US2507481A - Reactive impulse engine embodying complemental pocketed rotors - Google Patents

Description

y 1950 R. MOOSBRUGGER 2,507,481

REACTIVE IMPULSE ENGINE EMBODYING COMPLEMENTAL POCKETED ROTORS Filed Sept. 14, 1945 3 Shegbs-Shee'b 1 M/46WETO May 9, 1950 R. MOOSBRUGGER 2,507,481

REACTIVE IMPULSE ENGINE EMBODYING COMPLEMENTAL POCKETED ROTORS Filed Sept. 14, 1945 3 Sheets-Sheet 2 May 9, 1950 R. MOOSBRUGGER 2,507,481

REACTIVE IMPULSE ENGINE EMBODYING COMPLEMENTAL POCKETED ROTQRS Filed Sept. 14, 1945 3 Sheets-Sheetfi Diwali-wa s I; I, n'iTii 5%;

' Robert Moosbn a ser Patented May 9, 19 50 REACTIV E IMPULSE ENGINE EIHBODYING COMPLEMENTAL POCKETED ROTORS Robert Moosbrugger, Glenside, Pa.; Mary W. Moosbrugger administratrix of said Robert Moosbrugger, deceased Application September 14, 1945, Serial No. 616,228

1 Claim.

This invention relates to an improved reactive impulse engine.

It is an object of the present invention to provide a reactive impulse engine wherein the frequency of the power impulses may be adjustably varied and regulated at will.

Another object of the invention is to provide a reactive impulse engine embodying complemental pocketed rotors, the pockets of each pair of pockets of which will, as the rotors revolve, match in one position to form a closed combustion chamber, and then again match in another position to form a reactance chamber open to the propulsion nozzle, and wherein external power means of adjustably variable speed will be provided for rotating the rotors and thus controlling the frequency of the power impulses.

Still another object of the invention is to provide a reactive impulse engine wherein the rotors will be formed with a plurality of pairs of pockets, the pockets of each pair of which will be adapted to match and provide for'a corresponding number of power impulses during each revolution of the rotors, so that without driving the rotors at high speed, the power impulses, although in fact intermittent, will nevertheless be of such close sequence as to have the effect of creating a substantially constant reactive pressure.

.A further object of the invention is to provide a reactive impulse engine wherein immediately prior to the matching of a pair of pockets to form a combustion chamber, a blast of air will be permitted to flow therethrough for scavenging the pockets and cooling the parts.

Another object of the invention is to provide a reactive impulse engine wherein the pockets of the rotors will be provided with straight trailing edges to afford quick closing of the pockets, and curved leading edges for releasing an ignited charge beginning at the axis of the propulsion nozzle and gradually enlarging radially from said ax1s.

And the invention seeks, as a still further object, to provide a reactive impulse engine wherein the intensity of the power impulses may be either increased 01 decreased by manual adjustment of the fuel injectors to vary the volume of liquid fuel injected, to the end that the engine will possess a correspondingly increased thermal efficiency.

Other and incidental objects of the invention will appear during the course of the following description, and in the drawings:

Figure 1 is a front elevation of my improved engine, parts being shown in section.

Figure 2 is a top plan view of the engine.v

Figure 8 is a detail horizontal section showingv the adjustment for the injector plungers.

Figure 9 is a detail of the head of one of the plungers. Figure 10 is a vertical section showing the fuel pump supplying the injectors.

Figure 11 is a detail horizontal section on the line H--ll of Figure 6 through the pump of Figure 10.

Figure 12 is a vertical section showing the pockets of one pair of pockets of the rotors matched to form a combustion chamber.

Figure 13 is a view similar to Figure 12 and showing the matched pair of pockets of Figure 12 disposed to form a reactance chamber.

Figure 14 is a view similar to Figure 13 and showing the other pair of pockets of the rotors disposed to receive a scavenging blast of air therethrough.

