US2040036A - Rotary explosive engine - Google Patents

Description

y 1936. w. WEEKS ROTARY EXPLOSIVE ENGINE Filed Aug. 25, 1953 5 Sheets-Sheet l QMY Q hw Q 7 INVENTORI- wizliam Z/eels ATTORNEYS.

5 Sheets-Sheet 2 W. WEEKS Filed Aug. 25, 1953 ROTARY EXPLOSIVE ENGINE May 5, 1936.

ZUZZZZam ZZ/eeZ'S BY Mim 1 ATTORNEYS.

May 5, 1936. w, WEEKS ROTARY EXPLOSIVE ENGINE- Filed Aug. 25,1935

5 Sheets-Sheet s INVENTORZ: wizlz am ZZ/e 61E 5 ATTORNEYS."

y 5, 1936. w. WEEKS ROTARY EXPLOSIVE ENGINE Filed Aug. 25, 1933 5 Sheets-Sheet 4 INVENTOR.'- ZdzZZL'aLm ZZ/eeZ's ,5

ATTORNEYS.

y 1936- w. WEEKS- ROTARY EXPLOSIVE ENGINE Filed Aug. 25, 1955 5 Sheets-Sheet 5 INVENTOR.' ll/z'zzz'am zl/eeirs ATTORNEYS.

Patented May 5, 1936 EJITED STATES PATENT OFFIE '7 Claims.

My invention relates to rotary explosive engines and more particularly to the type having stationary cylinders, and my object is to provide an engine of this type which includes an arrangement of revoluble impellersand novel means for counteracting harmful tendencies of centrifugal force in the same.

With the above object in view, a better understanding of the invention may be had by reference to the accompanying drawings, in which- Figure l is a plan View of the engine;

Figure 2 is a plan section taken substantially on the line 2-2 of Fig. 4;

Figs 3, 4 and 5, are a group assembly of sections taken respectively on the lines 3-3, 4-4 and 5--5 of Fig. 1;

Fig. 6 is a section on the line B5 of Fig. 3;

Fig. 7 is a section on the line 'l'! of Fig.

Fig. 8 is a section on the line 8--8 of Fig. 6;

Fig. 9 is a section on the line 99- of Fig. 2, partly broken away;

Fig. 10 is a section on the line l0l.0 of Fig. 5; and

Fig. 11 is a section on theline l|l l of Fig. 3.

Referring specifically to the drawings, 15 denotes a typical frame in which the novel engine is mounted, it being understood that the-form of this frame may be altered to suit different installation specifications-or requirements.

Within the frame I5, the engine extends in the form of three longitudinally alined units A, B, and C represented by a medial cylinder l6, and terminal cylinders ll and I8. Arms I 5a extend from the sides of the frame to terminate with plates l5b which meet the walls of the cylinders and are bolted thereto as indicated at I to support the same.

The respective cylinders are open at the ends and receive terminal single heads [9 and-intermediate dual heads 20, the heads being of larger diameter than the cylinders.

It is my intention that the array of cylinder heads rotate as a unit relative to the cylinder assembly together with a set of cylindrical rotors 66a, lid and tea located in the respective cylinders. In order to connect the elements of the rotating unit just mentioned, I apply a series of longitudinal tie rods 2| passing through them as clearly indicated in Figs. 2 and 3, they tie rods extending in threaded form beyond the terminal cylinder heads I0 and through hub plates 22 applied externally of such cylinder heads to receive securing nuts Zla which are tightened to make the unit rigid. The hub plates 22 carry trunnions 23 which are journaled in bearings I5d provided in the end portions of. the frame. The bearings [5d are shown plain, but it will be understood that they may be provided with rollers or other types of free-running elements to make the unit run more easily. A flywheel for the engine is not necessary, as the cylinder heads serve in that capacity.

By particular reference to Fig. 3 it will be apparent that the rotor lea is formed in two halves which receive between them a transverse assembly of impellers 24 and 24a. With the cylinder l6 stationary, it may be assumed that the rotor lfia is centered to operate in the position shown, whereby it is always in contact with the upper wall of the cylinder. Incidentally, I provide a cross strip 25 with suitable packing means to seal the contact of the rotor with the cylinder at this point, and I have not deemed it necessary to specify the particular design of the packing means, as various expedients for this purpose may be employed.

The impellers 24 and 24a are grouped in overlapping relation and are slidable relative to each other and the rotor, means being employed to urge the respective impellers outwardly whereby to maintain contact with the walls of the cylinder as the rotor turns. Thus, the impellers separate as the rotor carries them away from the position shown in Fig. 3, owing to the increasing distance or" the cylinder wall from the rotor.

