US1348675A - Rotary engine - Google Patents

Description

H. L. WEED. ROTARY ENGINE.

APPLICATION FILED AUG.3, 1918.

Patented Aug. 3, 1920.

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Patented Aug. 3, 1920.

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ROTARY ENGINE.

APPLICATION FILED Aus.3. 1-918.

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ROTARY ENGINE.

APPLICATION man AuG.3. 1918.

Patented Aug. 3, 1920.

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ROTARY ENGINE.

vAPPLICATION FILED AUG. 3. |918.

Patented Aug. 3', 1920.

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Hon/am L. Weed H. L. WEED.

I ROTARY ENGINE.

APPIJCATION FILED AUG.3. 1918.

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UNITED STATES PATENTQOFFIC..

HOWARD L. WEED, OF DETROIT, MICHIGAN, ASSIGNOR TO WEED DIFFERENTIAL- ROTARY MOTOR COMPANY, OIF DETROIT, MICHIGAN, A CORPORATION 0F SOUTH DAKOTA.

ROTARY ENGINE.

Specification of Letters Patent.

To all whom t may concern:

Be it known that I, HOWARD L. WEED, a citizen of the United States, and residing at Detroit, in the county of Wayne and State of Michigan, have invented a new and Improved Rotary Engine, of which the following is a specification.

The present invention has reference to an engine of the rotary alternating piston type, one of its objects being to provide a noiseless, eflicient and inexpensive means for driving the shaft from the rotors.

Another object is to provide a rotor the bearings for which are spaced from each other lengthwise of the shaft and located on opposite sides of the central plane of the annular cylinder, whereby a more frigid and reliable construction is secured than has been possible heretofore.

Again, the invention consists in means for applying'to the sealing ring carrier a predetermined fluid pressure on the side thereof farthest from the corresponding rotor, whereby the carrier is pressed against the rotor to maintain a close joint; it also consists in means for applying such iuid pressure to a sealing ring supported in the carrier; also in means for relieving the pressure to prevent it from becoming great enough to create excessive friction.

The invention also comprises means for pumping cooling iuid, preferably oil,

through those portions of the rotors which are nearest the firing chamber.

The invention further consists in certain means for sealing the joints between the pistons of one rotor and the circumferential face of the other rotor; also in certain details of the piston construction.

It also consists in means whereby the exhaust from one engine cylinder is utilized to draw air into a second cylinder for scavenging purposes.

The invention further consists in certain details of construction shown, described and claimed.

In the drawings, Figure 1 is a side view, parts being broken away, showing one-embodiment of the invention. Fig.,2 is an enlarged section showing the by-pass through which a low pressure is transmitted from the cylinder to the sid of the sealing ring farthest from the corresponding rotor.

Fig. 3 is a view on the line 3--3 of Fig. 1,

the left hand section of the casing being removed; ignition has just taken place at one side whereas exhaust is beginning at the other. Fig. 4 is an enlarged fragmentary Patented A110. 3, 1920.

section corresponding to Fig. 1. Fig. 5 is a section-similar to Fig. 3, the rotors being in about the mid-point of a stroke. Fig. 6 is a longitudinal section of a piston, one head being removed. F ig. 7 is a section on line 7-7 of Fig. 6. Fig. 8 is an enlarged section on line 8 8 of Fig. 6. Fig. 9 is a bottom plan view corresponding to Fig. 8. Fig. 10 is a side view'of the main shaft and the iy wheels, parts being broken away. Fig. 11 is a section on line 11-11 of Fi 10. Fig. 12 is a side view of the crank shaft and one of the associated pinions, the parts being disassembled. Fig. 13 is an end view of the crank shaft. Fig. 14 is a side view of one of the rotors, parts being broken away and the piston heads being omitted. F ig. 15 is a section on line 15-15 and Fig. 16 is a similar fragmentary section on line 16-16 of Fig. 14, both showing but the main element of the rotor only. Fig. 17 is a section on the line 17-17 of Fig. 14. Fig. 18 is an end view of the second element of the rotor. Fig. 19 is a side viewof the engine, parts being broken away to show the exhaust pipe construction. Fig. 20 is a section on line 20-20 of Fig. 19. Fig. 21 is an enlarged fragmentary view corresponding to Fig. 3 and showing the pump valve whereby the oil, which surges back and forth in the rotor, is deflected or returned to the casing.