Figure 15 is a detail elevation particularly showing the drive gears for the relief valve employed.

In carrying the invention into effect, I employ a casing Ill shaped to form parallel upper and lower cylinders H and 12 respectively, and ex- 1 tending rearwardly from the casing medially between said cylinders is a propulsion nozzle l3 which may be of any approved length, size, and shape. Removably secured against the ends of the casing are end plates l4 and I5 respectively, and fitting within the casing is a preferably onepiece liner l6 comprising parallel cylindrical portions ll connected at their forward sides by a I more or less V-shaped web l8 having a head l9 thereon which projects forwardly through the casing Hi. The tipof the web l8 terminates slightly beyond the vertical center line of the cylinders H and I2 while the sides of the web are curved to conform to the curvature of the cylindrical portions ll of the liner, and formed through the base of said web, as particularly seen in Figure 4 of the drawings, is an elongated fuel inlet port 20. Preferably, the casing will be moulded or otherwise formed around the liner.

As will be observed, the rear sides of the cylindrical portions H of the liner it beyond the tip of the web 18 are open to the nozzle [3, which latter is of an interior height at its base equal to the distance between the axes of the cylinders l l and I2, and formed through the top of the cylinder II forwardly thereof is an air inlet port 2! to which is fitted a forwardly presented air funnel 22. Leading from the cylinder {2 opposite the port 2i is a much narrower outlet port 23 to which is fitted a rearwardly presented funnel 24, Fitting in the cylindrical portions I! of the liner l6 are complemental rotors 25 and 26 respectively. The rotor 25 is rotatably supported by like stub shafts 2i and 28 respectively, while the rotor 26 is supported at one endhy a like stub shaft 29, and at its opposite endb'y a drive shaft 33. All of these shafts are journaled by: bearings 13! which fit in flanges 32-- on the end plates 14 and (5. Fixed to the stub shafts 2 1 and 29 of the rotors are meshing gears 33 connecting the rotors to turn at the same speed but in opposite directions, and enclosing said gears a'ho'using 34 detachablyfixed to the end plate [4. Formed in the rotors 25 and 2B are elongated pockets which function in pairs, andforconvenienee of description, one pair of said pockets is indicated at 35 while the other pair is indicated at 35. Each of the rotors is preferably provided with two of the pockets located opposite each other. A corresponding number of'power impulses is thus had for each revolution of the rotors, as-will presently appear. The pockets are all alike and each is provided with concave end, bottom, and front Side walls, and more'or' less fiat'rearwalls. Thus, the-pockets are provided with substantially straight trailing edges to afford quickclosing of the pockets, and curved leading edges. to afford opening of the pockets beginning at the axis of the propulsion nozzle l3 and gradually enlarging radially from said axis to thus obtain a maximum'reactanceefiect from an ignited fuel charge liberated into said nozzle.

Formed on the rear side of the cylinder it of the casing It], as seen in Figure 2; is-alongitudinally extending valve casing 3 1:having an elongated port 38. therethrough which communicates with'the interior of said cylinder, and. journaledin said: casing. is a relief valve 39- having longitudinally spaced ports 40 adapted to communicate with the port 38. Fixed to the stub shaft 2101i the rotor 25is-a gear 4!, and meshing with said gear is a gear 42 fixed on the adjacent end-=- of the valve 39, both of said gears being enclosed by the housing 34. Thus, the rotation of the valve will be synchronized with the rotation. ofsaid rotor. The purpose of the valve will belater explained.

Removably secured to the gear housing 34 is a suitable magneto 43 which may be of any conventional character suitable to the purpose. As seen inFigure 1, the magneto is connected to the stub shaft 21 of the rotor 25 to be driven thereby, and extendingfrom the magneto are leads 44.

