US2263361A

US2263361A - Internal combustion engine

Info

Publication number: US2263361A
Application number: US321763A
Authority: US
Inventors: Jr Robert Lawrence
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-03-01
Filing date: 1940-03-01
Publication date: 1941-11-18
Anticipated expiration: 1958-11-18

Description

NOV. 18, 1941. LAWRENCE, R 2,263,361

INTERNAL COMBUSTION ENGINE Filed March 1,' 1940 2 Sheets-Shee t 1 my, pZMnM Nov. 18, 1941.

R. LAWRENCE, JR 2,263,361

7 INTERNAL CONBUSTION ENGINE Filed March 1, 1940 2 Sheets-Sheet 2 aha/2W Wom n;

Patented Nov. 18, 1941 UNITED STATES PATENT OFFICE INTERNAL COMBUSTION ENGINE Robert Lawrence, J r., New York, N. Y.

Application March 1, 1940, Serial N0. 321,763

3 Claims.

This invention relates to a rotary internal combustion engine.

A primary object of the invention is the provision of a rotary internal combustion engine which is simple in construction, involving a minimum number of parts while at the same time possessing maximum power and efliciency.

Still another aim is the formation of a rotary internal combustion engine in which the heat of combustion and friction is rapidly dissipated and which is of a construction facilitating assembly and disassembly of the cooperating elements composing same.

Yet another purpose of the invention is the production of a rotary internal combustion engine wherein retention of residual gases with attendant dilution of fresh charges is completely eliminated.

A still further object is the provision of a rotary internal combustion engine which provides a more complete expansion cycle with an accompanying lower exhaust temperature and pressure.

For a more complete understanding of the nature and objects of the invention, reference will be had to the following drawings, wherein:

Fig. 1 is a view partially in side elevation and partially in transverse section of the internal combustion engine in accordance with a preferred embodiment of the invention.

Fig. 2 is an enlarged fragmental transverse section disclosing in particular the relation between one of the pistons carried by a rotor and the stationary casing.

Fig. 3 is a section in a plane substantially as represented by the line 3-3 in Fig. 2.

Fig. 4 is an edge elevation of the complete engine.

Fig. 5 is an enlarged view partially in elevation and partially in section in a plane represented by the line 5-5 in Fig. l.

Referring now in detail to the drawings by the use of reference characters, and wherein like characters designate like parts in the different views, I9 designates a stationary casing and which for the sake of expeditious assembly is preferably constructed of upper and lower sections H] and lll respectively. The sections lll and Ill have diametrical mating faces outside the pressure zones and are removab-ly connected together in metal to metal contact by means of bolts l l extending through apertures in mating flanges l2 of the sections. The lower casing section lo is provided with opposed flanges 13 for Rotatably mounted within the casing I9 is a rotor l5 which includes a concentric rim I6 and a side disk H, the disk being secured to a power shaft I8 rotatably mounted in suitable bearings. The casing l0 includes a cylindrical base portion I9, concentric to shaft l8, which portion and the rotor rim l6 are provided with cooperating circumferential grooves and projections represented at 29 for forming an effective gas seal between the casing and rotor. The base portion I9 of the casing is substantially axially coextensive with the rotor rim l6 and rests directly thereon for a substantial circumferential distance at diametrically opposed locations as indicated at H in Fig. 1. From these points the base portion l9 isgradually displaced outwardly for a substantial width thereof to the joining plane of the sections Ill and Ill". From such plane the extended base portion in the form of an outer wall 22 extends concentrically and in radially spaced relation to rim l6 together with which and the opposed side walls 23 providing circumferential combustion chambers 24 having end closing walls 25. Each combustion chamber 24 is provided with an exhaust port 26 adjacent the junction of sections Ill and IN and the casing In further includes a right angular wall 21 in spaced relation to

walls

22 and 23 extending from the exhaust ports 23 to the end walls and providing water cooling jackets for the combustion chambers, the cooling water outlets 28 being shown in Figs. 1 and 4.

