US2353446A

US2353446A - Internal-combustion engine

Info

Publication number: US2353446A
Application number: US447332A
Authority: US
Inventors: Herman F Davidson
Original assignee: Individual
Current assignee: Individual
Priority date: 1942-06-17
Filing date: 1942-06-17
Publication date: 1944-07-11
Anticipated expiration: 1961-07-11

Description

' July 11, 1944. 1 H, F DAVISQN 2,353,446

INTERNAL COMBUSTION ENGINE Filed June 17, 1942 e sheets-sheet 1 July 11, 1944. H DAV|DSQN v 2,353,446

INTERNAL COMBUSTION ENGINE Filed June.17, 1942 e sheets-sheet 2 f`/ 16.9 163 J6 Z132 l@ 165' 130 J/CZl July 11, 1944. H. F. DAVIDSON INTERNAL COMBUSTION ENGINE Filed June 17, 1942 6 Sheets-Sheet 5 July 11, 1944. H. F. DAVIDSON INTERNAL COMBUSTIONVENGINE Y Filed June 17, 1942 6 Smeets-sheenV 4 6 Sheets-Sheefl 5 .July 11, 1944. H. F. DAvlDsoN INTERNAL COMBUSTION ENGINE Filed June 1v, 1942 July 11, 1944. H. F. DAVIDSON pINTERNAL COMBUS'IION` ENGINE Y e sheets-sheet e Filed June 1'7, 1942 @m d@ y l m N @a @ff l j f ,//f/ m .f M i w y m 7//////// W N 1 lu Y Hy@ l 0 W 4 Patented July 11, 1944 UNITED NSTATES PATENT OFFICE INTERNAL-COMBUSTION ENGINE Herman F. Davidson, `Sioux City, Iowa Application `lune 17, 1942, Serial No.` 447,332 4 Claims. (Cl. 123-14) The present invention relates to internal com- .bustion engines. and is particularly concerned with internal combustion engines of the rotary type.

One of the objects of the invention is the provision of an improved rotary combustion engine which will be simple to manufacture, efcient in operation, and which is adapted to produce tremendously more power per pound of weight than any ofthe motors of the prior art. Y

Another object of th invention is the provision of a rotary internal combustion engine which is particularly adapted to be used in airplanes,

`such as war planes, in which the savings in weight can be utilized. either for carrying greater fuel load, greater bomb load, heavier armament, or a combination of these diilerent loads.

Although by reason of its lighter weight per horse power the present motor is peculiarly adapted tohave particular advantages when used in airplanes, I do notwish to limit myself to any particular use, as the motor is of general application and may be used for myriad other purposes, such as automobiles, motor driven generator power plants, locomotives, or for any other kind of work requiring a rotary source of power. I desire it also to be understood that while the embodiment selected to illustrate the invention comprises a motor adapted to use carbureted gasoline for its fuel, ignited by spark plugs, certain of the `structures of the engine are adapted to be used in other types of combustion engines, such as Diesel engines, inrwhich the relatively lighter structure will be of particular advantage, since Diesel engines are known to be heavier per horse power than the other types of internal combustion engines.

' Another object ofthe invention is the provision of a rotary combustion engine of the class described which may be constructed in a plurality of simple units adapted to be mounted end to end in a frame in such manner that i! one sion of an improved rotary internal combustion engine with improved cooling arrangements whereby the stator may be cooled by means of water or other liquids and the rotor may be cooled by means of oil which may also be used for lubrication oi' various parts.

Another object of the invention is the provision oi an improved rotary combustion engine having a novel type of cycle by means of which a greater efficiency is secured with the use of the same elements for simultaneous compression and intake and use of another of the same elements for simultaneous expansion and exhaust.

Another object of the invention is the provision of an improved rotary internal combustion i structed as to permit convenient adjustment and v in which the motor is so constructed as to permit simultaneous firing at any desired number of points equally spaced about the periphery oi' the motor, resulting in even torque on the shaft.

Another object of the invention is the provision ci a motor assembly comprising various motor units which may be arranged with their ilring points equally spaced about the periphery of a full circle so that the units may be red in the `same firing order as the individual cylinders of an automobile engine of the piston type, thereby securing a more even torque.

Referring to the drawings, of which there are six sheets,

Fig. 1 is an elevational view of a rotary internal combustion motor assembly, including a I plurality of units embodying the` present invention:

of the units becomes displaced it'may be taken out of the frame and` quickly replaced by another motor unit.

Another object of the invention is the provision p pression has reached its maximum point, such as takes place in the devices of the prior art.