The arrangement of the rotor and impeller assembly indicated in Fig. 3 is intended to serve for the purpose of drawing a gaseous charge into the cylinder l6 and compressing it for discharge from the same into the cylinders l! and I8. Thus, with the rotor turning in the direction indicated by arrows in Fig. 3, it will be apparent that the impeller 24a will draw a charge from an intake duct 26 located near the top of the cylinder, and that the succeeding impeller 24 will ad- Vance behind this charge .and compress the same as the rotor continues to turn. For the expulsion of the compressed charge I first provide a valve 21 of the plug type, this valve seating in a housing 28 which is attached by means of bolts 28a to the wall of the cylinder. The valve 21 has a cross duct Zia which is adapted to register with an outlet port lfib made in the cylinder, as shown, that the compressed charge therein may be passed through the duct into a delivery pipe 29 extending from the valve housing 28. It will be understood that the valve 21 is ordinarily closed in order that the compressed charge in the corresponding portion of the cylinder may leading to prominent enlargements 20b. The valve 21 is made with a crank 21b having a roller 2l'c riding on the periphery of the particular cylinder head 20. A spring 30 draws the crank 21b inwardly to maintain the roller 210 in con tact with the said periphery, and it will easily be seen that twice during each revolution of the rotor Ilia the enlargement in the cam-like periphery of the cylinder head will procure a short oscillatory movement of the valve 21 with the results mentioned. The frequency of this movement is, of course, due to the fact that two impellers act in turn during each revolution of the rotor. The unit A is intended to act as a compressor and feeder of the gaseous charge to the units B and C, these being identical in construction. Thus, the delivery pipe 29 continues in the form of branches 29a and 292) which connect respectively with intake pipes 3| and 32 of the units B and C. It is essential that this system be so dimensioned that its capacity is equal to the volume of the compressed charge in the unit A,'just before the valve 21 is opened to pass such charge into the delivery pipe 29. Thus, the contents of the delivery system will be transferred by way of the valve 33 of the unit B or C into the combustion space thereof, this space having the same volume just before ignition as the compressed charge in the unit A just before release into the delivery system. By being spread through the delivery system and the combustion space the compressed charge loses half of its pressure. However, the valve 33 closing before firing, half of the distributed charge remains in the delivery system and helps build up pressure as the next compressed charge is fed, so that after a few revolutions of the engine the charges in the combustion chamber have the same pressure as those in the compression unit. Thus, no loss of compression occurs, and during the operation of the engine the pressure is constant between the final portion of the compression chamber in the unit A, the delivery system, and the initial portion of the combustion chamber in the unit B or C when the valve 21 and the corresponding valve 33 are open. With full compression in the combustion chamber, it follows that the explosion will have full force.

The intake pipes 3| and 32 for the units B and C lead into valve housings 33a containing valves 33, which are constructed and operate precisely as the one for the unit A, except that they are only actuated once during each revolution of the unit B or C as indicated by'the single cam enlargement 20b in Fig. 4 or I in Fig. 5 developed from such of the cylinder heads 29 and Is as are most convenient. The units B and C being intended for the combustion of the charges entering the same are essentially of the same design as the unit A, except that the rotors Ila and l8a therein are only split on one side to accommodate single impellers 2 th and 240. Taking the unit C as an example, and the direction of rotation to be as per arrows in Fig. 5, it will be seen that the impeller 2 20 is just ahead of the charge being fed into the cylinder space behind the same. A spark plug 34 is carried by the cylinder head in this space, and when the latter has filled to a predetermined volume, the valve closes and a suitable ignition arrangement causes the spark plug to fire and explode the charge. The impeller now draws the rotor around, the explosive gases expanding in a relatively large chamber of the cylinder whereby to exert a driving impulse upon the impeller through the most part of a revolution and issue from the cylinder through the exhaust duct 35 so spent that no appreciable back pressure or noise will occur.

It will be noted that the cam enlargement I90 in the unit C is set with an rotary spacing from the corresponding enlargement 20b of the unit B, indicating that the valves 33 in the respective units operate in turn at every half revolution of the rotor assembly. This sequence is in harmony with the feed from the unit A, so that the charge therefrom is fed to the units B and C in corresponding succession, whereby to procure a power impulse at each half revolution of the rotor assembly.

