US2192893A - Rotary internal combustion engine - Google Patents

Description

arch 12,1940. F, D BUTLER 2,192,893

- ROTARY INTERNAL coNBu'sTIoN ENGINE 'Filed Nay 1s, 193s 2 sheets-sheet 1 arch vl2, 1940. F Q BUTLER 2,192,893

ROTARY INTERNAL coMBUsTIoN 'ENGINE Filed May 16, 1938 2 Sheets-Sheet 2 /INVENTOR MMM ' socket means;

Patented Mar..k l2, 1940 autres srAf'rss einen PATENT or-rice 2,192,893 ROTARY INTERNAL COMBUSTION ENGIE Frank David Butler, UnitedStates Navy Application May 16, 1938, -Serial No. 2%,213

7 Claims.

(Granted under the act of March 3. 1883, as

amended April 30, 1928; 376 O. G. i?)

impeller or propeller, and thus not accomplishing certain ediciencies that can be obtained in lo this combination of units. Furthermore the majority of this type of engines are not normally attached to or mounted in the objects which they impel or propel in such a manner so that they may be conveniently removed from or reinstalled l5- in such objects, nor in such a manner that the 'maximum emciency in steering, elevating or depressing of such objectscan be attained.

The solution of these major problems, in addition to the complete accomplishment oi' their o@ many minor resulting problems, have been lons and vainly sought by Amany in this art.' The major concept of my present invention is the complete solution'of these problems by the provision of a simple, durable, eiiicient and relapeller unit assembly combination and mounting means, for its practical and commercial accomplishment. l

More specific concepts oi my invention contemplate-(o) the provision of constructing such engine and impeller or propeller so that the cylinders of such engine will be integral with and iwill revolve with such impeller or propeller;` (b) the provision oi mounting.;` such combined engine and impeller or propeller unit, in the objects which they impel or propel, in such a manner that they may be conveniently removed from or reinstalled in such obiect as a single unit assembly, suchmountingto be made preferably in a m ball and socket manner so that the axis of such combined unit may be shifted to various angles to the centerline of such object during the period such engine is in operation, and the further provision 'of means for accomplishing such shifting of such combined unit; (c) the provision of `means for preventing the crank shaft of lsuch engine from rotating within the ball of such ball and preventing such ball from rotating within its socket with the moving elements of such engine and to still allow freedom for the oscillation of such ball in its socket; (e) the, provision of a locking device means for securing suchball within its socket in a iixed position combined with es means for varying the tension on such locking i5 tivelylinexpensive engine and impeller. or pro- (d) the provision or" means for device hydraulically and remotely; (f) the provision of means for attaching the engine fuel and lubricating oil supply means'to the ball socket mentioned and for accomplishing inlet supply to such engine through the ball o such socket; (c) l5 the provision of valve means for timing the inlet supply `(mentioned under provision (f)) wherein the rotary hub like journal of the engine combined cylinder and impeller or propeller unit times the period of such inlet supply through such ball i0 and socket assembly mentioned; (h) the provision of a further valve means for timing such y inlet supply wherein a suitable port in .one of the main journals of the crank shaft of such engine cooperates with a plurality of radial ports, in the i5' rotary hub like journal mentioned, during the rotation oi the latter and thus further controls the timing period of such inlet supply; (i) the provision of electrical ignition means for such engine; (9') the provision of ecient means ior no cooling the cylinders of such a combined engine unit by stream-lining the cooling iins of such cylinders parallel to the faces of the impeller or prol peller blades; (le) the provision of means in such a combined engine unit for utilizing the exhaust no gas of such engineto assist in the rotation of such impeller or propeller-oi such unit; (l) the provision of means for mufiling the sound of such exhaust gas escaping from the cylinders of' such engine; (m) the provision of means for securing ao a telescope, an automatic gyro strina or altitude control apparatus, or a machine gun in such a manner that they will be shifted as ii integral with such ball of such ball and socket mentioned; (n) the provision of means, in the form of a cam 35 mounted on the end of the rotary hub like journal mentioned and for the purpose of timing the nring of suchmachine gun mentioned in relation to the rotation position'o travel of the blades of such impeller or propeller; and (o) the provision o of means comprising the combination oi the foregoing provisions and other minor new and useful entities which practically, commercially, emciently and .economically practice, in the form and manner iound by me thus far in the development e5 of my invention to be most advantageous in cach of the foregoing, as a whole, and such other respectsas will more clearly appear, and be understood by those skilled in this art, from the accompanying drawings. and the following descrlp- 50 tion, and the appended claims.

