation, but each of which is generally indicated by different reference numerals36 and 37. A- description of one valve will be sufficient, and reference will be made to Figs. 2, 10, 11 and 12.

In cross section, the intake valve is semi cylindrical, as indicated at 38, and is provided with an arcuatepiston edge abutment wall 39. The are of thiswallhas a center coincident with the axis of shaft 7, so that when the intake valve is in the position shown in Fig. 3, the edge of the piston 16 or 14 will be in gas-tight wiping engage-, ment with the arcuate abutment wall 39, until the piston is again in engagement with the periphery 6, of the casing) 1. The ined at 40, to receive'an actuating shaft 41, which will be mounted in suitablebearin'gs formed in' the

heads

2 and 3. Description of the means for actuating the valves will be later taken up. The diamet r of the intake valveg is such that when t 'e same is in the position Shawnee Fig. '2, a portion of its perip cry viiill be in'engageinent with the perip cry of the rotor between the pistons, sothat char '2), and it will'act as an abutment in fron of the burnt ases being exhausted.

Thecompi'ession a utment'valves are onmay desifinated 'at' 42 and 43, and 0th ain structure and. o eration, so thatfonlybne need be described in detail.

Valve 42 is substantially I-shaped in cross section and'is mounted-upon a compression tons into anoth'ei'in tervening ch hen "theyaleis' in this position, it will m'ore valve Shaft 44., A like shaft is is provided for valve 43. Both shafts will have suitable hearings in the

heads

2 and 3, and the actuating means therefor will be later described. It will be noticed that shaft-44 is centrally disposed as regards the extreme edges 46 and 47, so that pressure on either side of said abutment compression valve will be equally distributed over equal areas, therefore making the valve balance, as regards opposing pressures on each side and also on opposite sides thereof. 7 i

It will also be noted that the shaft portion of the valve is enlarged, as indicated at 48 and a9, convexly, and that these convex hubs or central portions merge into oppositely extending concavely curved portions 50, 51, 52 and 53. These concave portions are struck from a center coincident with the axis of shaft 7. Therefore, when the compressed charge in the outer portions of the compression chambers, these curved faces-will be engaged by the edges of the pistons as the latter pass across the face at the line of intersection of the compression chambers with-the rotor chamber.

Reference will next be made to a novel construction whereby the intake abutment valves, and also the compression abutment valves may ride up on certain faces of the pistons, and downwardly on other faces, in a manner 0 preservethe peripheral on ageinent ofthe valves with the rotor an pistons and prevent escape of he ases from one interi'r'ening chamber betweeg' two pistween the next two is tons.

First referring to piston, 13, the same is provided with a curved com ression or exhaust face 54', in eat of w ich the gases are propelled into compression or scaven ed or expressed from t rotor chamber, as he case maybe. The curve of face 54 is generated so that thee A the piston, as the atter advancestoward valve 42, the valve being acceleratedin its rotative movement in order to pravide for the edge 47 passing" into the compression h mbe 17 pe s t r se ache the, and 55, 0 wall 6. l hus one ortion of as i w ll be renting amr the, at "mine Piete n fsa fi n f radi the asllwnr e saihv d p t n into t in the" p the pis on 13' willjbe in wipin engagement with the cu r.ved face 53, a t e valve will be a it he Q liiQP s wn i re 3, until the piston Breaches the hub portiop or enlar ement .49. Afterthepiston has of. w 7 11 6. the valve wiilfloe sudden y itte'd to'brin'lg amber be- 18s a a ride up we at? nreiaai Whn as ar s v 2 osition shown 3, the edge of the curved face 52 into engagement with the edge of the piston 13, and such engagement will be malntained until the piston 13 reaches portion 56, of wall .6. Thereupon, the edge 46 will travel downwardly or radially inwardly along the rearwardly curved face 57, of piston 13. This movement of the valve releases the compressed charge for ignition against what I shall call the explosion face 57 of the piston 13. The edge 46 will continue to move downwardly until it reaches the periphery or rim of the rotor, whereupon the compression valve wili have made one complete revolution from the position shown in Fig. 2, to the position just described.

