US2330528A

US2330528A - Rotary internal combustion motor

Info

Publication number: US2330528A
Application number: US341375A
Authority: US
Inventors: Stucke John
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-06-19
Filing date: 1940-06-19
Publication date: 1943-09-28
Anticipated expiration: 1960-09-28

Description

Sept. 28, 1943. J. STUCKE 2 ROTARY INTERNAL COMBUSTION MOTOR Filed June 19, 1940 4 Sheets-Sheet 1 In ventor A iiomey Sept. 28, 1943. J. STUCKE 2,330,528

ROTARY INTERNAL COMBUSTION MOTOR I Filed June 19, 1940 4 Sheets-Sheet 2 nvenior Sept. 28, 1943. J. STUCKE 2,330,528

ROTARY INTERNAL COMBUSTION MOTOR' Filed June 19, 1940 '4'Sheets-'Sheet 3 Sept. 28, 1943. .1. STUCKE 2,330,528

I ROTARY INTERNAL COMBUSTION MOTOR Filed June 19, 1940 4 Sheets-Sheet 4 In venior Patented Sept. 28, 1943 ROTARY-INTERNAL COMBUSTION MOT-R John Stuc ke,Philadelphiajla 7 Application June 19, 1946, Serial No; 341,375 roiaim. (c1. 12-3-44);

This invention relates to rotary motors of internal combustion type, the generalobject of the invention being to provideracasing containing the cylinde'rswithzneans for rotatably supporting the casing and to provide. piston rods connected with the crankshaft which is also rotatably supported, with the crankshaft and easing rotating in opposite direction.

Another object of the invention is to construct and arrange the parts so that the engine will produce as'much power from a small size motor that has been produced by a larger motor heretofore, with the crankshaft of the improved motor making but one revolution for every two revolutions made by crankshaits of motors as now constructed.

A further object of the invention is to make the rotary case in'such' a manner that the major portions of the cylinders will be contained therein as well as the major portion of the shafting, the flywheel and the operating means, with means whereby the engine can be constructed to occupy a vertical position for reardrive of a motor vehicle as wellas in a horizontal position for use in front of the vehicle.

This invention also consists in certain other features of construction and inthe combination and arrangement of the several parts to be hereinafter fully described, illustrated in the accompanying drawings and specifically pointed out in the appended claim.

In describing the invention indetail, reference will be hadto the accompanying-drawings wherein like characters denote like or corresponding parts throughout the several views, and in which- Figure l is a top plan view of the improved motor.

Figure 2 is a vertical longitudinal sectional view through Figure 1. t

Figure 3 is a View looking toward the right hand end of Figure l with parts in section and parts broken away.

Figure 4 is a transverse sectional view through Figure 2, the section being taken through four of the cylinders and the pistons.

Figure 5 is a diagrammatic view of the firing system.

Figure 6 is a detail view with parts in section of the gearing.

Figure '7 is a view of the stationary cam carry ing member.

Figure 8 is a diagrammatic view showing a modified means of operating a valve.

. This invention isan. improvement over that forming the subject matter of an application filed by me onOctober 26,1939, Serial No. 301,501.

In these views the letter. A. indicatesan elongated circular casing or drum which is supported I for rotary movement in: any suitable-manner from a base frame, a rear portion of which "is shown at l and a front portion at 2. A plurality of cylinders 3- is carried by the drum or casing and said cylinders are radially arranged thereon with the cylinders arranged in pairswith one cylinder of a pair arranged diametrically opposite the other cylinder of a pair and' the pairs are out of alignment as shown. The inner'portions of the cylinders extend into the drum. or

casing and'the cylinders are suitably attached haust passages by the exhaust manifolds i0 and the inlet valves are shown at 'l I and the exhaust valves at I2.

A piston I3 is located in each cylinder and the connecting rods M of each pair of pistons are connected to a crank lfi'of a crankshaft i6 journaled in one end of the casing as shown at IT and havingits other'end journaled in a partition [8 in the casing as shownat I9. A gear 20 is fastened to thatend ofthe crankshaft which is passed through the partition i8 and a second partition 2! extends across the casing and car ries bearings 22 for a number of stub shafts 23 each of which has a gear 24 on one end meshing with the gear 28 of thecrankshaft and a pinion 25'is carried by the other end of each shaft 23 for'meshing with a stationary gear 24 on a stationary hub 25 passing through an end of the casing and attached to the part 2 of the frame as shown at 2t. This arrangement of gearing causes both the casing A and the crankshaft 16 to rotate but in opposite directions.