Fig. 6clearly shows the assembly of impellers 24 and 24a in plan, and it will be seen that these impellers are in lateral contact with the inner sides of the dual cylinder heads 20, seating in grooves 200 made in the same. the entire width of the cylinder heads, as indicated in Figs. 3 and 8, in order to accommodate the dual impellers 24 and 24a throughout the length of their respective strokes. In the combustion units B and C, however, the corresponding grooves 206 need'not be cut across the entire faces of the cylinder heads, as only a single impeller24b or 24c-operates in each unit, and the grooves need only be long enough to allow for the strokes of the single impellers therein. The impellers are, however, maintained in endwise contact with the walls of the cylinder 16 by extending each impeller radially with a pair of lugs 24d from which pins 24c are directed inwardly to seat in annular grooves l6e made in enlargements if at the ends of the cylinder l6. These grooves are cut with their outer walls very slightly clearing the outer sides of the pins 24c, and the latter positioned to ride along the inner walls of the grooves. tains the impellers in contact with the cylinder Wall, it also allows sufficient clearance in the outer portions of the grooves 24c to permit the impellers to make a closer contact with such wall. This contact is procured by pressure against ledges 241 and 24g of the impellers as will be explained later. The cylinder ends are also formed with smaller annular grooves lg to carry packings IBh effective against the cylinder heads and the lugs 2411 to seal the cylinders from leakage.

Fig. 3 shows that the impellers 24 and 24a are identical in construction, having their outer edges inclined to a greater radius on the advancing side of the impellers. It is seen that the impeller 24a makes a proper seat with the wall of the cylinder, but owing to the departure of such wall from the rotor as the latter turns, the angle of the impeller end changes toward the wall of the cylinder to a degree represented by the impeller 24. However, this change does not impair the contact of the impeller with the cylinder wall, as a part of the impeller end is always in contact therewith. In fact, I have provided an expedient whereby the pressure in the cylinders will assist the impellers to maintain engagement with the cylinder walls. This expedient is represented by an angular cross enlargement 24f on the advancing sides of the impellers 24 and. 24a. at the point of contact with the cylinder wall. As the gaseous charge becomes compressed by the ad- Vance of one of these impellers, the pressure is not only against the advancing face of the enlargement 24) but also against the inner face thereof, this pressure overcoming what friction may exist between the impeller and the walls of These are made While this relation mainthe rotor channel or of the cylinder head-guideslots 200 in which the impeller slides, thus easing the sliding motion of the impellers. In the units B and C, the enlargement is indicated at 24g and is on the rear side of the respective impellers, since that is where the pressure of the explosion occurs. In all cases, the periphery of the corresponding rotor is recessed as indicated at 24h to accommodate the enlargement when the particular impeller reaches the inward limit of its stroke. Thus, it is seen that the forces of combustion and compression are utilized to hold the impellers in firm contact with the walls of the stationary cylinders, relieving the impeller pins 24c of this function as soon as the engine begins to rotate. The centrifugal force in the impellers does not add to the forces referred to, as I have provided neutralizing means therefor, as later described.

It is natural that the impellers will have a tendency to slide outwardly from the effects of centrifugal force when the rotors are in operation, and I have therefore provided means to counteract such tendency. Thus, in the case of the units B and C, a single installation owing to the use of a single impeller, is more easily apparent and will first be explained.

Referring particularly to Figures and it will be seen that the impeller 240 is provided with weights 241; at its inner end, these weights being desi ned to counterbalance the heavier working end of the impeller. Thus, when the impeller is entirely within the rotor-at the beginning of its stro-keit is perfectly balanced on each side of the center of rotation and consequently will not be drawn outwardly by centrifugal force. However, as the impeller moves outwardly in the course of its stroke, the balance will be destroyed, the centrifugal force acting upon the outward end of the impeller being greater than the centrifugal force acting upon the weighted end. Consequently, the excessive friction between the impeller and the cylinder wall resulting from this conditionwhich increases in proportion to the weight of the impeller, the length of its stroke, and the speed of rotationis detrimental to the satisfactory functioning of a rotary engine of this type. I have therefore invented a structure which provides for perfect equalization or counter-balancing of this deleterious force.