Attention will next be directed to the coaction between the intake valve and therotor.

In the position shown in Fig. 2, the intake valve 36, is adjusted so that a portion of its periphery is in peripheral engagement with the rotor and the arcuate abutment face is located inside'the intake chamber so as to open the intake 25 for passage of 1ment valve 36, forms a front abutment to prevent escape of the burnt gases past valve 36. As piston 16 ap roaches valve 36, the latter Wlll be turne at accelerated speed with the peripheral portion of the valve 36 riding up on the curved face of piston 16 until the 1parts reach the position shown in Fig. 3. ere the arcuate abutment of the intake valve will be presented to the piston 16, for the latter to pass across the'valve,

- and into engagement with the next following e wall 6. In this position of the section of t intake valve, as shown in Fig. 3, the intake is closed. Now, it will be seen that valve 36 has been turned in a clock-wise direction from the position shown in Fig; 2, to

the position shown in Fig. .3, to close the intake and permit the piston 16 topa'ss the valve. After the piston 16 has passed the valve, then the latter will be actuated in a contra-clockwise direction to open the intake 25, and it willassume the position shown in Fig. 2, behind the piston 16.x Thus the compression valves are rotarly valves, whereas the intake valves are oscil atory valves.

While the operation of the compression and intake valves, in combination with the rotor and its pistons, may be clear from the foregoing, this operation may be briefly re capitulated' as follows Referring to Fig. 2, it will 'be'seen that the pistons 13 and 15' are drawing induced 1,2ee,eoo-

charges through the inlets 25 and 26, respectively, the

intake valves

36 and 37 being open. The abutment compression valves 42 and 43 are shown in peripheral engagement with their respective compression chambers and also with the rotor, and the forward or compression faces ofv pistons 13 and 15 will be compressing a charge into the compression chambers 17 and 18, in advance thereof. Here, attention is directed to the fact that the pressure of the compressed charge on the left hand face, of abutment compression valve 42, will be equally distributed on both sides of shaft 44 so that this valve will be balanced under the pressure exerted against it. This feature greatly relieves the actuating means, of whatever nature I may employ. It also simplifies the mechanism and permits of a highly responsive action of the compression valves as a result of operation of their actuating means. Still referring to ejecting the burnt gases through exhaust outlets 31 and. 30, the intake valves being in peripheral engagement'with the rotor to act as abutments whereby the burnt gases are necessarily forced out through outlets 30 and 31. The rear faces of istons l4 and 16 are under the propulsive t rust of ignited charges on the ri ht hand face of compression valve 42 and on the left hand face of compression valve 43. Here again, attention is directed to the fact that the compression valve 42, forming an abutment behind the exploded charge acting on piston 14, receives just as much pressure above shaft 44 asbelow this shaft, and therefore the valve will be in an equilibrium of balance which will not in any way tend to force the valve out of position.

My invention is not concerned with any special means of ignition, and no means are shown, as I am aware that ignition is a matter of separate invention. However, attention is directed to the fact that as the pistons 13 and 15 pass to the right and to the left, respectively, of compression valves 42 and 43, as they are in the act of doing in Fig. 3, the compression valve edges 46 will ride down on the rearwardly curved faces of these pistons, and the valves will be accelthe latter recede from their respective compression valves. This nick opening of the compression chambers or instant discharge at full capaclty of the ignited charge, completely avoids any back pressure or waste of energy and localizes thefull force of the ignlted and exploded charge upon the piston. After the compression valves have reached 6 has four pistons. A quick actuating iniaeaeoo a position where they are in peripheral engagement with the rotor, between two adjacent pistons. as shown in Fig. 2, then the compression valves are held stationary until the next following piston advances, as in the case of piston 13 in Fig. 2, whereupon the com u'os im. valves will be accelerated in their movement toward their advancing pis' tons to close into their respective compression chambers and permit the pistons to pass, as has been previously described.

l will next describe the improved mechanism foractuating the compression abutment valve.

Referring to Fig. 1, 57 designates a cam which is provided with a hub-58, the latter being suitably fixed to the rotor shaft 7.

