US1825791A

US1825791A - Rotary internal combustion engine

Info

Publication number: US1825791A
Application number: US147005A
Authority: US
Inventors: John I Haynes
Original assignee: Individual
Current assignee: Individual
Priority date: 1926-11-08
Filing date: 1926-11-08
Publication date: 1931-10-06
Anticipated expiration: 1948-10-06

Description

Oct. 6, 1931. 4 J. I. HAYNES 1,825,791

ROTARY INTERNAL COMBUSTION ENGINE Filed Nov. 8, 1926 5 Sheets-Sheet 2 lA/VENTO T/OAHJ /7 cz r785 @fTQEA/Eys Filed Nov. 8, 1926 5 Sheets-Sheet 3 l/VVENTOE Lfo/vn .Z: #4 06.5. I

HT TOE/VET V5 Oct. 6, 1931.

J. I HAYNES ROTARY INTERNAL COMBUSTION ENGINE Filed 1926 5 Sheets-Sheet 4 I N VEN TOE Oct. 6, J. HAYNES ROTARY INTERNAL COMBUSTION ENGINE Filed Nov. 8, 1926 5 Sheets-Sheet 5 Mi M 4 3 i I; (a 3 5030:; //)\\\\'II1, 30C

olig'" (11299 0 9-10" INVENTOE Jo/m Z: #2? mes.

HTTOEWE Y5 i a'tented @ch 5 51%31 JOHN E. HAYEE$ E ST. LOUIS, MISSGURI ROTARY HYKEREAL GlQlrZE'fiSTION WGINE Application filed Hovemhcr 8, 1928. Serial 1%. 147,005.

Thisinizention relates to rotary internal move the abutment member into and out of combustion engines of the turbine type, and the rotor raceway, the compressed charge of has for its main ob'ect to provide a compact, fuel that is introduced into the combustion lightweight and highly efficient engine in chamber being exploded or fired by a spark Which a medium under pressure, preferably plug or other suitable ignition device. If 55 compressedair, is used to force a compressed desired, the engine can comprise a plurality charge of fuel into the combustionehamof rotors, each of which has associated with ber of the engine, without lowering the presthe same, units of the kind above described. sure of said charge, the charge being subse- The rotor or rotors are preferably mounted to quenfly fi d so as t i t a power i ulse directly on the drive shaft of the engine and to the rotor. the engine can be constructed so that each- Another object is to provide a turbine inrotor Wlll receive either one or a plurality of t -n 1 b ti i hi mj ddition impulses at each complete cycle of the drive to having provision for absolutely insuring Shaft R y es are preferably used for 15 the introduction of compressed charges of govermng the admission and exhaust of the fuel into the combustion chamber, is so 0011- combustible charge of fuel to and from the structed that the rotor raceway will be g compressor 1n which said charge is com-7 thoroughly scavenged after each explosion pressed, for governing the admission of the and the walls of said raceway will be main- P P 'B B harge of fuel into the combus- 20 tained at the proper temperature, tion chamber, andfor controlling the com- And still another object of my invention pressed air or the like that is used to operate is to rovid a t bi i t l o bu tion the abutment member. In the preferred form engine in which the abutment member that Of my lllventlon herem Illustrated the is introduced into the rotor raceway to form PIBSSOYS that are used to mpress the gaseous 25 n ll f th b ti h b i charge of fuel and to compress the air or b d b compressed i or any th itother expa-nsible medium that is used to able expansible medium under pressure, and operate the abutment member and t0 fOICG the is associated with a mechanism that insures f l n th Combustion hamber are of the said abutment member remaining in a fixed P mg type, an he p1stons of said 30 position when the fuel is being introduced and P e connected 9 a Crank Shaft fired and also insures said abutment memic i ri t the d ive shaft of the her operating in synchronism with the pisg A ha gmg cylmder, equlpped WIth ton portion on the rotor. Other objects and fi a mg p 1s used o r lvlng the desirable features of my invention will be i u harge of fuel that Is compressed 1n 35 hereinafter pointed out. t

To this end I have devised an internal inder is provided with a valve that is used combustion engine of the turbine type that to admit and exhaust compressed a r or the comprises a rotor rotatably mounted in a like to and from said charg ng cylinder, so raceway, two compressing devices, one of as to cause the piston therem to positively which is used to compress a gaseous charge force the compressed charge of r'uel into the of o bu tibl f l upplied by a carburetor combustion chamber when the fuel inlet valve and the other to compress an expansihle me- 1s open. In order that theabutment member dium such as air, an abutment member ar- Wlll be held in a fixed or rigid position when ranged so that it will move into and out of the charge of fuel is hem introduced into jection or piston portion on the rotor to employed to hold the abutment member form opposed walls of a combustion chamagainst movement when saidabutment memher, and means for utilizing said compressed her is performing the function for which it expansihle medium to force the combustible is designed, and 1n order to insure said abute gas compressor, and said charging cyl 35 the rotor raceway to co-operate with a prothe combustion chamber an fired, a device is I charge into the combustion chamber and to ment member operating in synchronism with the piston portion or portions on the rotor, a mechanically-operated locking means is combined with said holding device so as to accurately govern the time of operation of the abutment member. While I prefer to construct the en 'ne in the manner above described, I wish it to be understood that my broad idea contemplates the use of any suitable means for compressing the combustible charge of fuel that is used to operate the engine, and also the use of any suitable means for compressing air, or producing an expansible medium under pressure, that is used to actuate the abutment member and to force the combustible charge of fuel into the combustion chamber.