Screwed throughthe casing Hi above and belowthe head I9 of the liner l6; as best seen in Figure 5, are suitable spark plugs -45 to which the leads are connected, and, as will be noted, the plugscommunicate with the fuel inlet port 20 near the sides of the web i8 of the liner; The plugs spark simultaneously and twice for each revolution of the rotors Hand-=26.

Removably secured to the end plate of thecasing I0 isan injector block- 46, the-base of which forms a housing for the bearings of the stub shaft 28 and drive shaft 3e. At its lower portion, the block is recessed to provide a cam housing 41 which receives the drive shaft therethrough, and mounted on the block is a bearing 48 for the outer end portion of said shaft. Formed on the shaft are spaced cams 49 and 50 respectively, the lobes of which are diametrically opposite each other, and slidable through the block to coact with said cams are spring pressed tappets 5|. At its upper end portion, the block 48 is provided with a gear housing 52 which, as best seen in Figures 6 and 7, is open at its forward side, and, as will be observed, the tappets 5! project into said housing.

Eixed-upon the. upper end of the housing 52 are companion heads 53 in which are fitted bushings 54" extending into the housing, and slidable in said bushings are injector plungers 55 engaged at their lower ends by the tappets 5!. As shown in detail in Figure 9, the plungers' are provided near their upper ends with peripheral slots 56 which define heads 51 at the upper terminals of the plunger-s. The slots'55 are gradually widened circumferentiallyoft-he plungers, and formed in the heads 51 to communicate with the wide ends of said slots are grooves 58.

Formed in the top wall of the gearhousingiz is a fuel supply duct 59' from which lead apassages-=- 5B rising into the heads 53", and extending lateral-ly from the passages 65 arepassagestl whichterminate in tapered ports 62 in th'eibushingsiii h- Seated against said: bushings are bushingssfit which carry checlr'valvesM, and removablya'see curing the parts in position are couplings. 65in; which are fitted springs Sfi actingonthecheck,- valves. Connected at eorrespondingends there:- of to the couplings" 65: are fuel: pipes 51., the cpl-- posite corresponding endsof' which are connected to suitable. fuel nozzles 68 which, as best-sseeni Figure 4, are screwed: through the head 1950f the, liner I 6 to communicate with. the fuel inlet port;- 20.

Due. tol'the disposition of the came 48: and 50 on" the drive shaft 30'; the tappetsv 5| wi1l"be'-al'-' ternatelyc raised to alternately actuate the plunge ers 55 so that fuel will.betinjeeted by.on -of the; nozzles in, time with the pair ofpockets' 35 of therotors 25: and'26, while-fuel: wilh be injected by the other of: the nozzles intimewith theapair of-- pocketsflt, the. operation being; synchronized through the medium of. the si-ngle drivesha fti The passages 60 of thez hea'ds .5'3iare preferably,"

provided with bleeder plugs 893 which maybe-re.- moved for relievingiback'pressure and, as will now' be seen, the. volume of" fuel: delivered uponv each upward stroke: ofsthe' plungers 5'5 respecr tively may, due. to:the taper: ofithe slots 5min;

said plungers; be varied by, adjustably' rotating sa'id plungers.

Extending longitudinally of the gear housing; 52 in front of the: plungers= 55 is a bracketf'l'fl upon which is slidably'seatedza-rack barl l and fixedto the lower ends ofisaid' plungerslare-lgear segments '12:. meshing with: saidl bar; the gear" teeth on the parts beingrof a' length to permit the rise and'fall-of the tappets. Sli'dably'mounted:

below the rack bar?! is an adjustable fuel feed rod 73 which projects through the outer end wa-ll of the housing 52, andsconnectingthe rod with said bar is an arm- 14 Thus, as wil l be appreciated, the rod may be m'anu'allyadjusted longia tudinally for turning the plunge'rs 55 and-so :varying the volumeof fuel delivered? by' 'said 'plungersr Associated with the-inj ectors-is Ka suppIy pump aqomar therefor which, as best seen in Figures 6, 10, and 11, includes a body which is fixed to the lower end of the block 46 at its forward side and is provided with a sleeve 16 which enters the cam housing 4'! in alignment with the cam 56 of the drive shaft 30. Formed in the body in alignment with said sleeve is a cylindrical chamber 11, and leading through one end of the body is an inlet passage 18 entering said chamber at one side thereof, while an outlet passage 19 leads from the opposite side of said chamber through the other end of the body. Interposed in said passages are spring pressed check valves 88. Connected at one end of the body is a fuel inlet pipe 8| in communication with a suitable source of fuel supply, and connected to the other end of the block is an outlet pipe 82 attached to the gear housing 52 of the block 46 to communicate with the duct 59.

Slidablethrough the bottom wall of the chamber 11 of the pump body 15 is a plunger rod 83 which carries a head 84 mounting a roller 85 to engage the cam 50 on the drive shaft 36, the head and. said roller being housed by the sleeve 16, and engaged over the forward end of said rod is a piston 86 slidably fitting in said chamber. Closing the chamber at its outer end is a cap 81, and interposed between said cap and the piston is a spring 88, while a somewhat smaller spring 89 is interposed between the bottom wall of the chamber TI and the head 84. These springs will hold the roller 85 against the cam 50 so that as the cam revolves with the drive shaft 38, the piston 86 will be reciprocated for pumping fuel to the duct 59 and so to the injector plungers 55. Formed in the valve body 15 are passages 98 adapted to bypass fuel when the output of the injector plungers is reduced. As previously pointed out, the volume of fuel delivered to the nozzles 88 by the plungers 55 may, by adjustably rotating said plungers, be increased or reduced. However, the volume of fuel delivered by the pump piston 86 is constant at any given speed thereof. Therefore, the passages 90 are provided so that when the output of the plungers is reduced, excess fuel pumped by the pump piston may cross from the outlet side of the pump to the inlet side thereof so as to prevent locking of the pump piston. The supply pump may be conventional in character and further description thereof is unnecessary.

Suitably connected to the outer end of the drive shaft 30 is a prime mover conventionally indicated at 9|. This prime mover may be of any approved character, such as a four cycle internal combustion engine. However, in any event, the prime mover must be such that the speed thereof may be manually varied, adjusted, and regulated, so that the speed of the drive shaft 38 may be correspondingly controlled.

Referring now particularly to Figures 12, 13, and 14 of the drawings, the operation of the engine will be described. In the position of the rotors 25 and 26 shown in Figure 12, the pockets 35 thereof are matched and closed to form a closed combustion chamber, the pockets being in communication with each other through the fuel inlet port 20. Immediately prior to this point in the cycle, fuel has been injected by one of the nozzles 68, and substantially at the point shown, the fuel charge of mixed fuel and air is ignited by the spark plugs 45. Consequently, as the rotors continue to turn in the direction indicated by the arrows, the curved leading edges of the pockets 35, immediately after the firing of the fuel charge, will clear the tip of the web [8 so that the combustion chamber will be opened beginning axially of the propulsion nozzle l3 and gradually enlarging radially of said axis for liberating the ignited charge into said nozzle.

Continued rotation of the rotors 25 and 28 will then, as shown in Figure 13, dispose the pockets 35 in matched open position providing a reactance chamber open to the inner end of the propulsion nozzle I3, so that the expansion of the gases in said chamber tending to force said gases through the nozzle will produce a corresponding reactive pressure on the rotors tending to drive the engines forwardly.

As the rotation of the rotors continues, the pocket 35 of the rotor 25 will, as shown in Figure 14, move into communication with the port 38 of the valve casing 31. While the pocket is thus in communication with the port 38 but closed to the propulsion nozzle, the valve 39 will be rotated to dispose the ports 40 thereof in register with the port 38 for relieving the pocket of any residual gases therein.