Power transmitting features-The invention is shown applied to a two cylinder engine although a greater or less number may be employed. In the type shown, each cylinder casing is formed in two sections 1 and 2, formed in any suitable way, the sections 2 being bolted together as by cap screws 3. The main shaft 4 extends from end to end and is supported in the bosses 5 on the sections 1. Rigidly secured on the shaft within each casing unit, for example, by means of the keys 6, is a fly wheel 8 having a long hub into which the shaft is fitted and through which and the roller bearing 9 the weight of the rotating parts is transmitted to the casing. As shown, a single bushing 1() is interposed between the hubof the ywheel and the bearings 9 as well as It will be seen that each flywheel includes a rim 19 and four arms 20 (between. which are formed openings 21, Fig. 11) whlch are perforated at points 22-23 ninety degrees apart; dia-metrically disposed pairs of the perforations are extended in opposite d irections from the arms, being formed 1n bosses 24-25 as best indicated in Figs. 10 and 11. As is best indicated in Fig. 10 corresponding parts of the two fiy wheels are spaced forty-five de 1ees from each other about the shaft. ach perforation receives a bearing or bearings 26 (Fig. 1), preferably of the roller type, in which is mounted a crank shaft 27 upon one end of' which a corresponding gear or pinion 28 is fixed. Any suitable means for securing these gears to the crank shafts may be used, that shown (Fig. 12), namely the keys 29 and retainer 31 is claimed in my above identified application.

Those crank shafts which are disposed in the perforations 22 have their gears mounted on the right hand end, Figs. 1 and 10, and arranged to mesh with the gear or circular rack 32 fixed on an annular flange 33 formedas a part of the casing section 1; in like manner, the crank shafts for the holes 23 (Fig. 11) have their gears meshing with a sinular rack or gear 34 on the section 2. Thus it is evident that if the flywheel and shaft are to turn, the gears and `crank shafts must also rotate. Each crankshaft (Fig.

12)- has a crank 36, and these cranks are,'

of course disposed alternately on 'opposite sides of the plane which includes the axis of i the corresponding cylinder, as explained with reference to the gears.

Mounted on the bearings 11-14 and 12-13 are pairs of rotors-rights and 1efts-the construction of the latter being shown in Figs. 14 to 18 inclusive. As indicated therein, the rotor preferably comprises a main disk-like member or element having an offset hub 41 received on the bearing 13 and connected to the rim 42 by an offset web 43 provided with openings 44-45 spaced ninety degrees apart. The outer face 46 of the rim is cylindrical except in so far as it is broken by the oppositely disposed pistons, hereinafter descrlbed; and the central portion of the web ares inwardly from the.

inner end of the bearing 13 as shown at 48. At points midway between the. openings 44-45 the web is provided with bosses-49 cored out at 50 to receive nuts 51 into which the screws 52 are threaded, these screws serving to hold the second element 53 of the rotor firmly on the first. The construction of this element is best shown in Figs. 17 and 18, and it is carried (Fig. 11) on the bearing 12 on theopposite side of the web of the fiywheel: thus the rotor is supported at two points well removed from each other longitudinally of the shaft and on opposite sides of the central plane of the cylinder. It will be understood that the elements 49 pass through the openings 21 between the arms of the fiywheel.

As stated above the other rotor differs from that described merely in that it is a right instead of a left, and the corresponding parts, in so far as they are shown, are therefore given the same reference numeral qualified by a prime. The bosses of the second rotor pass through the openings 21 at right angles to those in which the first mentioned bosses are received. It will also be understood that the cranks 36 are received in the openings 44 of the corresponding rotor, the corresponding hubs 24 or 25 passing through the openings 45. As shown, the openings 44 are approximately elliptical to provide clearance for the cranks, but the outer wall of the openings 45 extend more nearly circumferentially of the rotor to accommodate the circumferential movement of the rotor relatively to the hubs. The cranks 36 are connected to the corresponding rotor by means of connecting rods or links 54 pivoted at 55 between the main web portion of two of the arms 43 and the lu s 56 thereon. 1 l

he intake port leading to the annular cylinder 55 in which the pistons travel appears at 57; the exhaust port at 58, Figs. 3 and 5; and the spark plug or other ignition means at 59.