Another object of the invention is the provi-v Pig. 2 is a sectional view, taken on a plane at right angles vto the axis of the shaft of o ne of the units. showing .the details of construction of the rotor and stator:

Fig. 31s a view in perspective ot one of the vanes carried by the rotor. which serves as the driving element for the rotor;

Fig. 4 is a transverse sectional view, taken on the plane of the line 4 -4 of Fig. 3, looking in the direction of the arrows;`

Fig. 5 is a sectional view. taken on the plane of the line I-l oi' Fig. 2, looking in the direction oi' the arrows, showing the details of structure of the motor unit, on a plane' passing through the axis of the shaft;

Fig. 6 is a fragmentary sectional view through a part of the stator, showing the details of construction of the water `lacket at one of the points in the rotor, the section being taken on the plane of the line 6-6 of Fig. 2;

Fig. 7 is another sectional view, taken on the plane of the line 1'-'| of Fig. 5, looking in the dlrection of the arrows, showing the various: conduits for conducting cooling water to the stator, oil to the rotor, and the intake and exhaust conduits for the various stages of the unit;

Fig. 8 is a diagrammatic elevational view of one .of the valve actuating cams, which may be called the transfer-expansion cam, shown in connection with a diagrammatic view of the rotor and its vanes;

Fig. 9 is a fragmentary sectional view, taken on the plane of the line 9--9 of Fig. 8, showing the details of construction and mode of securement of the adjustable parts of the cam of Fig. 8 and of the other cams used;

Fig. 10 is a diagrammatic elevational view of the exhaust-intake cam, shown in connection with the diagrammatic representation of the rotor and its vanes, to illustrate the position of the cam parts relative to the rotor;

Fig. 11 is a diagrammatic elevational view of the compression-transfer cam, shown in connection with the diagrammatic representation of the rotor and itsvvanes, to illustrate the relative positions between the cam and the rotor parts;

Fig. 12 is an enlarged fragmentary sectional view on a plane extending radially with respect to the drive shaft of the motor, taken at a point in front of one of the valves, carried by the stator, to show the structure of the valve;

Fig, 13 is a fragmentary sectional view, taken at the transfer and ignition chamber of one of the stages, showing the details of construction of the valves used for defining this chamber and the compression element, also preferably employed for raising the compression uniformly from minimum to maximum at the point of ignition or thereabouts;

Fig. 14 is a diagrammatic sectional view of a portion of the main elements of the internal combustion engine unit, showing the position of a vane at the beginning of the intake, the other vane being at the ignition point or thereabouts;

Fig. 15 is another similar diagrammatic view, showing the position of the same vane and the valves as the vane finishes intake and begins to complete compression against the second of two valves, the other vane being at a point Where it is practically completing exhaust in front of it and expansion behind it;

Fig. 16 is a similar diagrammatic view, in which one of the vanes has reached the position where the first of the two valves at the transfer chamber has been lifted, but the second has 'been closed, and compression and transfer are taking place against the second of two valves;

Fig. 17 is a similar diagrammatic view, in which the transfer has been completed, and ignition has taken place, or is about to take-place, of a charge between the first valve of the transfer chamber and the vane.

Referring to Fig. l, wherein the internal combustion engine units are indicated by the

numerals

20, 2 i, 22, and 23, they are held together in an assembly by a framework 24. Each of the units preferably has its shaft provided at one end (25,

Fig. with a non-circular socket 26, and at the other end with a complementary centrally located reduced portion 21 adapted to fit in the socket of another unit.

The framework 24 may consist of a plurality of annular members 2li-3|, inclusive, secured together with their parts parallel to each other by means of a plurality of longitudinally and spirally extending frame members 32-34, of which there may be others (not shown) appearing on the back side. i

The spiral frame members 32-34 are like screw threads having a sliding fit in complementary spirally extending grooves in the motor units 20-23 for the screw threads so that when a motor is placed in the framework 24 by sliding and rotating it into place, it automatically assumes a rotative position with respect to the next and other motors so that the housings of the motor units are regularly spaced in an angular relation with respect to each other.

Thus a plurality of the units may be carried by a framework 24 in such manner that their rotative impulses are located at regularly spaced points about the circumference of the assembly so as to secure a uniform torque. The units may be secured in place in the cage 24 by appropriate set screws and other fastening devices; and whenever one unit is disabled it may be quickly removed and another substituted.

The rotary internal combustion engine units may be identical in construction. Reference is now made to Figs. 2 and 5 regarding the details of construction of each motor unit.

The motor unit 2B, for example, comprises a rotor, indicated by the numeral 40, and a stator, indicated by the numeral 4 I.

The stator preferably comprises a pair of castings, one of which is the main housing'42, and the other of which is an end or cover plate 43.

The stator housing 42 is a generally cylindrical member, of which the end surface 44 may be a plane surface, and the periphery 45 may be cylindrical.

The present motor unit may be constructed with any desired number of stages, depending on the number of vanes employed on the rotorgand the corresponding number of intake and expansion spaces. producing an intake of an explosive mixture behind it at one of the motor chambers and for simultaneously effecting a compression of the explosive mixture in front of the vane, the front being designated as the direction toward which the vane is turning.

At a later point in the cycle the same vane is adapted to effect a transfer of the explosive mixture from the front of the vane to a position behind the vane, while still effecting a further compression of the mixture. Thereafter ignition and expansion takes place behind the vane, while exhaust takes place in front of the vane.

Thus the absolute minimum number of vanes on a rotor would be one vane, but the rotor is preferably provided with a plurality, and even a multiplicity of vanes, so that there will be a plurality of stages in each motor unit.