Refer ing further to Figs. 5, 10 and 11, the centrifugal counterbalancing structure, which operates in conjunction with impeller 24c, consists of three principal sections: (1) a weight 39, with reduced end portions 39a adapted to slide in radial slots d cut in contiguous cylinder heads 59 and 23; (2) an angular lever 36 provided with a short arm c and a longer slotted arm 35a, said angular lever being journaled on 'a cross rod 3? whose ends are fitted into contiguous cylinder heads 69 and 20; and (3) a connecting link 38 which is pivoted at one end to weight 33 at 38a, and pivoted at the other end at 3801 to short arm 330 of lever 36. To accom rnodate this structure an opening has been provided in the impeller at 242', and the end of the impeller is medially split at 247' as shown in Figs. 3.0 and 5, forming an opening which is spanned by a cross pin Mic. The angular lever 36 with the connecting link 38 extends through the opening in the impeller at 242', and the slotted arm 38a is linked onto the pin 24k, as shown in figs. 5 and 10. Thus, as the impeller reciprocates in the course of its stroke, the pin 2410 will slide along the longitudinal slot 3% in arm 36a, causing the angular lever 35 to turn on its pivot 31 such that the connecting link 38 will cause weight. 39 to slide in its guides 2301. Therefore, it can be seen that the centrifugal force exer ed on weight 39 counteracts the centrifugal force exerted on the impeller 25c. It should be recalled that as the impeller lies entirely within the rotor at the beginning of its stroke, it is balanced by the weights 2511.,as previously explained, and is consequent-l not affected by centrifugal force. In this position the centrifugal force exerted on weight 39 will pull directly against the cross rod or pivot 3i; and, consequently, the counterbalancing mechanism will not be effective upon the impeller. However, as the impeller moves outwardly in the course of its stroke, the pin 24k slides along slot 36b in arm Sta, causing the angular lever 36 to swing on its pivot at 3!. This causes the short arm 3 5-0 to form an angle with the connecting link 36, thus drawing weight 39 toward the center of rotation. It will be seen that the angle formed between the short arm 3&0 and the connecting link 38 increases the leverage in favor of the pull exerted by weight 39 as the impeller moves outwardly in its stroke; therefore, despite the fact that the weight 39 is drawn toward the center, thus decreasing the radius of its rotation and consequently reducing the centrifugal force acting upon it while at the same time the centrifugal force acting upon the impeller is increasing by virtue of the increasing radius of rotation as the impeller moves outwardly, the increase in leverage is sufiicient to compensate for this. exerted by the impeller is always exactly equal to the outward force exerted by the weight 39, regardless of the speed of the engine; consequently, the centrifugal force acting upon the impeller is perfectly counterbalanced at. each and every point of its stroke.

The expedient just described applies similarly to the two impellers in the unit A as is shown in Fig. 3, except that in this case, the connecting links 38 prevent the cross rods 31 from. proceeding directly across the cylinder space, requiring such rods to be made with oifset cranks 31a, as shown in Fig. 11, in order to clear the links 38. It is also apparent in Figs. 3 to 5 that the rotor 16a is somewhat larger than the rotors Ifib and I in order to provide sufficient internal space for the double centrifugal-force counteracting mechanism. As the increase in rotor size would reduce the volume of the chamber between the rotor and the cylinder wall, I have increased the length of the cylinder and the corresponding rotor, as apparent in Figs. 1 and 2, to render the working chamber volume of the unit A the same as for the units B and C.

The weights 24n on the impellers 24b and 240 are intended to counterbalance the impellers at their inner ends, as the impellers have large openings and are therefore much lighter in those zones. Weights 24m have also been provided at the inner ends of the impellers 24 and 24a, as shown in Fig. 3, for the same reason. The weights also serve to equalize the centrifugal stresses of each impeller when it is at the inward limit of its stroke.

For average purposes, it is desirable that an engine of this type be air cooled in order to save Weight, material and accessory cooling system. I have therefore provided a novel air cooling arrangement which is self-contained and requires no accessory parts, although it is understood that Thus, the outward force where the engine is to be made for power plant or heavy duty purposes a suitable water cooling arrangement may be provided. In general it is noted that the cylinders are made with a series or" peripheral cooling fins 40. In addition, I have extended the terminal cylinder heads IS with a radial series of cooling fins 4|, these being provided with a closure ring 42 whereby to form a series of radial passages between the ring and the head as indicated in Figs. 2 and 9. A similar series of passages is formed by casting the dual cylinder heads with a series of radial webs 43, as clearly shown in Figs. 2 and 6. The assembly of the terminal cylinder heads I9 with the hub plates 22 is made with a circular series of arcuate slots 44; and opposite these, the dual cylinder heads are formed with a similar series of slots 44a, the exposed series of slots being interconnected by a plurality of bores 45 made in the stock of the rotors Na and I But, as clearly indicated in Figs. 2, 4 and 5. Thus, what heat accumulates in such rotors as adjoining the combustion chambers of the engine, is drawn outwardly from the bores 45 through the radial passages 43a of the cylinder head 20 by centrifugal force when the engine is in operation, thus causing cool air to enter from outside the engine through slots 44. I also have V cooling means for the space internally of the rotors, starting with a circular series of arcuate slots made in the assembly of the terminal heads l9 with the hub plates 22. These slots permit atmospheric air to enter the internal space of the rotors; and a circular series of passage ducts 41 is made in the dual cylinder heads 20 as clearly shown in Fig. 2 to permit the passage 7 of the air from the rotors of the units B and C to that of the unit A. Here the rotor l6a is made with a central series of slots 48 connecting with a plurality of cross bores 49 clearly shown in Figs. 2, 3, and 8, these cross bores connecting endwise with a series of arcuate slots 50 made in the contiguous walls of the dual cylinder heads 20. These slots, of course, connect with the internal space of each dual cylinder head and permit air from the center of the engine to be drawn out by centrifugal force by way of the radial passages of the said cylinder heads. It is thus seen that the novel engine is not only cooled along the exterior of its cylinders as is the conventional practice, but has self-contained means for dissipating heat from within it as it operates.