Figure 1 of the drawings is a vertical transverse sectional view of my improved enne. Figure 2 is a vertical longitudinal sectional view, taken through the rotor and through the two compressors and charging cylinder which are arranged at one side of the longitudinal axis of the engine.

Figure3 is front elevational view of the engine on a reduced scale.

igure 3 is a top plan view of the engine,

on a reduced scale.

Figure 4 is a rear elevational view of the engine. Figure 4 is a detail view illustrat-- ing the locking device J in a different position from that shown in Figure 4.

Figure 5 is a sectional view of the actuating cylinder for the abutment member and the valve that is associated with said cylinder for controllingthe flow of the compressed air used to operate the abutment member.

Figure 6 is also a sectional view of said actuating cylinder, taken at approximately right angles to Figure 5, and showing the controlling valve of said cylinder in elevation. Figure 6' is a sectional view, taken on lines 6a,6a of Figure 6.

Figure 7 is a detailsectional view, illustrating the construction of the controlling valve that is associated with the actuating cylinder of the abutment member.

Figures 8, 9 and 10 are sectional views, illustrating the valves that are associated with the gas cylinder, with the charging cylinder and with the compressed air cylinder; and

Figures 11 and 12 are sectional views, taken on the lines 1111 and 12-12, respectively, of Figure 1.

Referring to the drawings which illustrate an engine constructed in accordance with my invention and equipped with a single ro tor and co-operating units, A designates the drive shaft of the engine which has a rotor B rigidly connected to same, said rotor being rotatably mounted in a raceway 1 provided with a c lindrical outer wall 2 arranged in concentric relation with the drive shaft A and rovided with parallel side walls 3 that emrace the side faces of the rim 4 of the rotor.

The casing C in which the rotor raceway is immaterial how the housing of the engine is constructed, but I prefer to connect shaft housings u to the casing C and provide said shaft housings with bearings w for the drive shaft A. The outer peripheral surface of the rim 4 of the rotor is spaced away from the cylindrical outer wall 2 of the rotor raceway, and said rim is provided with one or more projections or piston portions 5 whose outer ends terminate at the outer wall of the rotor raceway. Said piston portions are of the same width as the rotor raceway 1, and some suitable means is provided for forming gastight joints between the side faces of said piston portions and the side walls 3 of the rotor raceway, and between the ends of said piston portions and the cylindrical outer wall 2 of the rotor raceway, the means herein illustrated for this purpose consisting of elements 6 in the sides and ends of the piston portions 5 that are held pressed tightly against the walls of the rotor raceway either by centrifugal force or the inherent resiliency of said elements or of springs which act on the same. Packing devices 7, shown in Figure 2, are also provided for maintaining gastight joints between the side wall members of the rotor casing and the side faces of the rim portion 4 of the rotor, the packing devices 7 being herein illustrated as rings which are arranged in annular grooves in the side members of the rotor casing.

At the upper side of the rotor raceway is an opening in which a movable abutment member D is mounted, as shown in Figure 1. Said abutment member is of rectangular shape in cross section and it is reciprocatingly mounted in a guideway 8 that projects upwardly from the rotor casing, preferably at a. slight angle to a radial line passing from the center of the drive shaft. The abutment member D is of the same width as the rotor raceway and the lower end portion of said member is so formed that when it is in its operative osition, or depressed position, as shown in igure 1, it will form one wall of a combustion chamber whose opposed wall is formed by one of the piston portions 5 on the rim of the rotor. Packing devices 9 of any preferred type or kind are mounted on the abutment member D, so as to form gas-tight joints between the lower end of said member and the peripheral surface of the rim 4 of the rotor, between said member and the side walls of the rotor raceway l, and between said member and the walls of the guideway 8 in which said member slides. The rotor 13 revolves in the direction indicated by the arrow in Figure l, and the abutweaver 3 merit member l) is so timed with reference to the operation of the rotor, that said abutment member will move downwardly into the rotor raceway each time one of the piston portions 5 on the rotor moves forwardly across the opening in the top side of the rotor raceway in which the abutment member D moves. After reaching this lower position the abutment member remains at rest momentarily and during this interval a compressed charge of combustible fuel is forced into the rotor raceway through a' fuel inlet port and subsequently fired or exploded by a'spark plug or other suitable ignition device ll. thereby imparting a power impulse to'the rotor, due, of course, to the fact that the expanding gases, resultingfrom the explosion, exert pressure on the piston portion 5 ot' the rotor in a, direction tending to move itjtorwardly away from the opposed abutment member D. In order that the piston portions of the rotor will travel across the opening at the top side of the rotor raceway in which the abutment member slides,

- without subjecting the packing elements 6 when they start to travel across the opening at the top side of the rotor raceway, no harm will be done, for said packing elements will strike against the inclined portion of the outer wall of the raceway at the rear edge of said opening. After the expansive force of the exploded charge has been dissipated or practically dissipated. the abutment member D moved upwardly out of the rotor raceway i. so as to permit the next or succeeding piston portion 5 on the rotor to move forwardly into operative position and immediately after said succeeding piston portion moves forwardly past the lower end of the guideway S, thealmtmcnt member D is again moved downwardly into operative position before the next charge of fuel is forced into the combustion chamber and fired.