A piston segment 29 is carried bythe rotor l5 for cooperation with each of the combustion chambers 24. The pistons 29 are diametrically opposed and each is pivotally mounted at one end thereof on a removable pin 30 suitably supported by the rim l6 of rotor 15 adjacent one end of a slot 3| therein.

Each of the pistons 29 includes an outer arouate wall 32, side walls 33, a base plate 34 intermediate the side walls 33 and concentric with rim IS, a forward sloping wall and lateral flanges 36. It is to be particularly noted that the wall 32 and plate 34 diverge from the pivot pin 39 and that Walls 32 and 35 merge into a body portion 31 which is provided with a recess 38 for a sealing ring expansion spring assembly 39. The piston 29 possesses recesses in the top as well as the sides opposed to the body portion 31 and a U-shaped sealing and impact cushioning ring 49 is seated in each of the recesses. Each ring 49 has a centrally depending projection 4| engaged by a bar 42 in recess 38. The bar 42 is attachment to fixed supports by means of bolts I4. yieldingly u g upward y a plurality 0 CO springs 43 resting on a plate 44 which is held in the recess by means of a pin 45. The pistons 29 are rotatable with the rotor l5 and are normally urged outwardly about the pivot pins by any suitable means such as coil springs 46 encircling the pivot pins and engaged with the pistons and rotor rim Hi. The springs 46 while not sufliciently capable of holding the pistons in position during their explosion movement, do maintain the outer walls of the pistons against the base portion l9 or merging outer walls 22 of the casing during rotation of the rotor l5.

The wall 25 of each combuston chamber 24 is tapped for the reception of a spark plug 41 and secured to one of the side walls of the casing adjacent each wall 25 by means of bolts 43 is a bracket 49 provided with a fuel inlet connection 59 which communicates with the respective chamber 24 immediately within the wall 25, which wall is provided with a sloping inner surface 5| for a purpose later described. The admission of pre-compressed fuel charges into each of the chambers 24 is controlled by a valve 52 which is operated in proper time sequence by means of a rocker arm 53 pivotally connected at 54 to an extension 55 from the bracket 49'. A rod 56 is pivotally connected at 51 to one end of the arm 53 and a rod 58 is pivotally connected to the other end of the arm. The rod 53 carries or is suitably connected to the valve 52 and therod 58 projects into the path of a cam 59 rigid with the side disk I! of the rotor l5. As the rotor l5 rotates within the casing It the pivotally mounted pistons 29 are maintained in engagement with the outer wall of the casing by 5 rotor, that is; the piston is forced by base portion I9 of casing l9 radially inward through the rim slot 3| against the action of the spring 45. Upon reaching the ignition end of the chamber 24 the piston will swing outwardly in the slot 3| into such chamber, sudden impact against the outer wall 22 of the chamber being avoided by the gradual riding upward of the wall of the piston on the inner inclined surface 5! of the wall 25. The rings 49 being normally urged beyond the outer walls of the piston also act to cushion the engagement of the piston with the chamber walls. While the springs urge the pistons outwardly they are insufficient to hold the pistons when subjected to the fuel charge explosions and therefore a pair of rollers 65 and GI are supported radially inward of each chamber 24 and in such position as to successively engage the plate 34 of the respective pistons and thereby positively maintain the piston within the combustion chamber during the working stroke thereof.

It is to be particularly noted that the plate 34 and flanges 36 are transversely continuous at the front end of each of the pistons, such transversely continuous portion extending beyond the wall 35 and being provided with projections 63 received in corresponding recesses in rim l6 and furthermore the flanges 36 are provided with circumferential projections 6 received in cor responding recesses in the rim l5. These projections and recesses come into engagement as the pistons snap into the combustion chamber 24 and provide a gas seal between the rotor rim and pistons, the rings 40 forming a seal against gas leakage past the walls 32 and 33 of the pistons. The hollow interiors at the pistons 29 between their pivots 30 and the flanges 36 are open on opposite sides of the plate 34 as is indicated in Fig. 3 whereby heat is rapidly dissipated within the rim. I6 of the hollow rotor l5. Thus by the provision of the water cooling jackets together with the hollow constructions of the rotor and pistons a highly efficient cooling system is provided.