It will be readily appreciated by those skilled in this art, after understanding my invention, that various changes may be made in the means i disclosed herein which will produce the same results in substantially the same manner without digressing from my invention concept or sacrificing any of its outstanding inherent advantages.

With reference to the drawings: Fig. 1 is a vertical, longitudinal section through an engine, impeller and ball'and socket assembly combined in one unit assembly as per my invention and mounted in the nose of a small aviation plane, such section being as would appear on the dotted line I--I of Fig. 6.

Fig. 2 is a transverse section through the center of the ball and socket assembly, as would appear on the dotted line 2--2 of Fig. 1, and illustrates the relation in position of the inlet supply ports to one another when the moving elements of the engine are in the position they occupy in Fig. l. 'I'he small arrow below the gure diagrammatically illustrating the position of and direction of rotation of the lower blade of the impeller of Fig. 1.

Fig. 3 is similar to Fig. 2 except illustrating the relation in position of the inlet supply ports to one another at the commencement of admission and with the moving elements of the engine in the position they would occupy when the lower blade of the impeller of Fig. l had reached the position diagrammatically illustrated by the small arrow.

Fig. 4 is similar to Figs. 2 and 3, exceptv illustrating the relation in position of the inlet supply ports to one another at the completion of the admission period of operationof the engine and with the moving elements, of the latter, in the position of travel they would occupy when Vthe lower blade of theimpeller of Fig. l had reached the position diagrammatically illustrated by -th'e small arrow (approximately 225 degrees from its position in Fig. 1).

Fig. 5 is a section of a portion of the ball and socket assembly and illustrates the Variable tension, xed location, locking device for the ball of such assembly, such device being hydraulically controlled remotely from such assembly.

Fig. 6 is a transverse section through the center of thrf'engine and impeller as would appear on the dotted line 5--6 of Fig. 1, and illustrates the compactness of this type combined assembly.

Fig. 7 is a transverse section through the upper blade and cylinder of Fig 6 as would appear on the dotted line 1-1 of that figure. This section illustrates the exhaust gas passages and the piston by-pass supply ports. y

Fig. 8 is partly a plan View and partly a transverse section of and through the upper blade and cylinder of Fig. 6 as would appear on the dotted line 8-8 of that gure. This gure illustrates the stream-lining of the cylinder air cooling fins with the blade angle and the unique location, enclosure and stream-lining of one of the ignition plugs.

Fig. 9 is a. diagrammatic sketch illustrating the installation of my invention in an aviation plane. 'I'his sketch illustrates the general location of the engine ball and sock-et mounting assembly and the shifting lever of such ball.

In the accompanying drawings, similar numerals and letters indicate similar parts in the several views, the numeral I indicates the two throw crank shaft which is adapted to be suitably journaled in the forward and rear main bearings 2 and 3 respectively, which are a tight fit in the crank case end covers. forward end thereof is the high tension magneto 4 magnet wheel, and toward the rear end thereof is secured the locking collar 5. The rear Secured to the end of crank shaft I is elongated and has secured thereto at the end thereof the combined engine counterweight and maneuvering handle grip Ia. 'I'he intermediate portion of'the elongated shaft I has secured thereto the gun clamping bracket Ib, the crank shaft I not being rotatable but held stationary by the locking collar 5. The blades lIi of the impeller are preferably die forgings of steel alloy and are constructed as light in weight as is possible consistent with the necessary strength. 1

The blades are integral with engine cylinders 6a and halves of crank case 6b and are adapted to rotate around the engine crank shaft I. Cylinder exhaust ports or passages 6c' are located in and extend through the walls of the cylinders 6a in such a location that the exhaust gas passing therethrough will have a reactionary effect tending to assist in the rotation of the blades 8 in a forward direction of travel. Also integral with the blades and'cylinders are cylinder supply or piston by-pass ports 6d forming by-pass communication between the crank case 6b and the cylinders Ga above the pistons when the latter are at or near the inward ends of their strokes. 'I'he spark plug recesses Be are located in the lee of the cylinders 6a andthe rear edge of the blades 6 so as to be streamlined and thus reduce air ow friction. Streamlined cylinder cooling fins Bf are located parallel to the blades 6 and are constructed so as not to restrictthe air flow past the cylinders and blades. l

manufactured of bronze or some heat treated steel alloy, are of the off-set type and connect pistons 1 with their respective crank throw journals of the crank shaft I. The rods 8 are tted lat their outward ends with suitable piston pins 8a and at their inward ends with the bearing caps 8b, and are drilled lengthwise for lubricat` ing purposes.