The two compressors previously referred to that are used for compressing the gaseous charge of fuel and for compressing air that is used to force the compressed charge of fuel into the combustion chamber and to opv crate the abutment member l), are herein illustrated as consisting of a gas compressor E and an air compressor F arranged above the rotor casing and each comprising a cylinder provided with a recibrocating piston. Said cylinders are arranged one behind the other at the left hand side of the engine, looking at Figure l, and a charging cylinder ii is interposed between said gas cylinder and air cylinder, as shown in Figure 2, said charging cylinder: being provided with a floating piston 12. An actuating cylinder H is arranged at the other side of the engine directly. opposite the charging cylinder G, and said actuating cylinder is provided with a piston 13 that is rigidly connected to the abutment member 1), as shown in Figure l, by a. rigid piston rod 13- which projects downwardly through the lower end wall 13 of the cylinder H. in the engine herein shown the three cylinders E, F and G at one side of the engine are arranged at a. slight angle to the vertical, and the actuating cylinder H at the other side of the engine is also. arranged at a slightangle to the vertical, but oppositelyinclined with relation to the cylinders E, F and G, and while I prefer to construct the engine inthis manner, on account of compactness and symmetry of design, this particular arrangement of the cylinders is not essential. The piston 14 of the gas cylinder E and the piston 15 of the air cylinder 1 are joined by suitable connecting rods to

crank arms

14 and 15, respectively, on a crank shaft 16 that extends longitudinally of the engine parallel to the drive shaft A, and some suitable means is provided for driving said crank shaft from the drive shaft A, such, for example, as a chain 17 that travels over a sprocket wheel 18 on the drive shaft and over a sprocket wheel 19 on the crank shaft 16. in the engine herein shown the crank shaft 18 makes three complete revolutions to each complete revolution of the drive shaft.

As previously stated, a device is used to hold the abutmentmember 1) rigid or in a fixed position during the operation of introducing the compressed charge of fuel into the combustion chamber and tiring said charge. Various means may be used for this purpose, but in the form of my invention herein illustrated-said device consists of a crank shaft 20 at the lower end of the actuating cylinder H arranged in parallel relation to the crank shaft 16 at the opposite side of the engine and provided with a crank arm 21 that is joined by a connecting rod 21 to a wrist pin 22 on the abutment member l), as shown in Figure 1. When the abutment member D is in its depressed or operative position and in its retracted or elevated position, the crank arm 21 of the crank shaft 20 is on dead center,

thereby preventing the abutment member from moving until the crank arm 21 is first thrown off dead center. Although the crank arm 21 is directly connected by the connecting rod 21 with the actuating member D, said crank arm is not used to move the abutment member D into and out of its operative position. On the contrary, the movement of said abutment member into and out of the rotor raceway is effected by admitting compressed air alternately to the opposite ends of the actuating cylinder H, and the crank arm 21 is used merely to momentarily hold the abutment member at rest when said abutment member is at the end of its downward stroke and at the end of its u ward stroke. Before the abutment member can move downwardly into the rotor raceway and before said abutment member can move upwardly out of said raceway, it is necessary to turn the crank shaft so as to trip the holding device or crank arm 21 and move it 011' its dead center position. trated this is effected by means of compressed air that acts on a member I secured to the crank shaft 20 and arranged in a passageway 23 to which compressed air is admitted, as shown in Figure 6, and in broken lines in Figure 4 the crank shaft 20 extending transversely of the abutment member D and said abutment member being provided in its four sides with slots, as shown in Figure 1, so as to form a clearance for the crank shaft 20 and for the rotating crank arm 21. The member I just referred to is provided with two blades arranged 180 apart, as shown in dotted lines in Figure 4, and the inner end or lower end of the passageway 23 is open, as shown in Figure 6. Each time compressed air is caused to flow through the passageway 23, the crank shaft 20 will make a half revolution and then come to rest, as hereinafter described, due to the fact that said shaft is not provided with a fly wheel or equivalent means tending to move it past its dead center position. As shown in Figures 4 and 6, the portion of the passageway 23 in which the member I is located is provided with a swinging flap 23. so as to cause the air to act on only one of the blades of the member I and then escape through an outlet 23", said. swinging flap being held against movement in one direction by a stop 23. The valve that is used to admit compressed air to the passageway 23 is so timed that a blast of compressed air will rush through said passageway in the direction indicated by the arrow in Figure 6, each time air is admitted to the actuating cylinder H to operate the piston in same which is connected to the abutment member D, but I do not rely upon said valve to govern the timing of the crank arm 21 that is used to hold the abutment member D at rest when said abutment member is in its operative position and inoperative position. On the contrary, I equip the engine with a mechanically-operated locking mechanism, comprising a rockable locking device J, shown in Figure 4, that co-operates with two

arms

24 and 24 on the crank shaft 20, and a disk 25 on the crank shaft 16 arranged so that the cylindrical periphery of said disk normally engages the locking device J and prevents it from In the engine herein illus-.