The general operation is as follows, the direction of rotation being clockwise, Figs. 3 and 5; when the rear face of va leading or first piston sweeps by the intake port 57 its motion is rapidly increasing as compared with that of the next succeedlng or second piston, consequently a suction is set up in the space between these particular pistons and air (in this case, fuel mixture) is drawn in. (Fig. 3) As the second piston sweeps by the intake port, the relation of the speed of the rotors is reversed thereby compressing the air or charge, an' action which is completed when the charge reaches the ignition means 59. Firing taking placethe rst piston is again forced forward at` relatively high speed until exhaust occurs as shown in' Fig. 3, whereupon the second piston again moves faster than the first; and the exhaust is followed bya scavenging of the space between the two pistons during with the links 54, react on the flywheel to` drive the shaft. There being four pistons, it follows that four working strokes per cylinder are secured for each revolution. It is preferred to arrange the corresponding working parts of the two cylinders at forty five degrees to each other, as stated before, so that the impulses in one cylinder overlap those in the other, that is, in a two cylinder engine an impulse is secured each forty five degrees of angular movement of the shaft.

When the parts are constructed as shown,

the maximum speed of the forward piston relatively to the rear piston o n working stroke occurs when the stroke is only about one third completed, that is, while the pressure is still high. Putting .it another way, the greatest leverage on the flywheel and shaft is secured when the pressure is high;

and as the torque is a product of these two factors it follows that a more efficient application of power is thus attained. 4

Scavengz'ng and piston cooling-It will be seen, Figs. 6 and 7 that the pistons each comprise skeleton end walls 60-61 joined by a longitudinal imperforate wall or diaphragm 62, there being side openings 63 between the wall` 62 and the rim of the corresponding rotor, these openings being arranged to register, after exhaust is completed, with air inlets 64 (Figs 3 and 5) in the sides of the cylinder. The piston heads 65 are detachably secured to the walls 60-61 as by threaded studs 66 and are provided with ribs 68 whereby the passages 69 are formed. The outer walls of the pistons are open at 70. Each of the cylinders has a scavenging port 72 between the ports 56 and 57, said ports 72 opening into the scavenging pipe or manifold 73, Figs. 19 and 20. The exhaust ports 57 open into the pipe or fitting 74 that includes the dividing wall 7 5 whereby the exhaust gases from the two cylinders are kept separate until they are well beyond the exhaust port which is nearest the outlet end of the fitting. The pipe 7 4 projects into the manifold 73 and has its extreme edge close to the inner wall thereof, but is spaced considerably therefrom nearer the exhaust ports, whereby the flow of exhausr gases from the fitting creates a suction in the manifold 73 and in the port 72. As the exhaust impulses from the two cylinders overlap, it is evident that sub-atmospheric pressure is constantly maintained in the manifold 73, therefore as soon as the opening registers with the port 72 and the openings 63 register with the air inlets 64, cold'ai-r is drawnin through the pistonl seals the joint but also reduces friction,

as indicated by the arrows Fig. 5, thereby blowing out whatever hot gas may be present and cooling the piston. In order to prevent the air from seeping across from the space interiorly ofthe wall 62 to the space exteriorly thereof, it is preferred to provide one or more interrupting longitudinal grooves 79, Fig. 3, in the outer surface of the piston.

Sealing features.-Interposed between the outer edges of the rotors is a ring 80, Figs. 1 and 4, substantially V-shaped in cross-section that rides rather loosely on the rim ofthe fiywheel. This ring no t only since it itself moves around on the flywheel by a motion dependent on the relative movement of the rotors.

The joints between the and the surface 46 or 46 of the other preferably closed as indicated in Figs. 6, 7 8A and 9, that is, by continuing the piston ring groove 82 across the inner face of the piston and. mounting therein the plates 83-84 that are forced down onto the surface 46 or 46' and outwardly against the surfaces 85 and 86 and the ends of the piston rings S8 by piston of one rotor vmeans of the centrifugal levers 89. p ivoted in the piston at 90 and having overwelghted ends 91, and the pivoted wedge 92. Only sufficient overweight is employed to insure a Iclose fit at normal engine speeds.