The number of stages in the unit is preferably in any case equal to one-half the number of vanes, and the motor unit which has been selected to illustrate the invention includes four such stages.

For this reason the external housing 42 is provided at regularly spaced points about its periphery with the substantially cylindrical recesses 46 .fOl receiving valves and spark plugs (Fig. 2).

Each vane on the rotor is used for The stator housing 42 preferably has an outer cylindrical wall 41 and an inner cylindrical wall 48, which, with the

walls

48, 50 of the valve housings, form water chambers` in the stator housing between the valve recesses.

The valve recesses 46 may be increased in size by providing the stator housing 42 with outwardly extending cylindrical flanges 52 closed by bolted cover plates 53.

Referring to Fig. 2, certain zones or chambers of the motor are defined by the spaces between the vanes and the valves at certain times in the Operation. For example, in the position in which the parts are in Fig. 2,'the space 54 is an exhaust chamber, while the space 55 is at the moment a compression chamber- The space 56 is a `mixture transfer chamber.

The valve recesses, which are located adjacent the mixture transfer chamber 56, are preferably large enough to house the spark plugs and two or more valves, while the valve recess 51, which carries a valve located between exhaust and intake ports 58, 56, is only large enough to house the valve located between these ports.

'I'his recess 51 also has a cylindrically extending flange 60 with a bolted cover plate 5|.

In addition to having the water space 5|, already described, the stator housing 42 has conduits extending radially from the water space 5|, the conduits being indicated by the numeral 62 (Figs. 5 and '7) and communicating with another annular water conduit 63 near the center of the `,stator housing 42.

The stator housing parts just described have secured to them` an axially projecting cylindrical portion 63a, which forms the cylindrical wall of the stator chamber 64, and which carries the spark plugs and valves previously mentioned.

This cylindrical wall 63a terminates in a plane surface 65 for engagement with the end plate 43, which is secured to the cylindrical wall 63a by screw bolts 66. A gasket 61 is preferably interposed between the cover plate 43 and stator housing 42.

The `end plate 43v is provided with the same water chambers 5|, 62, 63 as the stator housing 42. Both of theseseries of water conduits communicate with each other through theannular chambers '5| which extend across the stator housing at the cylindrical portion thereof between the valve and spark plug chambers 46 and 51.

The water chambers 5| are seen in Fig. 2 as being located between the two curved walls '41 and 48, and there are apertures in the gasket 51 and registering apertures in the adjacent plane surfaces 65 on the stator housing 42 and end plate 43 so that the water may run from the recesses vin the cover plate over into the recesses or Water chambers of the housing 42.

Referring to Fig. '1, this is a sectional view, taken on the plane of the line 1-1, showing how the end plate 43, Fig. 5, as well as the end portion of the housing 42, is provided with radially extending metal bodies 68-15, extending from the outer wall 41 to the periphera1 wall (Fig. 5) 16 of the annular water chamber 63.

'I'hese radial metal bodies serve to secure the inner and outer walls 11. and 18, Fig. 5,-;.,llof `the housing 42 together, and the same is true of the end plate 43. These radial metal bodies 68, 65 also serve to provide space for certain conduits for supplying water and oil and for exhaust and intake. For example, the body 14 of the housing may be cored out to provide the water conduit 19 by means of which cooling water is conducted from an appropriate radiator through the `conduits 18 tothe annular water chamber 63.

From thence it passes radially outward through the conduits 62 to the water chambers 5|, tl'ien` `from the annular chamber 63 back to a radiator. `Of course, either the conduit 18 or 80 may serve as outlet or inlet, and the motor units are preferably provided with a suitable Water pump and a radiator for cooling the water or other cooling medium.

The radially extending metal body 12 of the end `plate 43 (Fig. 7) may be provided with a cored conduit 8|, serving as an inlet for oil, which is used for cooling the rotor.

Another such conduit 82 is provided in the stator housing 42 (Fig. 5) for an outlet for the oil, which not only serves to cool the rotor but to lubricate its valves and moving parts of its vanes. Each of the conduits 8|, 82 has a laterally turned inner portion 83 or 84 communicating with the

annular oil space

85 or 86, respectively, surrounding -parts of the rotor.

The remaining radially extending body portions of the end plate 43 maybe cored out to provide intake and exhaust conduits leading to intake` and exhaust apertures. The intake and exhaust apertures at one stage have already been designated by the numerals 59 and 58, respectively (Fig. 2)

'I'he other intake apertures will now be designated in Fig. '1 by the numerals 86-88, and the other exhaust apertures or ports `will be desig nated by the numerals 89-9| (Fig. '1). 'I'hese ports may be substantially rectangular in shape, their length depending upon the radial width of the

chambers

54, 55,56, between the rotor and stator. Their Width is preferably less than the width of the upper sealing surface 82 on any of the vanes (Fig. 3).