moving out of the path of the

arms

24 and 24" on the crank shaft 20, said disk 25 rotating in anti-clockwise direction. The disk 25 is provided in its periphery with two notches 26 and 27 and said disk is so timed that the notch 27 will be brought into registration with the end of the locking device J at the completion of the ex ansion of the gases in the combustion chamber, as shown in Figure 4", whereupon the locking device J will swing in a direction to permit the arm24 or 24 which is then arranged in operative relationship with the locking device J to move past said device, due to the pressure of the air in the duct 23 that is exerted on the member I connected to the crank shaft 20, and consequently, permitting the abutment member to move out of the rotor raceway, due to the pressure of the air that is exerted on the piston in the actuating cylinder H. iVhile the end of the locking device J is positioned in the notch 27, said locking device is held against movement in a direction to release the

other arm

24 or 24 which moved into engagement with the locking device J but as soon as the other notch 26 in the disk 25 comes into registration with the end of said locking device, said locking device will move in a direction to release the crank shaft 20 and permit the abutment member D to move downwardly into operative position. in the rotor raceway. During the remainder of the cycle of operations of the disk 25 the end of the locking device J travels on the unnotched portion of the periphery of said disk, and thus eliminates the possibility of the holding device 21 of the abutment member being tripped improperly.

z'The gas compressor or gas cylinder E is provided. at its upper end with a rotary valve 28 arranged transversely of the cylinder and equipped with a port 28 constructed in the form of av wide open-ended slot that is adapted to register with an inlet duct 28 in the head of the cylinder, in one position of said valve, and register with an outlet duct 28 in the head of the cylinder in the other position of said valve, the inlet duct 28 communicating with a suitable carbureting device (not shown) and the outlet duct 28 com municating with a circulating duct 29 in the head and side wallof the ci 'linder that leads to the lower end of the charging cylinder G, as shown in Figure 2. The charging cylinder G is also provided at its upper end with a rotary valve 30 of similar construction provided with a port 30, which, in one position of said valve, registers with an inlet duct 30 in the head of the cylinder that comunicates with a circulating duct 31 leading from the air compressor cylinder F, and which, in the other position of said valve, registers with an outlet duct 30 that leads to a compressed air storage reservoir K located inthe V- shaped space between the charging cylinder G and the actuating cylinder H of the abut- 7 meat device D, as shown in Figure 1. The

air compressor cylinder F is also provided at its upper end with a rotary valve 32 equipped with a port 32 that registers with an air inlet duct 32 when said valve is inone position, and registers with an outlet duct 32 leading to'the circulating duct 31 in the head of the cylinder in the other position of said valve. As shown in Figure 2, the

valves

28, 30 and 32 are connected to a valve shaft 33 which is preferably driven by a chain 34 that travels over a sprocket wheel 35 on said valve shaft.

When the engine is in operation the downward stroke of the piston of the gas compressor E causes a combustible charge of air and gas to be drawn into the upper end of the cylinder of said compressor from a suitable carbureting device, as indicated by the arrow in Figure 8, and the upward stroke of said piston causes said charge to be compressed, the valve 28 being so timed that the port 28 in same willregister with the outlet duct 28 at the completion of the compressing operation, and thus permit the compressed charge of fuel to flow through the c'rculating duct 29 into the lower end of the charging cylinder G andlmove'the piston 12 in said charging cylindeniipwardly. While the charge of fuel is beingcompressed in the cylinder E, a charge of air is drawn into the cylinder Ti during the downward stroke of the piston in said cylinder F, and on the succeeding upward stroke of said piston said charge of air is compressed and thereafter forced into the upper end of the charging cylinder G through the circulating duct 31 the inrush of the charge of compressed air into the upper end of the charging cylinder'causing the piston 12 in said cylinderito' move downwardly and force the compressed chargeof fuel out-of the lower end of the charglng cylinder through a duct 10* that leads to the gas inlet port 10 previously mentioned that.

lowted in the outer wall of the rotor race way i. The gas inlet port 10 is controlled by a rotary valve 36,- which is proylded with a single port 36 as shown in F1 ure 1, said valve 36 being connected to a va ve shaft 37 that is provided with a 'sprocket wheel 38 which the valve operating chain 34 travels, as shown in Figure 4. The actuating cylinder H of the abutment member 3 is alsoprovided at its upper end with a rotary valve 33 that is connected to a valve shaft 40 provided with a. sprocket wheel 4-1 over which valve operating chain 34 travels. The