The sections 1 and 2 are provided adjacent the rim of the corresponding rotor with grooves, Figs. 1 and 4, preferably having the 100 tapering outer walls 93 and in'these grooves are received annular sealing ring carriers 194 that t closelyv to the face of the corre# sponding rotor and carry suitable sealing rings 94 94 grooves: At a point swept over by the rearward piston of a given pair when the compression of the charge has proceededto a small extent, say to four pounds per square inch, the Walls of the cylinder are perforated at 95, Figs. 2 and 3,'to receive the check valves 96 access to which may be had by removing the plugs 97 which also act as limits for the opening movements of the valves. The openings 95 communicate with 115 vthe space or the rear sides of the ring carriers, as by means o f the small pockets 98 and passages 99. As soon as the rearward piston sweeps over the openings 95, the admission of higher pressure is precluded but the air in the pockets cannot escape since the check valves 96 are thereafter automaticallyseated, consequently the ring carriers 94 are forced against the rotors by a pressure suiiicient to secure a proper sealing action and yet not great enough to induce objectional friction. It lwill be understood that the rings are gradually carried aroundin the carrier; by piercing the carriers at 100, Fig. 4, this movement is utilized to occabearing on the walls of the 105 divided by a v into an outer l so . formed ina boss sionally relieve the pressure in the pockets 98,since the excess gas then passes through between'the ends of the rings, the passage 100 and inwardly along the face of the corresponding rotor until it escapes into the gear chamber. Oil is fed to the joint between the base of the ring 80 and the iiyheel through the passages 101 in the latr by centrifugal action; and excess oil escaping from the joint or'lwhich follows the flywheel, gets into the space between the ring 80 and the rotors and passes into the chambers 105, hereinafter described, through ports 102;

RotorI cooling komma-It will be observed that each rotor rim is cored out to form a circumferential chamber 105 into which oil is thrown through the passages 106, Figs. 4 and 17 by centrifugal force.

ere no means provided to prevent it, these chambers would therefore quickly fill with oil and remain filled. The variation in the angular speed of the motor at dierent points in the stroke is utilized to constantly pump the oil out of the chamber and return 1t to the casing by the following means: at diametrically opposite points the chamber is wall 109-110, Figs. 3 and 21, passage 111, and two inwardly inclined passages 112-1-13 which lead, re- .spectively, to the outlets 114-115 formed 1n a valve casing 116 that is supported in the depresslo'n or valve chamber 118, Fig. 16, 119 on the. corresponding main rotor element. A valve 120 is slidable -in the vchamber 118 circumferentially of the rotor and closes one or the lother but not both of the ports 114-1'15, depending on its po- .sition. 4For example, as a particular rotor accelerates, the inertia of the oil in the chamber 105 causesl it to flow backward relatively to the rotor, whereupon the excess oil iside- {iected inwardly through the passages 112. The acceleration, together with the inertia of the oil (whichlacts by pressure through the passages 112 andby suction through the passages 113), throws the valves 120 backwardly thus opening the port 114 and permitting the ,011 vto escape inwardly into the casing; in

like manner, as the rotor slows down in its stroke, the valves 120 are thrown to the other `linits of their movement, thereby opening the ports. 115 -and allowing the oil in the chamber 105 to escape through the passages 113 and 115. A constant circulation is thus maintained to and from the chamber 105.

' Oil is .largely `prevented from seeping through the ljoints', between the rotors and fring 80 by the-ribs 122, Figs. 4 and 17, ndb'ypthe passages 102 through which it esapes into thechamber 105, as stated above. Thefuelmixture maybe supplied by a abi arbureter 125, Fig). 19, which is prowarfi fuel t rough the pipes 126127 and the heating -chamber 128 formed in the exhaust manifold 74.

Cooling water is supplied to the several water passages 130 in the casing by means of the inlet pipe 131, Fig. 19, and is discharged therefrom through the pipe 132.

The various features involved are each susceptible to considerable change without departing from the spirit of the invention, and some of these features, for example, the rotor construction and the means for connecting the rotors to the shaft, are applicableto steam engines as well as to those of the com- 'mounted in said carrier, and having their axes parallel to that of the main shaft, said crank shafts each having a gear onone end and a crank on the other and alternate crank shafts being reversely arranged, gears fixed to the casing andv with which the first named gears are in mesh, and a link connecting each crank with the rotor which is on the same side of the crank shaft carrier.

2. A rotary engine comprising a casing, a main shaft cluding an annular cylinder, a pair o rotors angularly movable about the mainshaft, each rotor including a pair of pistons arranged to travel in the cylinder, the pistons of the two pairs alternatlng, a counter shaft carrier between the rotors and rigid with the main shaft, counter shafts supported by the carrier, means associated with the counter shafts whereby'a relative angular movement of the rotors is made to turn thecarrier and main shaft, said rotors each being supported on both sides of the counter. shaft carrier.

3. In a rotary engine, a casing forming an annular cylinder, a main shaft perpendicular to the plane said cylinder at the center of the circle, a pair of rotors movable about the shaft and each including a pair of pistons'arranged to travel in the cylinder, the pistons of the two -pairs alternating, means whereby a relative angular movement of the rotors is made tozcause the main shaft to turn, and bearings for supporting each rotor on both sides of the plane of the axis of the cylinder.