Further rotation of the rotors 25 and 26 will then dispose the pockets 35 in the position in which the pockets 36 of the rotors are shown in Figure 14. As will be seen, any residual gases in the pocket 35 of the rotor 26 will have been relieved through the port 23 and funnel 24 while, in the position of the rotors stated, the pockets 35 of both rotors will be open to a blast of air flowing from the funnel 22 through the port 2|, through the pockets, and out through the port 23 and funnel 24. The pockets will thus be effectively scavenged while also, the parts will be cooled.

Continuing with the assumption that the pockets 35 have reached the position of the pockets 36 shown in Figure 14, it will be seen that as rotation of the rotors 25 and 26 continues, the outlet port 23 will be closed by the rotor 26 before the inlet port 2| is closed by the rotor 25. Accordingly, a blast of air entering the funnel 22 will serve to ram air into both pockets until the inlet port is closed, following which the rotors will return to the position shown in Figure 12. Thus, air under pressure to receive a charge of fuel will be trapped in the combustion chamber again formed by the pockets 35 in matched closed position, when the cycle will be repeated.

As will be appreciated, the cycle just described in connection with the pair of pockets 35 will be duplicated in conjunction with the pair of pockets 36, so that two power impulses will be had for each revolution of the rotors 25 and 26. Accordingly, without operating the prime mover 9| at high speed, the rotors may be rotated fast enough to provide power impulses of such close sequence that, in effect, the reactance pressure on the rotors tending to drive the engine forwardly will be substantially continuous. The number of power impulses obtained for any given unit of time will, as will be perceived, depend upon the speed of rotation of the rotors which, in turn, is dependent upon the speed of the prime mover 9 I, and since the speed of the prime mover may be positively varied and regulated, the number of power impulses obtained during said unit of time may likewise be varied and regulated at will.

The intensity of the power impulses is controlled by the adjustment of the fuel feed rod 13. As the volume of air trapped in the combustion chamber formed either by the pockets 35 15 or the pockets 36 of the rotors 25 and 26 will mow-4st be fimited by the size of said chamber; the f-uel mixturamay be rendereweither-rieher on- 1eaner== by: increasing: or decreasing the volume of: fuel injected into the chambenand; aypreviously de scribed; this: may be accomplished through themedium of the feed rod 13. As will be appre ciated, the power impulses Will bemorevintensewhen an increased" volume of fueI- isinjected; andwill belessdntense whemlessfuel is injeeted'.-

The consumption of fuel may=thusbe-contro11ed=10 to attaina refi'ectedthepma-l efficiency of the engine:

Having'thus d'esoribedmyinvention; what I- claim is:

reactiveimpulseengine including a casing having parallelcylinders and provided with a propulsionnozzle, one of-' said oylindere beingformedwvith an air inlet port and theother of said cylinders being formedwith an airoutletport; companion rotors journal'ed in seidacylin-i o dersmnd provided with pockets movable as the rotors revolve to eloseend forum a combustion chamber, then to open into communication-with thezinner end of said nozzle, andithen-to e position -im communioatiom with: saidports to per I mite; flowof-aii' throughthe pockets, andameans connecting therotors totur n= inunison;

ROBERT MOOSBRUGGER;

REEERENGES: CITED The foliowing references" are" of recordim the file: of' this" patent UNITED STATES: PATENTS Numben Name Date;

8911320; Cruyt:.; .June :39; 19.985- 1;1'3 1.,9221 Foss YMar-,- 16.,nl915z;- 1',5fi9 ,497-:. J ohnson.. Jan; 12, .1926;-4..

FOREIGN"PA'IENTS"' Numben- Countmv Date;

33,9 A061 Great :Britain, Dec. .11 1930; 352,455 France June 2,1905: 6&1315. France, -o Apr. 1.611928 5.603975, Germany Nov. 2, 1932;; merm- Switzerland -Feb,-1e6, 191 78390,. Sweden w Apr; 16,1930.

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