3 i being provided with a tie controlling valves preis provided with four iy "the reference characters i rated in Figures l 42 in the valve :1 said valve in operation compressed air will enter the upper end of the actuating cylinder H from the storage tank K and compressed air will pass from the lower end of said cylinder H into the duct 23 in which the member I on the crank shaft is located, thereby causing the. crankarm 21 to be tripped and also causing the abutment member D to move downwardlyinto the rotor raceway. As said valve 39' continues to revolve the

ports

42 and 42 come into service and cause air to enter the lower end of the cylinder H from the air storage tank K and air to escape from the upper end of said cylinder into the duct 23, as indicated by the arrows in Figure 6, thereby 3 causing the abutment member to move upwardly out of the rotor raceway. c The three valve shafts 33, 37 and operate in unison at one-half the speed of the crank shaft 16, which is herein illustrated as being provided with a pinion 43 that meshes with a gear 44 secured to the valveshaft 37, as shown in brdken lines in Figure 4, thereby causing the valve shafts to be driven by the crank shaft 1 I 91 In order to maintain the walls of the rotor raceway at the proper temperature, and insure a thorough scavenging of the burnt gases from said raceway, I provide the side walls of the rotor casingwith air ducts 45 through which fresh air is circulated when the rotor is in operation, and I provide the annular wall of said casing with an exhaust gas passage Way 46 into which the burnt gases are sucked from the rotor raceway 1 after each explosion. As shown in Figure 1, exhaust ports 47 are located in the outer Wall 2 of the rotor raceway at such a point that the burnt gases in the combustion chamber will escape through said ports into the exhaust passageway 46 after the expansive force of the gases on the piston portion of the rotor that has just received a power impulse has been dissipated or practically dissipated. At a point in ad- -.vance of the outlet ports 47'for the exahust 35 gases, air inlet ports 48 are formed in the side walls of the rotor raceway and in the side walls of the adjacent air ducts 45, as shown in Figures 1 and 2. Consequently, when the rotor is in operation, the movement of the 3 partial vacuum created in the rotor raceway during the scavenging operation causes fresh air to be drawn into the air ducts 45 and some of said air to .bethereafter drawn from said air ducts 45 into the rotor raceway. As the rotor continues to revolve, the forward movement of each of the piston portions 5 will tend to compress this fresh air against the abutment member I), which is then in its operative position, and force said air lateral- 1 ly out of the rotor raceway through outlet ports 49 in the sides of same which conimunicate with branch ducts that extend around guide 8 and lead to inletports 56- toiuned in the side walls of the i gas assageway 46, as shown in Figure '1, there y causing fresh air to be supplied to and circulated through the exhaust passageway, the rapid flow of the air through said passageway exerting sufiicient suction on the exhaust gas outlet orts 47 in traveling past the same to insure th e burnt gases being withdrawn from the rotor raceway through the exhaust ports 47. The exhaust gases, mixed with air, escape from the exhaust gas passageway 46 through a pipe 51 that leads to a mufller (not shown), and some of the fresh air that is continually drawn into the air ducts 45 in the rotor casing and circulated through same, prevents the walls of the rotor raceway from becomin overheated.

Any suitable kind 0 lubricating system can be used to supply oil to the parts of the engine that require lubrication, but I prefer to arrange the reservoir L for the lubricating oil under the compressed air reservoir K, as

shown in Figure 1. Due to the fact that it is nesexaiy to have compressed air in the reservoir when the engme is set in operation, said reservoir is provided with a compressed air pipe connection 52, so as to permit air to be pumped into said reservoir in the event the pressure therein is below the required pressure when the engine is set in operation.

' From the foregoing it will be seen that I have produced a rotary internal combustion engine of the turbine type that is exceptionally eflicient, due to the fact that compressed air or any other suitable expansible medium under pressure, separate and distinct from the gaseous mixture used to operate the engine is used to force compressed charges of sai ous mixture into the combustion chamr without lowering the pressure of said charges. Prior inventors of internal combustlon engines of this general type have attempted to introduce the gaseous mixture into the combustion chamber by compressing the mixture and then opening an inlet valve so as to cause the compressed mixture to enter the combustion chamber, due to the pressure of the mixture itself. This method of introducing the fuel has not proven commercially feasible, on account of the hi h speed at which the rotor travels, and in or er to overcome this inherent defect of prior rotary internal combustion engines of the turbine type, I use a separate source of pressure, preferably compressed air, which travels at a sufiiciently higher rate than the rotor to insure the gaseous mixture being introduced into the combustion chamber. So also with the abutment member D that is moved into and out of the rotor raceway, the fact that com ressed air or an other separate supply 0 a suitable expansible medium that has a relatively high rate of travel is used to move the abutment member into and out of the rotor raceway, insures said abutment member operating at a higher rate than the rotor. My improved engine is very compact, and it is practically noiseless when in operation, notwithstanding the fact that the charging cylinder is rovided with a floating piston that moves back and forth in said cylinder, because the valves that control the admission of the com ressed charges of fuel to the lower end of tiie charging cylinder and the admission and exhaust of compressed air to and from the upper end of the charging cylinder, are so timed that there will always be a cushion of air in the upper end of the char ing cylinder when compressed fuel is. being introduced into the lower end of said cylinder, and there will always be a cushion of a gaseous mixture under ressure at the lower end of said cylinder w en compressed air is being introduced into the upper end of the charging cylinder. Likewise, the valve that governs the admission and exhaust of the compressed air to and from the opposite ends of the actuating cylinder H is so timed as to prevent the piston 13 from striking against the ends of the cylinder H when said valve reciprocates back and forth to move the abutment member D into and out of operative position. Although the abutment member D is actuated by compressed air, said member will operate in perfect synchronism with the piston portions 0n the rotor, because a device is used to hold said member at rest at the ends of its upward and downward strokes, and a mechanically operated mechanism is em loyed to govern the time of operation of said holding device.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a means for compressing an expansible medium separate and distinct from the fuel used to operate the engine, and a charging piston operated by said compressed expansible medium for forcing a compressed charge of fuel into the combustion chamber.

2. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a means separate and distinct from the rotor for compressing an expansible medium different from the fuel used to operate the engine, and a floating piston operated by said compressed expansible medium for forcing a compressed charge of fuel into the com.- bustion chamber.

3. A rotary internal combustion engine of the turbine type, comprising a' rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, means for compressing a gaseous fuel mixture, a separate means for compressing air, and a charging device adapted to be operated by saidcompressed air for forcing compressed charges'of said fuel mixture into the combustion chamber.

4. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, means for compressing a gaseous fuel mixture, an independent means for producing a pressure in excess of the pressure of the exhaustgases which escape from the engine, and a charging device operated by the pressure produced by said independent'means for forcing charges of the fuel mixture into the combustion chamber.

5. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls :of a combustion chamber, means for compressing a gaseous fuel mixture, a valve for governing the admission of charges of said fuel mixture into the combustion chamber, an independent means for compressing an expansible medium separate and distinct from the fuel used to operate the engine, and a charging device operated by said compressed expansible medium for forcing compressed charges of the fuel mixture into the combustion chamber when said valve is open.

6. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a p ston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a piston for compressing a gaseous charge of fuel, a crank operated device for compressing an expansible medium-that is separate and distinct from the fuel used to operate the engine, and a charging piston adapted to be operated by said expansible medium for forcing charges of the fuel into the combustion chamber.

'3'. A rotary internal combustion engineof the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a crank operated means for compressing a gaseous charge of fuel, a charging cylinder for receiving said fuel, a piston in said cylinder, and means for causing said piston to be acted upon by an expansible medium under pressure that is separate and distinct from the fuel, and be actuated by said expansible medium so as to force the fuel from the charging cylinder into the combustion chamber.

8. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate-With said piston portion to form opposed walls of a combustion chamber, means for compressing a gaseous charge of fuel, a charging cylinder for receiving said compressed charge of fuel, a piston in said charging cylinder, a valve for governing the admission of the fuel to the combustion chamber, and means for causing an expansible medium under pressure that is separate .and distinct from the fuel, to act on said piston and force the fuel from the charging cylinder into the combustion chamber when said fuel valve is open.

9. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston port-ion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a gas compressor for compressing a gaseous charge of fuel provided with a controlling valve, a charging cylinder, a floating piston in said charging cylinder, a duct through which the compressed charge of fuel passes from said compressor into one end of said charging cylinder, a controlling valve for admitting and exhausting compressed air or the like to and from the opposite end of said charging cylinder, a fuel inlet valve for the combustion chamber, and means for operating said valves in such a manner that the compressed charge of fuel will be forced from said charging cylinder into said combustion chamber when said fuel valve is open.

10. A rotary internal combustion engine of i the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, 11 gas compressor for compressing a gaseous charge of fuel, a crank shaft for operating said gas compressor, an air compressor,

a charging cylinder, a controlling valve for the gas compressor for admitting the compressed charge of fuel to one end of said charging cylinder, a controlling valve for the charging cylinder for permitting compressed air to pass from the air compressor into the opposite end of said charging cylinder and for thereafter permitting compressed air to escape from said cylinder, a fuel valve for governing the admission of the compressed charge of fuel into the combustion chamber, and means for operating said valves in such a manner as to cause the compressed charge of fuel tobe forced from the charging cylinder into the combustion chamber when the fuel valve is open and when the controlling valve of the charging cylinder is admitting compressed air to the charging cylinder.

11. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to cooperate with said piston portion to form opposed walls of a combustion chamher, a gas compressor and an air compressor each provided with a reciprocating piston, a crank shaft for actuating said pistons, a charging cylinder provided with a floating piston, means for admitting a compressed charge of fuel from said gas compressor to one end of said charging cylinder, means for admitting compressed air from said compressor to the opposite end of said charging cylinder and for thereafter permitting said compressed air to escape from said cylinder, and a fuel valve that opens and admits the compressed charge of fuel to the combustion chamber when the piston in the charging cylinder is moving under the influence of the compressed air in the charging cylinder.

12. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber. agas compressor and an air compressor provided with reciprocating pistons, a crank shaft for actuating said pistons, a charging cylinder provided with a floating piston, a rotary valve on the gas compressor for permitting a charge of compressed fuel to pass from said compressor to one end of the charging cylinder, a rotary valve for admitting compressed air or the like to and from the opposite end of the charging cylinder, a rotary fuel valve for permitting compressed fuel to pass from said charging cylinder into the combustion chamber when the piston in the charging cylinder is moving under the influence of the compressed air therein, and means operated by said crank shaft for actuating said valves.

13. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, an actuating cylinder for said abutment member provided with a reciprocating piston connected with said member, means for admitting an expansible operating medium to the opposite ends of said cylinder to move said abutment member into and out of operative position in the rotor raceway. means for compressing a gaseous charge of fuel, an independent means for compressing an expansible medium separate and distinct from the fuel used to operate the engine, and a charging device adapted to be operated by said cxpansible medium for forcing compressed charges of the fuel into the combustion chamber when said abutment member is in its operative position.

14. A rotary internal combustion engine of the turbine type. comprising a rotor rotatably mounted in a raceway and provided with a piston portion. an abutment member that is adapted to be introduced into said raceway so as to co-operatc with said piston portion to form opposed walls of a combustion chamher, an actuatirw cylinder provided with a piston that is connected with said abutment. member, means for admitting compressed air or some other medium uruler'pressure, separate and distinct from the fuel to and from the opposite ends of said cylinder so as to reciprocate the piston therein and thus move the abutment member into and out of opera tive position, a fuel alvc for admitting fuel to the combustion chamber, a charging cylinder provided with a piston, means for compressing a gaseous charge of fuel and introducing it into said charging cylinder, and means for causing the piston in the charging cylinder to be acted upon by said compressed air when the fuel valve is in its open position so as to force a compressed charge of fuel into the combustion chamber.

15. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion. an abutment member that is adapted to be introduced into said raceway so as to coopcrate with said piston portion to form opposed walls of a combustion chamber, means operated by cemprcssed air for moving said abutment member into and out of operative position. a valve for controlling the supply of air used to operate said means. and a locking device comprising a crank that has a dead center position, for holding lid abutment member at rest momentarily utter it has been llll'l0(lll(((l into the rotor raceway.

16. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with v a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a piston operated by compressed air for moving said abutment member into and out of operative position, a valvefor controlling the supply of air used to operate said piston, a looking device comprising a crank that has a dead center position, for holding said abutment member, at rest inomentarilv after it has been introduced into the rotor raceway, and means for tripping or releasing said locking device so as to permit said piston to move the abutment member out of the rotor raceway.

17. A. rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, an actuating cylinder provided with a piston for moving the abutment member into and out of operative position, a valve for causing compressed air to be admitted first to one end of the actuating cylinder and thereafter to the opposite end of said cylinder so as to reciprocate the piston therein, a crank shaft combined with said abutment member and arranged so as to hold said member at rest when the arm of said shaft is on its dead center position, means for causing said crank shaft to turn so as to release the abutment member preparatory to reciprocating the piston in the actuating cylinder, a charging cylinder, a valve for admitting fuel to the combustion chamber means for compressing a gaseous charge of fuel and admitting it to one end of the charging cylinder, and means for admitting compressed air to the opposite end of said charging cylinder when the fuel valve is open so as to cause the piston in the charging cylinder to force the fuel into the combustion chamber.

18. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a(p1ston portion, an abutment member that is a apted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, an actuating cylinder provided with a piston for moving the abutment member into and out of the rotor raceway, means for admitting compressed air alternately to the opposite ends of said actuating cylinder so as to reciprocate the piston of same, a crank arm combined with the abutment member and arranged so as to hold said member at rest when said crank arm is on dead center, a device adapted to be operated b compressed air for @5 tripping said crank shaft preparatorytomovwith a piston portion, an abutment member that is adapted tobe introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a charging cylinder provided with a floating piston, a fuel valve for governing the admission of fuel to the combustion chamber, a reciprocating gas compressor for compressing a charge of fuel and forcing it into one end of said charging cylinder, an air compressor for supplying compressed air to the opposite end of said charging cylinder so as to cause the piston therein to force the compressed charge of fuel into the combustion chamber when the fuel valve is open, an actuating piston for the abutment member adapted to be actuated by compressed air to move the abutment member into and out of operative position, a device for holding the abutment member at rest when the charge of'fuel in the combustion chamber is fired, and a mechanically-operated means for governing the time of operation of said holding device.

20. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to: form opposed walls of a combustion chamber, a charging cylinder provided with a floating piston, a fuel valve for governing the admission of fuel to the combustion chamber, a reciprocating gas compressor for compressing a combustible charge of fuel and introducing it into one end of the charging cylinder, a reciprocating air compressor for causing compressed air to act on the piston of the charging cylinder and force the fuel out of said cylinder and into the combustion' chamber when the fuel valve is open, a compressed air reservoir, a controlling valve for the charging cylinder that permits the compressed air to pass from said cylinder into said reservoir when a compressed charge of fuel is being admitted to the opposite end of said charging c linder, an actuating cylinder provided wit a piston for moving the abutment member into and out of the rotor raceway, and a controlling valve for said actuating cylinder that admits air from said reservoiralternately to the opposite ends of the actuating cylinder.