The crankcase 6b, constructed as small as is possible in order to obtain a high inward travel piston compression ratio, is closed at the ends with flanged hub shaped covers 9 and I0 which are recessed in their flanged portions so as to coincide with the annular shaped end shoulders of the halves of the crank case 6b for the purpose of 'retaining the latter securely in contact with each other. I'hese covers 9 and Ill are secured to the crank case with bolts II. The crank case halves are also secured together by bolts I Ia. 4

The forward cover 9 is an aluminum alloy casting which is adapted to support the magneto coil 4a and other stationary parts of such magneto and is counter-balanced at 9a with such parts. The rear cover I0 forms the main journal I 3f and I3d, it is threaded on itsouter diameter near 'its afterend and it is fitted with its securing nut Ib and washer I0c. The after portion of cover I0 is cylindrical in shape and ismavchined externally to fit its 'journal roller bearings ita and the inner adiameter of its spherical shaped mounting ball i5. At its end, the cover i@ is tted with a gun timing cam IB. The interna] diameter of practically 'the entire length of cover i@ is bored andmachined to receive the crank shaft after main bearing 3. The bulk portion of covers 9 andA ill, crank case 6b, magneto 6,

including the wiring conduits db of the latter,`

and such other parts as are in the immediate vlcinityof the crank case Sb, are all enclosed within the streamlined, weather-tight, metal casings i8 which are secured to the crank case by the screws Ita. The high tension ignition wires are enclosed between the magneto coil a` and the spark plug recesses 6e in metal conduits 6b, and the spark plug recesses 6e are made water tight by the fibre caps d screwed onto the ends of spark plugs tc and fitted tightly against the ends of the recesses.

The spherical shaped combined engine and propeller mounting ball |5 is a casting and is machined externally to fit snugly within the internal diameter of the forward and rear halves of the ball socket |5a and |5b respectively. The rear half of the socket is preferably secured in the nose of the plane fuselage and the forward half is secured to the after half with the bolts lc, these halves being adjustable to the ball by removing or replacing adjustment shims |511. This ball i5 has a cylindrical shaped internal surface extending throughout its entire width, which surface is machined to receive the roller bearings iila and the cylindrically shaped after portion of the hub shaped crank case cover l0, and is slotted at the after end to receive and be keyed to the crank shaft locking collar or coupling 5. The ball i5 is further machined on its external diameter by being slotted at |51 for a short distance parallel to the center line of the crank shaft to receive its securing key |5e. This key ie has an elongated rectangular portion which fits snugly within this slot i5f and a cylindrically shaped portion which fits snugly within a suitable recess in the halves of the Aball socket |5a and ibb and prevents ball i5 from rotating in the socket without interfering with its oscillation therein. At any angle other than 90 degrees from parallel with the side surfaces of slot |511 the ball ,i5 has machined in the external surface thereof a semi-circular recess |5g which is adapted to receive the ball bearing ila of the variable ten` sion locking device Il, described later, and has machined in the vicinity of the bottom center thereof and extending through to its internal diameter the inlet supply passage |3c, and inthe upper half it is equipped with the grease ports 15h which connect the grease plug fitting |51' with the roller bearings lla, ball securing key |56v with its slot i'f and the outer circumference of such ball. In fact, the whole cored out section of ball i5 may be packed with grease and connected so as to lubricate the parts mentioned that are to be greased.