Each of the exhaust conduits 58, 89-9l communicates with a cored conduit 82-95, extending radially out of the end plate. The intake conduits 53, 88-88 communicate with a radially extending intake conduit 96-39. The intake and exhaust conduits preferably communicate with a suitable annular manifold. Both the housing 42 and end plate 43 are provided with the centrally` located through bore |00, |0I,\these bores communicating with Vcounterbores |02 and |03, respectively. Bones and counterbores |00-I03 are axially aligned with each other, and .bores |00 and |0| communicate with larger threaded counterbores |04, |05, respectively, at eachv of their outer ends. The bore |02 may support the outer race of a, ball bearing assembly against a shoulder |06, and thesame is true of the bore |03. i

The shaft 25 has a reduced cylindrical portion |01 receiving the inner race of a ball bearing assembly |08 so that the shaft 25 is thus rotatably mounted in the housing and

end plate

42, 43. The races of the ball bearing assembly |08 may have a sliding movement upon either the shaft portion |01 or in the bore |02 for axial adjustment of the shaft.

At each end the shaft 25 carries a further reduced'cylindrical portion |09, which carries the inner race of a thrust ball bearing assembly |I|0. The outer race of this thrust ball bearing assembly is arranged to resist outward thrust of the shaft 25, and is carried in the bore or |0|l.

A threaded member threaded in the bore |04 or |05, engages the thrust ball bearing :assembly 0 at each end, and is provided with suitable special wrench sockets so that it may be actuated to move the shaft 25, and with it the rotor 40, axially for adjustment of its clearances. l

A suitable packing ||2 is includedin each of the threaded members for engagement with the shaft to prevent the egress of oil from the bores containing the ball bearings. These bores are in communication with the

oil spaces

85, 86 in the rotor or between the rotor and stator.

The central enlarged cylindical portion H3 of shaft 25 is provided with a slot or kerf 4 for receiving the key 5 by means of which it is nonrotatably secured to the rotor 40. The rotor 40 has a cylindrical bore ||6 with a key-way ||1 for receiving a part of the key H5.

The interior of the stator, which comprises the

housing parts

42, 43, is provided with the accurately machined plane surface on one side (Fig. 5) and a similar surface |2| on the opposite side for engaging the ends of vthe vanes of the rotor.

The peripheral surface 64, previously described, is machined to an accurately cylindrical surface, but is provided with a plurality of peripherally extending grooves |22 in the transfer chamber space 56 of each stage; This transfer chamber space may be defined as being the space between the two valves which are located in the valve recesses 46.

As one ofthe vanes progresses through this transfer chamber 56, the compressed mixture or charge, which is in front of the vane, passes upward into the grooves |22 and backward behind the vane into the space between the vane and the valve which is behind it. As the ignition chamber is relatively long, a pair of spark plugs |23, |24 are arranged in suitable threaded bores, communicating with the cup shaped space |l25 below each spark plug, which also communicates with a multiplicity of the grooves |22.

The spark plugs are, of course, provided with suitable spark by means of a suitable distributor and ignition system,.and the spark may be adjusted as in other combustion engines, to take place suitably in advance of maximum compression to secure greater eliciency and speed.

Referring to Fig. 12, the plane surfaces |20, 2| are preferably provided with radially extending grooves |23, |24 for receiving the edges of the valve members which are slidably mounted in the stator. l v Referring to Fig. 2, the valves will now be designated by the numerals ||4|. Valves which are located between the intake and outlet ports, such as valves |30, |33, |36, and |30, may be called exhaust-intake valves. Exhaust is accomplished by movement of a vane toward one of these valves, driving the exhaust gases out of an exhaust port; Aand intake is accomplished by movement of a vane away from one of these valves, sucking in a ne! charge of, explosive mixture into the enlarging space between the vane and one of these valves.

The valves I3|, |34, |31, and |40 may be designated as compression-transfer valves because compression is initially accomplished lby movement of a vane toward one of these valves, and

these valves are also used after the vane has.

passed, to prevent the compressed charge from moving backward beyond the valve, as it is being transferred to a place behind the vane, while the vane is passing slots |22.

The valves |32, |35, |38, and |4| may be designated transfer-expansion valves for the reason that it is these valves which are used to effect a transfer of the explosive mixture from the space in front of a vane to the space in back of the vane, this transfer having been practically accomplished in Fig. 2.

These valves |32 adjoin the expansion space behind a vane, and this has been used as part of the name of the valve.

All of the valves |30|4| may be similar in structure, except that their sealing surfaces are sometimes of different shape; and in the preferred form of the invention, shown in Fig.A 13, an additional plunger 55, similar in shape to a valve, is employed inside the transfer space 56 for assuring the continuous increase of compression from minimum toV maximum, without any relapse or decrease of pressure.

In such case the valves I3|, |34, |31 and |40 would be of offset construction, as shown in Fig.

13. The compression plunger is merely omitted from Fig. 2 for the purpose of clarity.

Referring again to Fig. 12, each valve may consist of ra plate of metal, having front and back plane surfaces and plane edges. The valves, such as, for example, the valve I3|, are substantially rectangular in their main body portions, but are provided with a pair of depending legs |42, 43, at each side, the legs being rectangular in shape and slidably fitting in the grooves |23, 24.

