US1320182A

US1320182A - Rotary internal-combustion engine.

Info

Publication number: US1320182A
Application number: US26233518A
Authority: US
Inventors: Scott V Smith; Charles H Parriott
Original assignee: Individual
Current assignee: Individual
Priority date: 1918-11-13
Filing date: 1918-11-13
Publication date: 1919-10-28
Anticipated expiration: 1936-10-28

Description

S. V. SMITH AND C. H. PARRIOTT. amm/INTERNAL comusnom ENGINE. APPLICATION FILED NOV. I3. |918. A1,320,182o Patented Oct. 28,1919.

3 SHEETS-SHEET I.

- @MMM @wilma/.wo

@UIMM m .Sl V. SMITH AND C. H. PARRIOTT.

ROTARY INTERNAL COMBUSTION ENGINE. APPLICATION FILED Nov. I3, ma.

1,320, l82 Patented Oct. 28, 1919.

3 SHEETS-SHEET 2.

5 I z ///lllllllllll "I Il Witwe/Joao @MMIII j S. V. SMITH AND C. H. PARRIOTT.

ROTARY INTERNAL COMBUSTION ENGINE. APPLICATION FILED Nov. 13. |918.

l 320, 1 82 I l Patented' Oct. 28, 1919.

3 SHEETS-SHEET 3- UNITED sTATEs PATENT orme.

SCOTT V. SMITH .AND CHARLES H. PARRIOTT, OF CHAUNCEY, ILLINOIS.

ROTARY INTERNAL-COMBUSTION ENGINE.

specification of Letters Patent.

Patented Oct. 28, 1919.

To all whom 'it may concern:

Be it known that we, SCOTT V. SMITH and- CHARLES H. PARnIoTT, citizens of the United States, residing at Chauncey, in the county of Lawrence and State of Illinois, have invented new and `usefu1 Improvements in Rotary Internal-Combustion Engines, 0f which the following is a specification.

This invention relates to rotary internal combustion engines, the object in view belng to provide an engine of the class referred to which is economical in the consumption of fuel,I powerful in operation and which embodies few parts, being therefore economical to manufacture and maintain in working condition.

By means of the construction hereinafter described, a long stroke is obtained, return strokes are eliminated, no fly wheel is required, an even torque is produced, and all the side thrust and wear eliminated.

With the above and other objects in view,

` the invention consists in the construction,

combination and arrangement of parts, as herein described, illustrated and claimed.

In the accompanying drawings Figure 1 is an elevation of the engine with the adjusting head or plate removed.

Fig. 2 is a vertical longitudinal section through the same.

Fig. 3 is an elevation taken from the opposite side of Fig. 1.

Fig. 4 is a fragmentary vertical section taken through the charging valve, and the adjacent portion of the compressing chamber.

Fig. 5 is a similar view taken through the charging valve and the combustion chamber.

Fl'xg. 6 is a perspective view of one of the vanes or pivoted abutments.

Fig. 7 is a fragmentary section througha plurality of casings showing the intake and exhaust manifolds.

Fig. 8 is a perspective view of a multiple port rotary valve used in conjunction with a plurality of rotors and casings.

Referring to the drawings, 1 designates the casingl of the engine which is generally cylindrical comprising the peripheral wall 2 and theside walls or

heads

3 and 4, the casing being supported at any suitable elevation by means of supporting feet 5 having ianged bases 6.

Extending centrally through and journaled in the heads of the casing 1 is a rotary engine shaft 8 having fast thereon a generally cylindrical rotor 9 formed with wed e shaped recesses or pockets 10 in the peripery thereof, saidv pockets being adapted to receive and wholly contain oppositely arranged pivoted vanes or abutments A and B, two of such vanes or abutments being shown.

Each ofthe vanes or abutments A and B have a hinge knuckle 10 which is journaled in a socket 11 of corresponding shape in the rotor whereby said vane or abutment is adapted to swing outwardly and inwardly in relation to the periphery of the rotor and the inner peripheral wall of the casing. Each vane or abutment is provided with a reinforcing web 12 at one or both sides of which is arranged a spring 13 interposed between a wall of said abutment or vane and the inner wall of the pocket or recess in which said vane operates, said spring serving to press the respective vane outwardly and hold the same in fluid tight working' contact with the wall of the casing.

Within the casing 1 is a stationary abutment 14 against which the periphery of the rotor works with a ground joint. Extending transversely through the casing and through said stationary abutment 14 is an exhaust chamber 15 which communicates by means of a port-16 inthe bottom thereof with the lower-portion of the casing 1, underneath the rotor, the latter forming an explosion or combustion chamber 18 while the corresponding chamber 19 vabove the rotor constitutes the suction and compression chamber. Above the exhaust chamber is an intake chamber 20 which communicates by means of a port 21 with the suction and compression chamber 19 and which alsoI communicates with an explosive fluid inlet connection 22 to which a carbureter is adapted to be attached. At the opposite side of the casing and within the same, is a rotary valve chamber 23 containing a tubular rotary valve 24 to which, and exteriorly of the casing, is fastened a gear 25 Ldriven at. twice the speed of another larger gear 26 fast on the engine shaft. A port 27 leads fromthe farther end of the suction and compression chamber into the rotary valve casing and another port 28 leads from said casing into the initial end of the combustion chamber. The rotary valveis provided with a single port 29 to admit the cornpressed mixture toward the interior of said valve, and to release said compressed mixture from the valve into the combustion chamber 18. 30 designates a bevel gear fast on the engine shaft for operating the spark timing mechanism not shown, the compressed charge in the rotary charging valve being ignited by a plug 31 or the like inserted through the adjacent head or plate of the motor directly into said rotary valve, the spark occurring just after one of the vanes or pivoted abutments A and B passes by the stationary abutment adjacent to said rotary valve.