In operation the fresh charge is drawn into the intake of a simple reciprocating or other positive displacement compressor, from the usual carbureting device and then compressed to a predetermined amount in an intake manifold. The charges enter the chambers 24 between the walls 25 and 35 through the fuel-air intake manifold connections 59 and the corresponding valves 52. This charging begins at the instant the pistons enter the chambers and contact the walls 22. The charging operation is maintained the requisite length of time, governed by the length of the cams 59, and in turn, governed by the predetermined volume of compressed fuel-air mixture required per working impulse. At the time the valves 52 close ignition through plugs 41 takes place, and the pistons are driven through the working impulse until they pass the exhaust ports 29, where the products of combustion escape. This operation produces four working impulses per revolution of the rotor l5, or, in other words, one twin power impulse every degrees at rotor rotation.

The invention, however, is not limited to two pistons as four or more may be provided with a corresponding greater number of working impulses per revolution of the rotor. Residual gases are completely eliminated from the combustion chambers 24 due to the complete occupation at the chambers by the pistons when in working position therein. The improved engine in accordance with this invention provides for a more complete expansion of gases as follows:

The charge is assumed compressed in a compressor having a capacity of six times the volume of the combustion spaces when the pistons have moved through the distance during which the valves 52 are open as governed by the length of the cams 59. From this point to the exhaust ports 26 is the length of expansion which in the specific design illustrated is fourteen times the volume of the compressed charges in the combustion spaces when the valves 52 close and isnition begins. This is equivalent to a compression ratio of six to one and an expansion ratio of fourteen to one. The compression and expansion ratio relationships can be any pre-determined value, and the engine measurements made to suit. The limit to compression is, of course, a point safely below the temperature of compression-ignition of the fuel-air mixture, and the expansion limit is governed by the volume of compressed fuel-air mixture desired and the expansion space available around the periphery of thecasing 10.

While I have disclosed but a single specific embodiment of my invention, such is to be considered as illustrative only, and not restrictive, the scope of the invention being defined in the sub-joined claims.

What I claim and desire to secure by Letters Patent is:

1. A rotary internal combustion engine comprising a stationary casing having a cylindrical base portion, spaced circumferentially extending combustion chambers opening through the base portion, a rotor including a concentric rim in continuous bearing engagement with the base portion and having circumferentially elongated slots corresponding in number to the combustion chambers, pistons pivotally supported at corresponding ends to the rim and successively movable through the slots into and out of the combustion chambers upon rotation of the rotor, the pistons including base plates supported with in and concentric with the rim when the pistons are in the combustion chambers, spring means associated with the pivotal connections of the pistons for urging same into the combus- Lion chambers, rollers radially inward of the 3. A rotary internal combustion engine comprising a stationary casing having a cylindrical base portion, spaced circumferentially extending combustion chambers opening through the base portion, a rotor including a concentric rim and a disc secured at its center to a power shaft, a plurality of pistons corresponding in number .to the combustion chambers and pivotally supported by the rim for successive movement into and out of the combustion chambers, a gas inlet at the advance end of each combustion chamber, a bracket secured to the casing adjacent the advance end of each combustion chamber, a rocker arm pivotally connected intermediate its ends to the bracket, a valve for controlling the inlet and having an actuating rod pivotally connected to one end of'the rocker arm, a rod slidably supported by the bracket and having one end thereof pivotally connected to the opposite end of the rocker arm and with the free end thereof adjacent the disc and cams supported by the .disc for engaging the free ends of the slidably mounted rods upon rotation of the rocker for controlling the admission of gas to the combustion chambers.

ROBERT LAWRENCE, J R