The after half i512 of the ball socket has secured to the lower central after portion thereof with bolts i312 the mixing valve or .carburetor I3, and

has a horizontal cylindrically shaped cored orv i5, and consists of a ball bearing Ila fitting ln.\

'recess |59, a combined ball cup and spring retainer member l'lb, a resilient coil spring .|1c, a combined spring retainer and piston member l'ld, which latter has secured thereto the leather` cup He and its securing washer Hf, all of the foregoing parts fitting snugly within a-su'itable cylin drical chamber Ilg which is open at the ball end and reduced at the opposite end of the body portion Il, and is connected at the latter end through the connection and tubing llh to a common screw compression type grease cup, not illustrated, located remotely from il. With reference to Fig. 5 and assuming that the grease cup mentioned and tubing lh is filled with medium body grease, any supply of such grease from such grease cup to .the right of |'ie in Hg would increasethe tension of spring `|'Ic .on ball bearing Ila and consequently on ball i5, and vice versa, while an abnormal supply of grease to Ilg would cause the adjoining ends of members Hb andlld to contact and thereby result in locking ball l5 with ball bearing Ila. This locking device is designed to remotely and hydraulically lock or vary the tension of the locking of ball i5 in a fixed position in its socket through the manual efforts of the engine operator. The oscillation of the ball in [its socket, and consequently the shifting of the anfgle of the impeller 6 to its ball socket mounting, is accomplished manually in small engines by the operator through the handle grip la. i

As customary in two stroke cycle engines the engine lubricating oil is mixed with the gasoline and is supplied'to the engine along with the inlet supply charges through the carburetor i3, which is equipped with the usual common type butterily controly valve |3112, needle valve |33, float chamber |3y, and gasoline connection |32. The inlet fuel supply'` charge to the cylinders Ea from the atmosphere through the opening in the bottorn of the triple screened air filter |30; is accomplished as follows:

As the impeller blades 6 are rotated to the right, Fig. 6, the pistons 'l are moved outward in their respective cylinder 6a, due to the fact that the crank shaft does not rotate, from the position in which they are illustrated in Figs. l and 6. This outward movement of pistons E causes them to cover the cylinder supply ports 6d, and the rotation of the propeller also causes the cylindrically shaped portion of the hub journal i@ to rotate within the ball |5`from the position in which it is illustrated in Fig. 2 to the position in which it is illustrated in Fig.' 3 and in the direction of travel illustrated by the small arrows in both figures.

At approximately thejnstant' that .the pistons cover the outer ends of ports 6d, the radial supply ports |3f and |3d in hub journal l0 and bearing 3 start cooperation with the longitudinal supply port |3e, located in the crank shaft i and extending longitudinally therein between the ports i3d and |3f. The port ld at this same instant starts cooperation with the radial supply passage |30 in the ball i5. As'the pistons i continue their outward travel in cylinders 6a a partial vacuum is formed in the crank case 6b and causes air to be drawn from the outside atmosphere through the strainer |3a, thence through the carburetor I3 where it mixes with the gasoline and lubricating oil', thence through the horizontal supply passage |31), thence through the radial supply passage |3c,

thence through the radial supply port |3d, thence through the horizontal supply passage |3e, thence through the radial supply portV l3f, which is in ply ports I3g into the crank case 6b. This supply suctionlcontinues during the remainder of the outward travel of the pistons 'I and somewhat beyond the outward dead center stroke travel of such pistons, due to the generated velocity of travel of the inlet supply charge, as diagrammatically illustrated by the position of travel of the power blade 6 of Figs. l and 6 by the small arrow in Fig. 4. v At this point of travel of, th`e pistons 1 as illustrated by the position of travel of the hub I0, Fig. 4, the inlet supply port I3d cuts off its cooperation with inlet supply passages I3c and I3e, while at the same instant supply port I3f cuts oi its communication cooperation with inlet supply passage I3e, and thus the inlet supply to the crank case Eb Y is terminated.