The stator wall 11 on each side may be provided with a rectangular recess |45, |46 for receiving the lower end of each leg |42, |43, and there may be bleed apertures |41, |48 providing communication between the recesses |45, |46 and the oil spaces 85, 06 of the rotor. l

Each valve is preferably provided with an outwardly extending rectangular shank |49, engaged by push rod |50, which may be provided with a. pin |50 and a washer III, against which a helical coil spring |52 reacts. The coil spring in each case has its other end in engagement with a cover plate 53 or 6| so that the valve is urged inward by the spring |52.

The stator body is provided with a radially extending slot deflned by the walls |53, |54 (Fig. 13)

for each valve, and where the auxiliary compression plunger |55 is used the valve aperture in the stator is large enough to receive both the plunger and the adjacent valve I3|, |34, |31, or |40.

The smaller spring |62 tends to urge the valve into contact with the rotor and its vanes at all cam by means of screw bolts |86.

plunger |58 inward toward the center of the rotor. but its inward motion is limited by engagementwith the cams `and With the plungers |13,

which actuate the cross arms outward. Thus the auxiliary light spring enables the valve to follow closely.

The fork |18 has a transverse pin carrying a roller |19, the roller |19 riding on one of six cams carried by the drive shaft 25. The bracket may comprise a 'cast metal member secured to the stator housing 42 by the same `bolts |80 which secure the cover to the valve recess.

Each bracket |15 may have another foot flange at each side secured by another bolt |8| to the housing or

end plate

43, 42. The cover plate 53 and bracket |15 have registering apertures for passing the push rod of each valve.

With regard `to `the compression plunger |55, this may be of similar construction and provided `with a similar push rod secured to a second cross head |82, Fig. 5 which is provided at each end with the trunnion mounted rollers |83. The rollers |83 project into cam slots |84 in the offset cam plate |85, which is secured to the outermost The cross head |82 is thus caused to follow the shape of the cam groove |84, and it is positively actuated in both directions in order to assure its operation under conditions of high compression.

The roto'r 40 is similar in shape to a wheel, having a centrallylocated hub |90 provided with the bore ||6 for receiving the drive shaft 25. The hub |80 supports a circular web |9 l, which carries a pair'of substantially cylindrical flanges |92, |93

extending in opposite directions. The peripheral surface |94 of these rotor flanges is accurately machined or ground to a truly cylindrical surface, but is provided with a plurality of grooves |95 of rectangular plan and cross section, the grooves being spaced by a radially projecting rib |86 of rectangular shape in plan and cross section i (Fig. 4). 'I'he rib |96 is adapted to slidably receive one of the vanes, previously mentioned.

Between each rib |96 and each vane 2|4 there is a wavy spring |86a which is adapted to urge the vane into engagement with the wall of the stator.

This wavy spring comprises a thin strip of spring steel bent to sinuous sha'pe so that by its expansion transversely to the length ofthe spring it tends to urge the vane and rotor apart.

The varies will be indicated by the numerals 200-201 (Fig. 2), and they are all identical in construction. One of them is illustrated in detail in Figs. 3 and 4. Each `vane may consist of a the contour of the rotor and its vanes more pair of metal bodies, which are slidably mounted between its plane end surfaces 206, 209; and the `plane wall surfaces |20, |2| inside the main housing. l

The vanes are preferably provided with the substantially flat ridge surface 92, but this surface is preferably curved slightly `to correspond to the cylindrical curvature of the inside of the stator housing. Extending downward on each side from the ridge surface 92, each vane is provided with a plane diagonally extending surface 2|0, 21|, and with a pair of vertical wall surfaces 2|2, 2|3.

The vertical surfaces permit the guiding of the vane radially outward in the grooves |95. 'I'he diagonal surfaces 2|0, 2|| permit the valves to eect a seal between valves and vanes, as the vanespass and the valves are being retracted or inserted. y

and constantly effects a seal with the cylindrical inner surface of the stator.

The righthand section 2| has a slot 2|9 for receiving the flange or rib 2|8. In the same way the lefthand section 2|| may be provided with a plurality of additional vertically extending ribs 220-223 located at regularly spaced intervals and engaging in complementary slots in the righthand section 2|1.

These ribs 220-223 on each side of the vane serve to effect a seal between the diagonal surface 2|4 and the contacting surface on a valve, when the valve is riding upor down on Vthe vane.

The cylindrical flanges |92, |93 are preferably provided with

recesses

224, 225 for receiving the `split rings 226, 221, which have overlapping ends, and which spring out into sealing engagement with the cylindrical wall of

recesses

224, 225. As a means to maintain the packing rings 226, 221, in position, an

annular spring member

228, 229 is placed in the

recess

224 or 225, behind each

ring

226, 221, to cause it to have a sealing engagement at its plane outer surface with the plane surfaces 230, 23| on the interior of the stator housing.

Thus an eiective seal is produced at the edges of each of the rotor flanges |92, |93. Each vane is preferably provided with a cylindrical recess 232, 233 in each of its sections for receiving a compression spring 234, which urges the sections apart.

4'I'he recesses 232, 233 communicate with each other and with radially inwardly extending conduits 235, 236, which also extend through the flanges |92, |93 into the

spaces

85 and 86.