Spokes 58 radiate from said hub. 'Shaft 44, of compression valve 42, has a bearing in hub 59, and shaft 45 has a bearing in hub 60. On the outer end of shaft 44, a gear wheel 1 is mounted. On the outer end of shaft 45, gear wheel 62 is mounted. A gear wheel 63, having a hub 64 mounted on shaft 7, synchlonizes the movement of compression valve 43 with compression valve 42. I will now take up the specific mechanism for actuating compression valve 42.

A cam actuated arm, which is conveniently in the form of an elbow arm, is designated at 65 and is pivotally mounted at 66'to a fixed part of the engine casing. At the elbow of'said arm the same isprovided with a-roller 67 which projects into theclosed cam 57 for engagement with the various configurations of the channel cam path formed in cam 57. and generally designated at 68. At the remaining end of said arm 69, there is. pivoted a valve actuating pitman bar 70, the upper end of which is pivoted at 71 to gear wheel 61, ofi' center with respect thereto. Projecting from the lower end of said pitman bar is a lug 72 on the, opposite sides of which are-secured

springs

73 and 74. The

springs

73 and 74 co-act with lugs, which I am about to describe, for the pur: pose of moving the valve 42, the valve 43, over a dead center position as regards the connection of bar 70, at 71, with the gear wheel 61. On the up stroke, or over the upper dead center, the spring 73 is engaged'by a series of lugs 75, on the cam wheel, and placed under tension to throw the upper end of bar 7 to the right, over a dead center position. Spring 74, is engaged by lugs 76, on spokes 58, for throwing the bar 70 over a dead center position, below. or radially inwardly of the axis of shaft 44.

Referring to Fig. 4it will be seen that the cam 57. or rather the cam path 68 thereof. has concentric valve holding sections 77. There would necessarily befour of these sections by reason of the 'fact that the rotor and of course cline 78 actuates valve 42 to cause the latter to ride up piston face 54, under accelerated speed, in order to close the valve 42 into its compression chamber and permit the piston to pass. The cam path has a holding section 79, which is concentric, and which holds the valve 42 in the position shown in Fig. 3, while the piston 13 is passing across curved face 53, and until the piston 13 reaches the hub convex portion'49. It will be noted that one of the lugs is now approaching spring 73. As the roller 67 reaches the inchina 80, then the compression valve is shifted from the position shown in Fig. to dispose its curved face; 52 in wiping engagement with the edge of piston 13, and the pivotal connection of the bar 70 with wheel 61 has reached a point approximately that of upper dead center. Fig. 5 shows the roller 67 traveling upwardly on the actuating incline 80. At this point the lug 75 has engaged and tensioned spring 73 so that the latter will be imparting a. thrust on bar 70 to positively turn the pivot 71 over up per dead center. This position is indicated 1n Fig. 6, wherein the roller 67 has reached an apex section 81, in the cam path 68, where the spring has been tensioned so as to throw the bar 70 over an upper dead center. As the roller 67 passes over this apex section 81, and at which point the piston 13 has just reached engagement with section 56 of wall 6, then the roller 67 enters a sharp declivity section 82 which lowers the cam actuated arm, causing the pivotal connection 71 to move clockwise about and downwardly to the right of shaft 44. This sharp and sudden movement is efiective to cause the edge 46, of valve 42 to ride quickly down the rear face 57, of piston 13, and into peripheral engagement with the rotor,.whereupon the roller 67 will enter the concentric 'holding portion 77 and the valve 42 will be held in this osition, as shown in Fig. 2, until the rol or 67 reaches the next declivity section 78, of the cam path, whereupon the operation will be repeated. Thus all that has been shown in Fig. 4 will be quadrupled to make the entire cam path complete. When the arm moves down to a lowermost oint, and in order to get pivotal connection 1 beyond lower dead center. below shaft 44, then one of the lugs 76 will engage and tension spring 74 and positively throw the bar 70 to the left of shaft 44 and out. of a dead center osition;

It w1ll thus be seen that the jointed arm construction comprisin' arm 65 and bar 70, together with

springs

3 and 74, and lugs 75and 7 6, constitute broadly, cam actuated, rotary valve actuated mechanism with means for throwing the mechanism over dead center position, either radially outwardly or.

tilt

valves, 36 and 37, are oscillatory valves and I will now describe the means whereby the same are actuated.