As the pistons 'I travel inward from their out-V ward dead centers, the inlet supply charge in the crank case 6b inward of them is compressed in the crank case, being trapped, without an outlet from crank case 6b, the amount of compression pressure attainable within such crank case depending upon the piston displacement compression ratio. `As the pistons 'I near the inward ends of their inward dead centers, they uncover the cylinder supply ports-or piston by-pass ports 6d and allow the compressed inlet supply charge in the crank case 6b to flow through the ports '6d into the cylinders 6a and there to be deflected toward the ends of such cylinders by the deflection flanges 1b of the pistons 1. As the pistons 'I continue their travel and start outward in their respective cylinders 6a, the combustion supply charge is compressed in the cylinders outward of the pistons 1 and as the pistons near their outward dead centers a spark from the high tension magneto 4 occurs at the spark plugs 4c and combustion of the uel supply charge follows, thus forcing the pistons 1 inward on their power strokes. As the pistons near their inward dead centers of travel they uncover the exhaust ports or passages 6c and the expanded gas is allowed to escape into the atmosphere. As this exhaust gas leaves the cylinders under 'considerable absolute pressure, its velocity is somewhat higher than the rotary speed of the cylinders at the radius from the center of the crank shaft at which passages 6c are located, and consequently a reactionary elect results, and as the exhaust passages are a part of and are located in the lee of the rotary motion of the impeller blades 6', the blades are kicked ahead ina forward motion by such reactionary eiect. It is obvious, therefore, that inasmuch as the' velocity of the exhaust gas leaving the cylinders in the manner described is reducedl by the feet per second travel of the cylinders in an opposite direction, that the sound caused by such 'exhaust would be muied considerably. The sound would also be further muffled by the air passing through the silencer holes 6g, which latter are located in the sides of exhaust ports I c. The cylinder supply or piston by-pass ports 6d are drilled diagonally to the walls of the cylinders 6a, as illustrated in Fig. 6, so that the inlet supply charge as it passes from the crank case 6b to the cylinders 6a will be scooped from the crank case due to the direction of rotation and velocity of travel of impeller 6 and will enter the cylinders at an angle and under a velocity such that will force it toward the outer ends of such cylinders and will cause it to displace the exhaust gas therein. The inner ends of these supply ports 6d have pressed thereinto the annular shaped lubricating oil baffles 6h which project slightly into the crank case 6b and thus prevent centrifugal force from throwing the bulk of the lubricating oil from the crank case into the cylinders 6a through ports 6d.

The inlet supply to crank case 6b is considerably accelerated due to the velocity of rotation travel of the hub shaped cover I and the centrifugal force generated during such rotation.

It is also understood that the gasoline type of engine herein shown may be replaced by an oil fuel powered engine of. the compression ignition type. l

When this engine assembly is used in a small plane for military purposes, a machine gun Ila may be clamped in a pair of brackets similar to Ib which will cause the gun to be moved with the shaft Ib and to point in the direction which the impeller is pulling the plane as diagrammatically illustrated in Fig. l and on the object being pursued. In such a case the handle grip weight -Ia can be eliminated and the ball I osclllated with the butt-stock of the gun. The ring mech-v anism of the gun can then be connected up electrically so that said gun may bel red either by closing or opening the electric circuit by and through cam I4 which latter is in timing with the impeller blades.

It is further contemplated that a plane of approximately eight foot wing spread, adapted to carry the operator only, and equipped with a relatively small engine, impeller and ball and socket mountingassembly of the type described herein, could be built so as to take off and land having little or no run-way, so as to make approximately 250 miles yper hour, and have a flight radius of 1,000 miles or more.

With the type of combined engine and impeller as herein described mounted in bearings to rotate in a ball and socket of the type specified and with the latter mounted in the nose of. an avia-` tion plane, it is obvious that such plane could be steered, elevated or depressed by changing the angle of said combined engine and impeller to said nose of said plane through movement of said ball, and that the usual rudder, elevator and aileron controlling devices (of and if installed and used in such plane) would be for abnormal purposes only in controlling the movement of such plane.

It is apparent that if any one organization were to operate a eet of planes, boats or rapid transit vehicles powered with assemblies as described herein, that such planes, boats or vehicles could be quickly restored to service in case of damage to .such assembly by and through replacing such damaged assembly minus half of ball socket ISb with a spare assembly.

While starting the engine and operating it under steady cruising conditions the ball I5 maybe locked in its central position in its socket by the xed position locking device II.

The invention herein described may be manufactured and used by or for the Government of the United Statesl of America for governmental purposes without the payment to me of any royalty thereon or therefor.