The oil, which comes in at a conduit 8| to the space 85,`is thus conducted over into the space 88 by passing through suitable conduits and through the bores inside the varies so kthat it may be carried out of the conduit 82 on the other side of the rotor.

'I'he vanes 200-201 are equally spaced about the eifect a seal when riding up predetermined sides of the vanes.

. effect a timing of the valves.

Thus the exhaustintake valves have a narrow fiat surface on their inner edge 231, as well as two beveled surfaces for engaging either side of a vane and effecting a seal. The narrow flat surface at the edge 23,1 of these valves eectsra seal Y with the' cylindrical portion |94 of the rotor,.the

` valve |3|, for example, having a relatively fiat u are taken up by means of the auxiliary sealing spring |62 (Fig. 12).

In addition to exerting a constant pressure urging the valvetoward its seat,`the spring |62, being of light weight, it has a quicker action and permits the valve to follow more closely the contour of the rotor and its vanes.

edge surface on Vits inner end and a bevel on one side for effecting a sealing engagement with a 'vane as it passes down one side of the vane.

The valve |32, for example, has a beveled surface on its left side (Figs. 2, 14 to 17) and a relatively ilat surface at its lower edge, the reasons for which will appear hereinafter. The valves |3|, |32, for example, are located as close together as possible in order toV attain as high compression as possible.

Referring to Fig. 5, the reduced cylindrical end portions 238, 239 (Fig. of the drive shaft 25 are adapted to support a plurality of cam disks 240 to 242 and 244 to'246. These discs are secured to the shaft' against rotation by means of a key and key-Way 241 at each end, and they are secured against axial motion by means of a washer and 'nut 248, which binds the cam discs against an annular shoulder 249 on each end portion 238, 23'9.

The cam disks 240 to 242 and 244 to 246 may be circular in shape, but are preferably provided with a slotted periphery; Thus the periphery has

cylindrical surfaces

250,25| on` each side of a slot 252 of rectangular cross section, but the slot 252 preferably communicates with a dove-tailed slot 253, extending about the full periphery of the cam disc, or a suitable portion thereof.

A shoe 254 of dove-tailed shape has a threaded bore for receiving the threaded end of a screw bolt Fig. V1l illustrates what may be called the compression-transfer cam 240. Here again the rotor y is represented by the inner circle 260 and its vanes such as vane. 20|, as the valveY descends the 255, which secures a cam shoe 256 to the cam disc.

Thek cam shoe 256 has a'rlongitudinally extending rib 251 fitting in the slot 252 so that a single bolt will secure'the cam shoe 256 against rotation.

The cam shoe 256 bears the actual camming portion of the cam disc, and is thus adjustably mounted for movement relatively of the cam to In order to assume the parts, the cam disc may have'a laterally extending aperture 258 communicating with the V dove-tailed slot 253 so that thedove-tailed shoe 254 may be slid into the slot 253 laterally and then moved peripherally about the disc in the slot 253. Referring now to Fig. 10, this is a disclosure of one of the cams, comprising the exhaust-intake cam, shown in connection with the diagrammatic disclosure of the rotor and its vanes.

The vexact location on the shaft 25 ofthe particular cams is not of great importance except that the particular cam must be brought into position to engage the push rods |13 and the particular cross arms of the Valves in question. 'I'he exhaust valve |30, for example, is to be opened only when a vane passes this valve, and at all times 'iteiects a seal with the cylindrical surface of the rotor, the beveled surfaces ofthe vanes, and the ridge surface of the vanes.

Thus the inner circle 260 (Fig. 10) represents the rotor with its vanes, one of which is indicatedV at 20|,V and the camming portions 26| of the exhaust-intake cam 243 are located radially on the same lines which pass through the same points of the vanes, such as vane 20|.

In other Words, cam 243 lifts the ,exhaustintake :valve suiiiciently so that it approximately follows the shape of the vane 20|, which may be passing under it, but any slight irregularities in 'location and seal between the valve and the vane beveled surface of the vane. Therefore, valve |3| is beveled on the righthand side (Fig. 2).

This compression-transfer valve need not. however, `effect a sealing engagement with ,the vane as it is lifted to pass the vane because at this 'time the valve |32, which is the transferexpansion valve, is down into engagement with the cylindrical part of the rotor.

Therefore, the dotted line 262 (Fig. 11) indicates the amount of lead which the compressiontransfer valve has by virtue of` the shape of its camming member 263 over the arrival of the corresponding vane, such as the vane 20|, underneath that cam.

The dimensions of the camming member 263 of the compression-transfer cam 240 are determined by using the proportions of the'outer lines 262 and the left border of vane 20| (Fig. 1l). The camming member 263, accordingly, has a wider dwell at its ridge portion 264.