In viewy ofk the foregoing description, taken in connection with the accompanying drawings, the operation ofthe engine will now be understood. Starting with the vane or pivoted abutment A in the position shown in Fig. 2, after it has just moved outwardly from its housed position in the rotor, as said vane A moves to the left along the suotion and compressing chamber 19, it sucks a charge of mixture into the chamber 19 from the intake chamber and the carbureter connected therewith. i/Vhen said vane A reaches the stationary abutment at the .farther end of `the suction and compressing chamber, it uncovers the port leading to the rotary charging valve. The other vane B following in the Wake of the vane .A, after passing the intake port, compresses mixture trapped in the suction and compressing chamber and forces the mixture underV compression through the port at the farther end of the chamber 19 into the rotary charg- -close the inlet port. The vane B in moving further uncovers said inlet port in order that the next compressed charge may likewise be forced into rotary charging valve after the charge therein has been released. In the further movement of the vane B, the latter passes the outlet port from the rotary -charging valve, the port of said valve having just registered with said outlet port gine, the combination of a stationary suband releases compressed air in the inner end of the combustion chamber 18 behind said.

vane B. Just at this moment, the charge is ignited by the plug and expanding within the rotor valve and through the outlet port thereof and within the combustion chamber, drives the rotor around. In the meantime, the vane A has been forcing mixture under pressure into the rotary charging valve and the operation just described with reference to the vane B is repeated with respect `to the vane A. There are thus two explosions or impulses for each revolution of the rotor. The vanes or pivoted abutments A and B act to force the burned gases from the chamber 18 through the ports -at the farther end thereof and at the exhaust chamber and thence laterally outward to the atmosphere, exhausting at atmospheric pressure.

Only one unit has been described herein plurality of ports, one for each unit casing.

and said orts may be arranged at such a number o degrees apart as to deliver the compressed mixture first to one rotor cas.- ing, and then to an adjoining rotor casing and so on throughout the series of units.

1. In a rotary internal combustion engine, the combination of a stationary substantially cylindrical casing having oppositely arranged fixed abutments, a centrally arranged engine shaft, a rotor fast on said shaft and carrying oppositely arranged piv otally mounted vanes, the rotor being formed with recesses into and out of which said vanes are movable, yieldable means for pressing said vanes outwardly in working contact with the inner periphery of the casing, one of said stationary abutments being formed with a charging inlet chamber having a port communicating directly with the interior of the rotor casing and also having y, anexhaust chamber with a port leading diing valve, the latter turning suiliciently to rectly into said rotor casing, the oppositeV stationary abutment containing a valve chamber having an inlet port and an outlet port both communicating directly with the interior of the rotor casing, and a tubular rotary charging valve working in said valve chamber and having a` port communicating successively with the said inlet and outlet ports of said valve casing.

2. In a rotary internal combustion enpressing said vanes outwardly in working f contact with the inner periphery of the casing, one of said stationary abutments being formed with a charging inlet chamber having a port communicating directly with the interior of the rotor casing, and also having an exhaust chamber with a port leading directly into said rotor casing, the opposite stationary abutment containing a valve chamber having aninlet port and an outlet port both communicating directly with the interior of the rotor casing, and a tubular` rotary charging valve Working in said valve chamber and having a'port communicating successively with the said inlet and outlet portsof said valve casingz each ofsaid vanes 'operating along one portion of its travel to draw in a fresh charge of explosive fluid and also to vcompress a charge of such iuid and force the same 1n said rotary charging valve and operating during another portion of its travel to `:force the burned gases into said Y exhaust chamber While being acted upon by the expanding mixture behind it.

3. In a rotary internal combustion engine,l the combination of a stationary substantially cylindrical Y casing having oppositely arranged ixed abutments, a centrally arranged engine shaft, a rotor fast on said shaft and carrying oppositely arranged pivotally mounted vanes, the rotor being formed with recesses into and out of which said vanes are movable, yieldable means for pressing said vanes voutwardly in working contact with the inner periphery of the casing one tures.

of said stationary abutments being formed with a charging inlet chamber having a port communicating directly with the interior of the rotor casing and also having an exhaust chamber with a port leading directly into said rotor casing, the opposite stationary abutment contalning a valve chamber having an inlet port and an'outlet port both communicating directly with the interior of the rotor casing, a tubular rotary charging valve working in said valve chamber and having a port communicating successively with the said inlet and outlet ports of said valve casing, and means interposed between said rotary charging valve and the engine shaft'for rotating said valve at twice the speed of the engine shaft.

In testimony whereof we aix our signascorr v. SMITH.

CHARLES H. PARRIoT'r.