A cam 83 havin hub 84 is fixed on engine shaft 7. Valve 3 is mounted upon shaft 85 and valve 36 is mounted on shaft 86. On the outside of each shaft is an arm similar to that shown at 87, and the arms are connected by a cross-bar 88 whereby actuation of shaft 86 will similarly actuate shaft 85. Arm 87 is provided with a sector of teeth 89, adapted to mesh with a sector of teeth 90, formed on one end of an oscillating arm 91. Arm 91 is pivoted to the casing of the engine, at 92, and has a roller 93, which projects into the cam path 94 of cam 83.

Referring to Fig. 9, it will be seen that the roller 93 is traversing a concentric holding section 95, of the cam path 94, and that in this osition, the

intake valves

36 and 37 will be m the position shown in Fig. 3, with their arcuate abutment faces presented against the edges of the pistons. As the pistons rotate in a clock-wise direction so that they pass the intake valve, which is 'substantially the position shown in Fig. 9, then the roller 93 will enter a sharp declivity 96 which will oscillate the

valves

36 and 37 in contra-clockwise and clockwise directions. respectively, from the positions shown' in Fig. 3 to the positions shown in Fig. 2. The

intake valves will be held in this position by the roller 93 traversing an inner holding section 97, of the cam path, until the next following iston approaches to the position shown in ig. 2. .Then the roller 93 will reach a sharp inclined section 98, as shown in Fig. 8, and this will oscillate the

valves

36 and 37 in' clock-wise and contra-clockwise directions with a view of bringing the arcuate abutment faces abreast of thepistone, as shown in Fig. 3. Fig. 7 shows the roller 93 just entering the inclined section 98. It will now be clear that these sharp

inclined sections

96 and 98 provide for the accelerated movement of the intake valves out from in front of approaching pistons, to ride upon the same, and pass into the intake chambers, and also to cause the valves to quickly reenter into peripheral engagement with the rotor after the pistons have passed the valves. It will be understood that, referring to Fig. 2, when iston 16 has passed the intake valve, it will haveclosed rearward egress of the charge being compressed, and the piston 15 will then be com mencing to egress the burnt gases.

I will next describe my improved packing-with special reference to Figs. 10, 11

and 12, as regards intake valve'37.

Opposite portions of the valve are longitudinally grooved, as indicated in Fig. 12,

at 99. Intermediate packing strips 100 are seated in said groove and are held therein for slight longitudinal movement by means I of this intermediate packing strip has a tongued terminal 103 which slidingly fits into a forked terminal 104: of an angle strip 105. The end of the angle strip 105, as indicated at 106, in Fig. 2, extends radially inwardly across the end face of the valve and is provided with a forked terminal 107. A shaft packing section 108 extends from the shaft toward the terminal 107 and is provided with a tongue 109 that slidingly .fits said forked terminal 107. An expansively acting spring 110 may be interposed at the tongue and the bight of the fork to normally expand the tongue and forked portion. owever, main reliance is upon the pressure itself entering the slightly. separated ends in its endeavor to escape, and exerting pressure, supplemental to the springs, to force the packing strips from each other and thereby tighten engagement of the packing strips against the walls of the portions with which they co -act to prevent leakage. The angle pieces may be held from too grct movement by the pins 111 fitting loosely through an aperture to provide slight play. a

The pistons are provided with identically the same type of packing, as indicated generally at 112, and which need not be described in detail. Likewise, the compression valves are provided with identically the same type of packing, as indicated generally at 113, and which need not be described in detail. The packing 112 extends transversely along the edge of each piston, and the packing 113 extends transversely along the edge of eachcompression valve, and therefore it will be seen that the istons always have gas-tight engagement with the rotor periphery 6, and with the compression valves, and the intake valves, whereas the intake and compression valves likewise have gas-tight packing contact with the rotor. Pins 114 hold the angle packing strip against too great outward movement.