21. A rotary internal combustion engine of the turbine type, comprising a rotor rotatably mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form 0 posed walls of a combustion chamber, a c arging cylinder provided with a floating piston, a fuel valve for overnin the admission of fuel to the com ustion c amber, a reciprocatin gas compressor for compressing a combustible char e of fuel and introducing it into one end of t e charging cylinder, a reciprocating air com ressor for causing compressed air to act on t e piston of the charging cylinder and force the fuel out of said cylinder into the combustion chamber when the fuel valve is open, a compressed air reservoir, a controlling valve for the charging cylinder that permits the compressed air to ass from said cylinder into said reservoir w en the compressed charge of fuel is being admitted to the opposite end of said charging cylinder, an actuating cylinder provided with a piston for moving the abutment member into and out of the rotor raceway, a controlling valve for said actuating cylinder that admits air from said reservo1r alternately to the opposite ends of the actuating cylinder, a crank arm combined with said actuatin member for holding said member at rest w en said arm is on dead center, and a trip ing device combined with said crank arm, t e controlling valve of the actuating cylinder being so constructed that compressed air will act on said tripping device and thus move said crank arm off dead center just before air is admitted to the actua-tiiig (Xlinder to move the piston therein.

22. rotary internal combustion engine of the turbinetype, comprising a rotor rotatabl mounted in a raceway and provided with a piston portion, an abutment member that is adapted to be introduced into said raceway so as to co-operate with said piston portion to form opposed walls of a combustion chamber, a gas cylinder, an air cylinder and a charging cylinder each provided with a reciprocating piston, a crank shaft for actuating the pistons of the as c linder and air cylinder, a port in one en of t e charging cylinder through which a charge of compressed fuel is admitted from the gas cylinder when the piston of said gas cylinder moves in one direction, a fuel valve for overnin the admission of fuel to the com ustion chamber, a rotary valve arranged at. the opposite end of the charging cylinder for admitting and exhausting compressed air to and from said cylinder, a reservoir into which the com ressed air escapes from the char ng cylin er, an actuating c linder provide wlth a piston for moving t e abutment member into and out of the rotor raceway, a means for holding the abutment member at rest during certain periods in the cycle of operations of the engine, a tripping device for said holding means, a controlling valve for the actuating cylinder constructed so that the compressed air from said reservoir is uti lized to reciprocate the piston in said cylinder and to actuate said tripping device, and a mechanical locking element for governingpressing air to a high degree, a gas compres sor for compressing combustible charges of fuel, a valve for controlling the admission of the fuel to the combustion chamber, one.

means operated by the compressed air supplied by the compressor for moving the abutment member into and out of operative position, and a charging device also operated by the compressed air supplied by the compressor for forcing a compressed charge of fuel into the combustion chamber each time the fuel valve opens.

24. A rotary internal combustion engine, comprising a rotor rotatably mounted in a raceway and provided on its periphery with a plurality of piston portions, an abutment member t at is adapted to co-operate with said (piston portions successively to form oppose walls of a combustion chamber, a means operated by compressed air for moving the abutment member into and out of operative osition, a valve for admitting fuel to the com ustion chamber, a as compressor for compressing combustible c arges of fuel, a means operated by compressed air for forcing a compressed charge of fuel into the com;- bustion c amber each time said fuel val'v'e opens, and a mechanical means for governing the time of operation of the abutment member, comprising an 'element'iconnected with the rotor so as to'operate in unison with same, and a locking device whose time of operation 1s controlled by said element.

25. In a rotary internal combustion engine of the turbine type, the combination of a circular casing, a rotor in said casing provided on its periphery with a piston portion on .which pressure is exerted by an explosion produced in the rotor casing, a-segmental pas:

sageway arranged in concentric relation with the rotor casing and connected at one point with the interior of same by an exhaust gas port, means whereby the rotary movement of the rotor causes air to be drawn into the rotor casing at a point in advance of said exhaust gas port and compressed by the forward movement of the piston portion on the rotor, and means for causing said compressed air to be admitted tosaid segmental passageway and circulated through the same under a sufficiently high speed and pressure to insure the exhaust gases being sucked out of said rotor casin directly into said passageway and then disc arged to waste.

26. In a rotary internal combustion engine of the turbine type, the combination of a rotor provided on its periphery with a piston portion, a circular casing 1n which said rotor revolves, an abutment member that is adapted to move into and out of said raceway to co-operate with said piston portion to form the opposed walls of a combustion chamber, a substantially circular passageway surrounding the rotor casing, an exhaust port that establishes communication between the interior of the rotor casin and said circular passageway, means for afmitting air to the rotor casing at a point in advance of said exhaust port and a by-pass around the portion of the rotor casin that receives said abutment member, lea ing from the rotor casing directly to one end of said circular passageway, for causing air under pressure to be supplied continuously-to said passageway and circulated through the same so as to scavenge the rotor casing and carry away the burnt ases. g 27. In a rotary internal combustion engine of the turbine type, the combination of a circular casing, a rotor in said casing provided with a piston portion that moves circumferentially through said casing, means for producing explosions in said casing so asv to exert power impulses on said piston portion to cause the rotor to revolve, and means whereby when the rotor is in operation air will be drawn substantially continuously into the rotor casing, compressed, then utilized to exert a cooling eflect on the portions of the rotor casing that are subjected to a high temperature from the explosions, and thereafter utilized to suck the burnt gases out of the rotor casing and carry said burnt gases to waste.

JOHN I. HAYNES.