A tubular shaft 2'! passes through the center of the partition 2| and it also passes through a tubular part 28 which is rotatably arranged in the stationary hub 25. A carburetor, shown at C in dotted lines in Figures 1 and 2 is in communication with the tubular member 21 and branches 29 extend from the inner end of the tubular member 21 through parts of the casing A and connect with the inlet manifolds 9 so as to supply explosive mixtures to the cylinders. Each valve is actuated by a bellcrank pivotally supported in the casing, one arm of the bellcrank engaging the valve stem and its other end being engaged by a rod 3| supported for sliding movement by a sleeve 32 in the partition 2l. A second bellcrank 33 is pivotally supported by a circular portion 34 in the casing A and said bellcrank is engaged by a rod 35, these rods being engaged by the cams 36 on the stationary hub 25 so that they will actuate the valves in the proper manner during the rotary movement of the casing which brings the rods 35 into position to engage the cams,

Instead of the operating means for the valves movement of the parts will cause actuation of the exhaust and inlet valves by the earns 36 on the stationary hub member 25 and such movement also controls the flow of current to the spark plugs. The control of the ignition circuit is located at the right hand end of the motor and the parts are so arranged that the automatic advance of the spark will be controlled by centrifugal force. Lubricating oil is to be placed in just described the means shown in Figure 8 may room 35' from a cam on the stationary hub.

The drum carries the brackets and each bracket carries an angle arm 4 l, the free portions of these arms extending inwardly toward the stationary hub 25 and at the free end of each arm is .a contact roller 42. The stationary part 25 carries a housing 43 having a contact part 44 in its upper end for engagement by the rollers 42 as the rollers rotate with the casing A. A plunger 45 is slidably arranged in the housing and in a part of the stationary hub 25 and has its inner'end seated in a cam groove 46 formed in the tubular member 28, the cam 4% formed in the bottom of the groove engaging the plunger :5, as shown in Figure 5, so as to complete the circuit to a spark plug each time the high part of the cam engages the plunger and a roller 42 engages the contact member 44. Preferably the order of firing for a four-cylinder motor is as shown in Figure 5.

An exhaust ring 49 is supported from the frame I and the exhaust manifolds exhaust thereinto through the pipes 49. A flywheel 50 is connected with the shaft l6 and is located in the casing A.

Either the left hand-end of the crankshaft or the left hand end of the casing may be used for driving other mechanisms and it will be seen that the major portion of the actuating mechanism is located in or at the other end of the engine.

As will be seen the power impulses of the pistons will be communicated to the crankshaft and through means of the gearing rotary movement will also be imparted to the casing A but said casing will be rotated in an opposite direction from that of the crankshaft as shown by the arrows at and b in Figure 5. Of course, the rotary the casing and as the casing rotates the oil will reach all working parts. However, if desired any oil pump can be used.

As will be seen this engine eliminates the usual radiator, hose connection, water pump, oil pump, distributor shaft, etc,

The gears are to be so arranged as to have the casing A and crankshaft travel at the same speed but in opposite directions.

It is thought from the foregoing description that the advantages and novel features of the invention will be readily apparent.

It is to be understood that changes may be made in the construction and in the combination and arrangement of the several parts provided invention, what is inner end of the hub, a second partition extending across the crank case and located between the cylinders and the first partition and in which the inner end of the crank shaft is journaled, a stationary gear on the inner end of the hub, agear connected with the inner end of the crank shaft, stub shafts passing transversely through the first partition and rotatably arranged therein, pinions fastened to the inner ends of the stub shafts and meshing with the gear connected with the inner end of the crankshaft, pinions fastened to the outer ends of the stub shafts and meshing with the gear connected with the inner end of the hub, whereby rotary movement of the crankshaft is imparted to the crankcase with the crankcase rotating in an opposite direction to that of the crankshaft.

JOHN STUCKE.