I realize that a specific form of packing is a separate and distinct invention from an engine, and therefore the packing has been described sufiiciently for the same to be understood, and has only been briefly claimed in this application for the purpose. of providing a foundation for divisional application later to be filed.

I r'laim: I

1. In a rotary engine, a tersecting rotor and compression chambers, a rotor in said rotor chamber having a piston movable in one direction toward said moving said valvetoward the advancingcasing having in 7 portion in face along said advancing piston to piston to form an abutment for and forcethe compressed charge into sion chamber and let the piston pass, said means holding said valve in a position of rest to engage one face thereof with the edge of the piston during its travel passed said valve and then rotate said valve into engagement with from said chamber to open said chamber and release the compressed charge for action against said piston.

2. In a rotary englne, piston, aca'sing forming compression and rotor chambers, a valve in said compression chamber for co-action with said rotor and its piston, and means holding said valve 1n a position of rest while engaging said rotor when the advancing piston is compressing a charge into said compression chamber, said means moving said valve along said adsaid compresa rotor having a vending piston into said compression chamber at an accelerated speed with respect to the speed of said piston to trap the compressed charge in said compression chamher and permit saidpiston to pass said valve. I

3. In a rotary engine, piston, a casing forming rotor chambers, a valve in chamber having a rotor engaging portion for coaction with the periphery of said rotor and said piston, and means holding said valve in a position of rest with said portion engaging the periphery of the moving rotor while the advancing piston is compressing a charge into said compression chamber, said means m ving said valve into said compression chamber with said portion engaging said said compression chamber and permit the piston to pass said valve.

4. In a rotary engine, a casing having 'rotor and compression chambers, a rotor in said rotor chamber having a piston for compressing a charge into said compression chamber, a valve for said compression chamber havin a substantially flat rotor abutment engaging face portion,-and means driven by said rotor for imparting variable movement to said valve to maintain said abutting engagement with said rotor as the advancin piston compresses a charge into sai compression chamber and holding said portion in abutting face engagement with and up and trap the compressed charge in said compression chamber.

5. In a rotaryengine, a casing having rotor and compression chambers, arotor in a rotor having a compression and said compression said rotor chamber having apiston provided with a concavely curved face for compressmg a charge into said compression chamber, a valve for said compression chamberhavand means holding said mg ancdge portion, valve 111 a position of rest with said edge said piston as it recedes for wiping engagement of said piston to trap the compressed charge 1n tary valve in said "engagement along one portion in engagement with the rotating rotor while said piston is compressing a charge into said compression chamber and actuating said traveling along aid curved face of said piston and into said compression chamber to trap the compressed charge therein.

6. In a rotary engine, a casing having compression and rotor chambers, a rotor in said rotor chamber having a convexly curved portion and provided with a piston having a concavely curved face merging into said convexly curved rotor portion and adapted to compress a charge-into said compression.

valve with said edgeportion of said piston reaches said valve to advance said rotor and piston engaging portion along said piston face and into sald' compression cham er to permit said piston to pass said valve, and trap the compressed charge in said compression chamber. a

In a rotary engine, a casing having a rotor and a compression chamber, a rotor in said rotor chamber having a piston, a valve in said compression chamber havlng a piston engageable face, and actuating means for said Valve driven by said rotor for holding said valve in a position of rest piston along said face as said pression chamber.

8. In a rotary engine, a. casing having rotor and compression chambers, a rotor in said rotor chamber having a piston, a rocompression chamber havmg curved piston cngageable faces, and actuatin means holding said valve in a position 0 rest while said piston is in wiping ofsaid curved surfaces and then slightly and holding the same in rest while said piston is in ment with another curved valve.

9.- In a rotary engine, a casing having rotor and compression chambers, a rotor in said rotor chamber having a piston provided with a concavely curved explosion face, a

a position of wiping engagesurface of said valve for holding a compressed chargein said compression chamber, and actuating means operated by said rotor for suddenly moving sald valve at an accelerated. rate from .;s a ,d compression piston passes said comshifting said valve 10. In a rotary engine, a casing having rotor and compression chambers, a rotor in said rotor chamber having a piston provided with a concavely curved compression face, a

valve for trapping a charge compressed by said piston into said compression chamber, and actuating means operated by said rotor I for imparting accelerated movement to said an oscillatory abutment valve in said intake chamber, mechanism operated by said rotor for rotating said valve intoperipheral contact with said moving rotor and holding said valve in a positlon of rest to form an abutment for the in-coming charge and open intake to said rotor chamber, and said mechanism rotating said valve at an accelerated speed in engaging contact with the advancing piston to preserve abutment engagement and close intake to said rotor chamber.