From the above description, it will be apparent that I have provided an engine which is compactly built, has no delicate parts or springs involved in its vital operations, has self-contained means to overcome detrimental effects of centrifugal motion, and takes advantage of such motion to draw atmospheric air and discharge heated air in order to keep the engine cool. Further, the engine has no complicated mechanisms to regulate it or time it, employing a valve and cam mechanism of utmost simplicity and in keeping with standard engineering. Further, the fact that the rotor and cylinder heads are rigidly assembled as a unit gives the engine durability and enables simple and uniform means to be employed for the prevention of leakage. Finally, it will be evident that efiiciency in operation is obtainable by the divisional design of the engine into a compressing and chargingunit coupled with a pair of working units in a relation to operate these in alternation for balanced running. I have shown the external cooling arrangement of the engine exposed, but it is feasible to enclose the engine with a jacket to protect it from dust or dirt and also confine the air drawn from the atmosphere more closely to the fins and passages therebetween, bottom openings being provided for the escape of the heated air and oil or other impurities that may be drawn from the rotating cylinder heads.

I claim:-

1. In a rotary engine, the combination with a cylinder and a rotor eccentrically positioned therein; of an impeller operable radially of the rotor and with its outer end in contact with the cylinder wall, and means for counteracting the excessive centrifugal pressure of the impeller against the cylinder wall at different radial positions of the impeller in proportion to said pres sure at such positions.

2. In a rotary engine, the combination with a cylinder, a rotor eccentrically positioned therein, and heads for the cylinder and jointly operable with the rotor, of an impeller operable radially of the rotor and in contact with the cylinder wall, and means for counteracting the excessive centrifugal pressure of the impeller against the cylinder wall at different radial positions of the impeller in proportion to said pressure at such posi-' tions, said means comprising a pivot between the cylinder heads, an angle lever operative with the angle on the pivot, a sliding connection between the inner portion of the impeller and one arm of the angle lever, and a weight connected to the other arm of the latter.

3. In a rotary engine, the combination with a cylinder, a rotor eccentrically positioned therein, and heads for the cylinder and jointly operable with the rotor, of an impeller operable radially of the rotor and in contact with the cylinder wall, and means for counteracting the excessive centrifugal pressure of the impeller against the cylinder wall at diiferent radial positions of the impeller in proportion to said pressure at such positions, said means comprising a pivot between the cylinder heads, an angle lever operative with the angle on the pivot and having one of its arms formed with a longitudinal slot, a cross pin in the inner portion of the impeller and passing through said slot, a weight at a point laterally of the impeller, and a link pivotally connected at its ends to the other arm of the angle lever and to the weight respectively.

4. The structure of claim 2, the inner portion of the impeller having an opening, and the angle lever extending from the pivot into said opening.

5. The structure'of claim 3, the cylinder heads having alined radial recesses, and the weight extending with its ends into the latter for guidance.

6. The structure of claim 1, said means comprising an auxiliary weight laterally of the impeller, and a mechanism between the impeller and the weight to draw the latter in an inward radial direction as the impeller moves outwardly.

7. The structure of claim 1, said means comprising an auxiliary weight laterally of the impeller, and an angle lever making connection with its arms to the impeller and the weight to draw the latter in an inward radial direction as the impeller moves outwardly, the lever being designed to lend the weight a leverage advantage over the impeller in response to centrifugal influence in the weight.

WILLIAM WEEKS,

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