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

1. In an internal combustion engine having a non-rotatable crank shaft and a plurality of cylinde`rs extending radially therefrom and rotatable concentrically thereto, an elongated tubular hub member secured to and extending an appreciable distance at right angles from said rotating said hub cylinders and concentric with said'crank shaft,

said hub member being rotatably journalled on said crank shaft, a spherical ball member Within which said hub member isrotatably journailed, and a spherical ball socket within which non-rotatable crank shaft and a plurality of cylinders extending radially therefrom and rotatable concentrically thereto, an elongated tubular hub member secured to and extending an appreciable distance at right angles from said cylinders and concentric with said crank shaft, said hub member being rotatably journalled on said crank shaft,` a spherical ball member -within which said hub member is rotatably journalled, and a spherical ball socket Within which said ball member is oscillatably journalled, said engine rotating said hub member internal to said ball member and external to the surface of said crank shaft, means for oscillating said ball member Within said ball socket, and means for preventing said ball member from rotating within.

said ball socket comprising a key extending lfrom the body portion of said ball socket into an elongated circumferentially extending keyway located in the periphery of said ball member parallel to said crank shaft of the engine.

3. In an internal combustion engine having a non-rotatable crank shaft and a plurality of cylinders extending radially therefrom and rotatable concentrically thereto, an elongated tubular hub member secured to and extending an appreciable distance at right angles from said cylinders and concentric with said crank shaft, said hub member being rotatably journalled on said crank shaft, a Aspherical ball member within which said hub member is rotatably member is oscillatably journalled, said engine member and external to the surface of said crank shaft, means for oscillating said ball member vwithin said ball socket, and means for preventing' said crank shaft from rotating within said ball member comprising an annular shaped disc secured to said crank shaft and said ball memv ber and located within the latter.`

4. In an internal combustion engine Vhaving a non-rotatable crank shaft and a plurality of cylinders extending radially therefrom and rotatable concentrically thereto, an elongated tubular hub member secured to and extending an appreciable distance at inders and concentric with said crank shaft, said hub member being rotatably journalled on saidcrank shaft, a spherical ball member withinY which said hub member is rotatably journalled, and va spherical ball'socket within whichv said ball member is oscillatably journalled, said engine rotating said hub member internal to said vball member and external to the surface of said crank shaft, means for oscillating said ball member within said ball socket, and remotely controlled means for locking said ball member within said ball socket in a predetermined fixed position comprising a hydraulically operated remote- 1y controlled locking device.

-ber and journalled,`

and a spherien ban socket within which said bau' 'from the interior of member internal to said ball.

right angles from said cyl- 5. In an internal combustion engine having a non-rotatable crank shaft and a plurality of cylinders extending radially therefrom and rotatable concentricallythereto, an elongated tubular hub member.secured to and extending an appreciable distance at right angles from said cylinders and concentric with said crank shaft, said hub member being rotatably journalled on said crank shaft, a spherical ball member within which said hub member is rotatably journalled,A

and a spherical ball socket within which said ball member is oscillatably journalled, said engine rotating said hb member internal to said ball member and external to the surface of said crank shaft, means for oscillating said ball member within said ball socket, access communication means for admitting an inlet charge to said engine consisting of a carburetor secured to the body portion of said spherical ball socket, a chamber extending from said carburetor through said body portion of and into the interior of said ball socket and providing constant communication therebetween, a radially extending cavity in said ball member providing constant communication between the interior-and exterior of thev latter and providing constant communication with said chamber, a radially extending port in said hub member providing constant communication between the interior and exterior of the latter and, during the rotation of said hub member within said ballmember,l coinciding and intermittently and simultaneously cooperating with and providing conimunication between said cavity in said ball mema longitudinally extending passage in said crank shaft, said passage being located in the periphery of said crank shaft and extending longitudinally therein radially extending port an appreciable distance therebeyond toward said engine, a combined radially and diagonally outward extending passage located in said hub member and extending of the ends of the cylinders adjoining said crank shaft and, during the rotation of said hub member within said ball member, coinciding and intermittently cooperating with the engine end of said passage-in said crank shaft.

6. AIn an internal combustion engine adapted to propel an object and having a non-rotatable crank shaft and a plurality of cylinders rotatable radially thereto, an elongated tubular hub member secured to and extending an appreciable distance at right angles from said cylinders concentric with said crank shaft, a spherical ball member having a cylindrically shaped chamber therein and having said hub member rotatably journalled therein, and a spherical ball socket :secured to said object, said ball member being FRANK DAvnJ Burana.

the latter to the vicinity` socket secured to saidv from the -vicinity of said said ball from rotating-

Images