12. In a rotary engine, a casing having intersecting rotor and intake chambers, a rotor in said rotor chamber having pistons, the pistons having concavely curved compression faces merging into the periphery of said rotor, a semi-cylindrical abutment valve in said intake chamber, and mechanism. driven by said rotor to engage the cylindrical face ther of with the periphery of said rotor to form a s abutment and open intake to said rotor a utment, and said mechanism oscillating said valve in another direction against the compression face of the advancing piston to preserve. the abutment and closeintake to said rotor chamber.

13. In a rotary engine, a casing having intersecting rotor and intake chambers, a rotor in said rotor chamber having a piston provided with a concavely curved compression facemerging into the eriphery of said rotor, a semi-cylindrical a utment valve in said intake chamber, and mechanism driven from said rotor for oscillating said valve to engage its cylindrical face with the periphery of the moving rotor to form a gas abutr'nentand open intake of gas to said rotor chamber, and said mechanism rotating said valve in one direction against'the curved face of said advancing piston to preserve the gas rotor chamber, said valve having an. arcuate face for engagement with theedge of the iston as the latter is passing said valve to further preserve the gas abutment;

'14. In a rotary en 'ne, a casing having intersecting rotor an intake chambers, a

rotor in said rotor chamber having a piston,

a rotary abutment valve said intake chamabutment and close intake to said intersecting rotor and intake chambers, a

rotor in sald rotor chamber having pistons,

' said rotor chamber having an exhaust outlet in advance of said intake chamber with respect to the direction of rotation of said rotor, an abutment valve in said chamber, and mechanism driven by said rotor for rotatmg said valve into peripheral contact With the moving rotor to open intake to said rotor chamber and form an abutment behind the charge inducing piston and in front of the gas exhausting piston, and said mechanism rotating sai valve in another direction to close intake and let the exhausting piston pass after the burnt gases have been discharged through said outlet, said valve having an. abutment face for engagement with the edgeof said exhausting piston to preventescape of the induced charge backwardly passed said valve.

16. In a rotary en e, a casing having intersecting rotor an intake chambers, a rotor 1n said rotor casing having pistons, said rotor chamber having an exhaust outlet m advance of said intake chamber with respect to the direction of rotation of said rotor, an abutment valve in said chamber, and mechanism driven by said rotor for moving-said valve intoengagement with the perlphery of the moving rotor to open intake to said rotor chamber and form an abutment behind the charge inducing piston and in front of the gas exhausting piston, and

said mechanism rotating said valve in. another direction to close intake and let the exhausting piston pass after the burnt gases have been discharged through said outlet.

. 17. In a rotary engine, a casing having a rotor chamber and intake and compression chambers intersecting said rotor chamber, a

' rotor in said rotor chamber, having pistons,

a rotary compression valve, co-acting with the compressionchamber and the rotor to form an abutment in front of an approaching piston for a charge being compressed and behind the receding piston to back up an exploded charge, and an intake valve coacting with said .comprewion chamber and the rotor to form an abutment in front of a burnt charge beigg exhausted and behind an incoming induc charge, and cam mechanism for imparting rotary movement to meaooo said compression valves and. oscillatory movement to said intake valve, substantially as described.

18. In a rotary engine, a casing having a rotor chamber and a compression chamber intersecting the rotor chamber, a rotor in said rotor chamber having plstons, a rotary compression valve co-actmg ,Wlth Saul chamher and the rotor and pistons, cam mechanism forintermittently actuating said rol0 tary valve, and means for throwing said rotary valve over dead center, suntially as m? In testimon that I claim the foregoing as my ownJ ereby afix my signature,

BERT C. ASHCRAFT.