Referring now to Fig. 8, this shows the transfer-expansion cam 24|, and it is provided with camming members 256 for controlling the transfer-expansion valve, such asv valve |32. This valve is designed to operate with respect to the vanes on the rotor so that the valve rides up the leading side of each vane and effects a seal as it does so. Y

Thus the valve |32 and other corresponding valves are beveled on the left side of Fig. 2.V

As expansion takes place between the vane 20|, for example, and valve |3|, the valve 32 must be kept open, and'thus the camming member 256 on the transfer-expansion cam 24| has a relatively long cylindrical portion 265, providing a long dwell for this cam to hold the transferexpansion valve open while expansion takes place.Y

The annular cam plate |85, one of which is carried by each of the cam discs 240, 246, has its lbetween the valves I 32 and |3| never increases,

but is uniformly decreased by the insertion of the Valve plunger |55 at this time so as to further increase the compression of the mixture up to the time the vane rides under valve 32.

Ignition may, of course, take place at or before maximum compression for the same reasons as pre-ignition is brought about in other internal combustion engines.

, The operation of one of my units is as follows: Each of the four stages of a unit of the type of Fig. 2 operates in substantially the same way so that only one of the stages need be explained in detail. Assuming the vane 200 to be at the point illustrated in Fig. 2, and assuming the rotor to be turning in a clockwise direction, the movement La- M. -..LA

charge which was previously drawn into thev space in front of the vane 200by the passage of the vane 20| awa'y from the intake port 88.

Thus, at the point at which the vane 200 now is located in Fig. 2, th`e vane 200 is beginning to compress a charge in front of it, and beginning to effect intake of another charge behind it.

As the vane 200 progresses toward the rig-ht, it will be noted that valve valve |3| is down, and compression is eifected between the vane 200 and the valve |3|.

It should be noted that as the vane 200 starts its intake, the cams which actuate the valve |32 must lift that valve to permit it topass over the vane 20| but as it does so, valve |32 maintains a seal with the vane 20| for a purpose further to be described.

As soon as the vane 200 passes into thecompression chamber 56 beyond the valve |3|, the valve 3| drops behind it; and as the vane passes through this compressiomtransfer chamber 56, the compressed gase are driven from the space in front of the vanethrough the grooves |22, to the space behind the vane.

As the vane progresses y,through the chamber 88, the valve |3| drops while maintaining a seal at all times, and valve |32 rises. f

I have discovered thatiyvithout the( auxiliary compression plunger |55 (Fig. 13) the compression inthe chamber 56 will reach a maximum, and then be slightly released. Therefore, I have provided an auxiliary plunger |55 `attuated by suitable cams to take up the space in the chamber 5S as the vane progresses through fthe chamber so that compression reaches a maximum at or just after ignition. l

Ignition takes place by means of a suitable source of electrical energy and a distributor energizing the spark plugs. Thereafter the ignited charge expands behind the `vane as the vane passes clockwise away from the valve |3I. Expansion continues until theA vane passes exhaust opening 58. Thereafter the next vane effects a scavenging of the expansion space by driving exhaust gases in front of it out of the exhaust port 58. l

It should be noted that about the time that vane 200 passes the valve |3| the valve |30 must be lifted, While still maintaining a seal, to` pass the next vane 201.

The operation of the device is illustrated in Figs. 14 to 17, and is further explained in connection with these figures, as follows:

In Fig. 14, the outer cylindricallmember, a fragment of which is shown at 48, is the stator; and the inner cylindrical member, a fragment of which is shown at 40, is the rotor. The

vanes

Will i |32 is retracted and of the vane against the In Fig. 14 the vane 200 is shown at the be- 7 through the recesses in the stator at the outer end of the vane. t

Referring now to Fig. 15, vane 200 is now finishing the intake and is ready to complete compression of the gas which was taken in behind the vane 20|. This compression is accomplished against the valve |32, which is closed.

Referring to Fig. 16, compression has now been completed, and vane 200 has reached a point where valve |32 must now begin to open. As the vane 200 progresses further from the position of Fig. 16, the gas, whichis compressed in iront of it, at the right, will be transferred over to the back oi' the vane 200, and compression will be maintained by means ofthe valve |3|, which slips down behindthe vane 200 as it progresses.

The transfer of the gas from the front to the back of the vane is facilitated by the movement valve 32, Ywhich forces the gas up over the edge of the vane.

AReferring now to Fig. 17, the transfer of the gas from the front to the back of the vane 200 has now been 4completed and ignition has taken glace and the gas in the space behind the vane 00 going expansion.

Referring again to Fig. l5, it should be noted that as vane 200 is accomplishing compression in front of it, intake is also being accomplished behind it, and the gas which is taken in behind the vane 200 will be compressed by the next vane.

When any particular vane is being driven by expansion of ignited gases behind it, it is also effecting a discharge of the exhaust gases which impelled the preceding vane.

While the present motor is constructed with four sets of spark plugs and eight vanes, it should be understood that it can also be constructed with one set of spark plugs and two vanes, two sets of spark plugs and four varies, or three sets of-spark plugsand six vanes. or any desired number ci' stages. Since there are four explosion chambers and eight vanes and each vane must pass each explosion chamber, there will be four times eight, or thirty-two, explosions for each rotation of the rotor. With eight series of chambers and sixteen vanes inthe larger motor, there would be one hundred twenty-eight explosions per revolution. Thus a moreuniform torque can be secured because a multiplicity of different impulses are provided at regularly spaced points at the periphery of the rotor in the course of each revolution.

By virtue of the relatively large projected area of the vanes, which is effective as a piston, a much greater rotative force can be secured, acting on the present rotor, than in any of the engines of which applicant is aware. By virtue of the greater number of explosions secured in each i -utilizing a plurality of separate units of my motor, it will be easier to make replacements and repairs by simply removing one unit of the motor and in front of the valve |3I is now underrather than' the whole motor. Then, if onefsection should break down, the other sections may carry on with only a slight loss of power.

Since the main parts of the rotor and stator have their machined surfaces concentric withthe centers, the parts can be turned upon a lathe and cheaper production will result. 'Ihe cams can also be made more economically by utilizing cylindrical discs and securing the camming members thereto. The amount of compression secured can berregulated by the size of the vanes and the distances through which they travel, and by the volume of the ribbed indentations in the transfer-explosion chamber. v

While I have illustrated a preferred embodiment of my invention, many modifications-may be made Without departing from the spirit of the invention, and I do not wish to be limited-to the precise details ofV construction set forth, but desire to avail myself of all changes withinv the scope of the appended claims.

lHaving thus described my invention, what I yclaim as new and desire to secure by Letters Patent of the United States, is:

1.' In an internal combustion engine, the cornbination of a stator having a cylindrical chamber, with a rotor rotatably mounted in said chamber, and having a cylindrical wall spaced from the Wall of said chamber, a plurality of'vanes carried by said rotor and engaging the'walls of Y said stator and adapted to serve as pistons, said stator having inlet and exhaust conduits, a plurality of valves carried by said stator, said valves being slidably mounted in the outer wall of said stator and engaging the end walls of the stator and the cylindricalV surface of the rotor, one of said valves serving asV an exhaust-intake valve and being located between the exhaust and intake openings, the other of said valves being located close to each other to form a compressiontransfer chamber, said stator having conduits for passing a compressed charge from a point in front of the vane toa point behind the vane as the vane passes through said latter chamber, and ignition means in said latter chamber, and an auxiliary compression plunger mounted in said latter chamber and adapted to be projected into said latter chamber behind a vane in the chamber to increase the compression uniformly to a maximum without relapse of compression.

2. In an internal combustion engine, the combination of a stator having a cylindrical chamber, with a rotor rotatably mounted in said chamber, and having a cylindrical wall spaced from the Wall of said chamber, a plurality of vanes carried by said rotor and engaging the walls of said stator and adapted to serve as pistons, said stator having inlet and exhaust conduits, a plurality of valves carried by said stator, said valves being slidably mounted in the outer wall of said stator and engaging the end walls of the stator and the cylindrical surface f the rotor, one of saldi valves f serving as an exhaust-intake valve and being 1ocated between the exhaust and intake openings, the other of said valves being located close to each other to form a compression-transfer chamber, said stator having conduits for passing a compressed charge from a point in front of the vane to a point behind the vane as the vane passes through said latter chamber, and ignition means in said latter chamber, and an auxiliary compression plunger mounted in said latter of said stator and adapted to serve as pistons, said stator having inlet and exhaust conduits, a plurality of valves carried by said stator, said lvalves being slidably mounted in the outer wall of said stator and engaging the end walls of the stator'and the cylindrical surface of the rotor, one of said valves serving as an exhaust-intake valve and being located between the exhaust and intake openings, the other of said valves being located close to each other to form a compression-transfer chamber, said stator having conduits for passing a compressed charge from a point in front of the vane to a point behind the vane as the vane passes through said latter chamber, and ignition means in said latter chamber, and anV auxiliary compression plunger mounted in said latter chamber and adapted to be projected into said latter chamber behind a vane in the chamber to increase the compressionY uniformly to a maximum Without relapse ofrcompression, the said vanes being slidably mounted on said rotor for radial motion, and resilient means urging said vanes radially outward into engagement with the stator.

4. In an internal combustion engine, the combination of a statorhaving a cylindrical chamber, with a. rotor rotatably mounted in said chamber, and having a cylindrical wall spaced from the wall of said chamber, a plurality of vanes carried by said rotor and engaging the walls of said stator and adapted to serve as pistons, said stator having inlet and exhaust conduits, a plurality of valves carried by said stator, said valves being slidably mounted in the outer wall of said Ystator and engaging the end walls of the stator and the cylindrical surface of the rotor, one of said valves serving as an exhaust-intake valve and being located between the exhaust and intake openings, the other of said valves being locatedV close to each other to form a compresduits for passing a compressed charge from a point in front of the vane to a point behind the Vvane as the vane passes through said latter chamber, and ignition means in said latter chamber, and an auxiliary compression plunger mounted in said latter chamber and adapted to be projected into said latter chamber behind a vane in the chamber to increase the compression uniformly to a maximum without relapse of compression, the said vanes being slidably mounted on said rotor for radial motion, and resilient means urging said vanes radially outward into engagement with the stator, the said vanes being formed of two axially movable parts for engaging the end portions of the stator, and resilient means for urging said parts into such engagement.

HERMAN F. DAVIDSON.

`vanes carried by said rotor and engaging the walls