4. A rotary engine comprising a casing, a main shaft mounted therein, said casing mounted therein, said casin in` of the 'circular axis ofA forming an annular cylinder, a pair of rotors loose on the shaft and each including a pair of pistons arranged to travel in the cylinder, the pistons of the two pairs alternating, a fly wheel xed onl the shaft and disposed between the rotors, means whereby a movement of the rotors angularly relative to each other causesthe flywheel to turn, said flywheel having openings l therein through which the rotors pass, and bearing means for each rotor on both sides of flywheel.

5. A rotary engine including an annular.

cylinder, a main shaft, a pair of rotors movable about the shaft and each having a pair of pistons traveling in the cylinder, the pistons of the two pairs alternating, a flywheel disposed between the rotors, crank shafts carried by and rotatable in respect to the flywheel, links connecting the cranks of alternate crank shafts to dierent rotors, and means for causing the crank shafts to rotate as the rotors travel in the cylinder, whereby the flywheel and shaft are caused to turn.

6. An internal combustion engine lincluding a casing forming an annular cylinder, there being a pocket adjacent said cylinder and a restricted passage for admitting fluid pressure from the cylinder to the pocket, a rotor for the cylinder, the casing having an annular groove therein opening toward the outer edge of the rotor, a sealing member in the groove, the bottom of the groove communicating with the pocket, whereby pressure in the pocket forces the sealing member against the rotor.

7 An internal combustion engine comprising a casing forming an annular cylinder, pistons in the cylinders,'rotors whereby thel pistons are respectively carried, means for admitting fuel mixture to the cylinder between the pistons means for causing the pistons to compress the mixture, a sealing element for the joint between one of the rotors and the casing, a passage leading from the cylinder ata point swept over by the rearward vpiston when the compression is low,

said passage also leading to the side of the sealing element opposite from the rotor whereby said element is pressed against the rotor.

8. An internal combustion engine including a casing forming an annular cylinder, a rotor for the cylinder, the casing having an annular groove adjacent the outer edge of the rotor and opening toward said rotor, a sealing ring carrier in the groove and bearing on the rotor, a sealing ring supported thereby and bearing on the wall of the groove, and a passage connecting the cylinder to a point in the groove beyond the sealing ring, whereby the ring carrier is pressed over against the rotor by fluid pressure.

9. An internal combustion engine including a casing forming an annular cylinder, a rotor for the cylinder, the casing having an annular groove adjacent the outer edge of the rotor and opening toward said rotor,- a sealing ring carried in the groove and bearing on the rotor, a sealing ring supported thereby and bearing on the wall of the groove, and a passage connecting .the cylinder to a point in the groove beyond the sealing ring, whereby the ring carrier is pressed over against the rotor by fluid pressure, and means for intermittently relieving th'e pressure in said passage.

'10. An internal combustion engine comprising a casing forming an annular cylinder, pistons in the cylinder, rotors whereby the pistons are respectively carried, means for admitting working fluid to the cylinder between said pistons, annular Vgroove therein adjacent the outer edge portion of one of the rotors, said groove opening toward the said rotor, a sealing ring carrier in the groove and pressing on the rotor, a sealing ring supported by the carrier and pressing on the wall of thegroove, and a passage connecting a point of low pressure in the cylinder to a point in the groove beyond the ring, whereby the carrier is lightly pressed against the rotor.

l1. An internal combustion engine comprising a casing forming an annular cylinder, pistons in the cylinder, rotors whereby the pistons are respectively carried, means for admitting working fluid to the cylinder between said pistons, the casing having an annular groove therein adjacent the outer edge portion of one of the rotors, said groove opening toward the said rotor, a sealing ring carrierin the groove and pressing on the rotor, a sealing ring supported by the carrier and pressing on -the wall of the groove, and a passage connecting a point of low pressure in the cylinder to a point inthe groove beyond the ring, whereby the carrier is lightly pressed against the rotor, and a check valve in -said passage whereby fluid in the passage is prevented from returning to the cylinder.

12. In combination, a rotor having a holllow rim portion forming a circumferentially extending chamber, means for supplying liquid to said chamber, means for constraining the rotor to turn alternately faster and slower, and means controlled by the inertia of the liquid for directing the liquid from said chamber inwardly toward the axis about which the rotor turns.- 1

13- A' rotary engine comprising a casing, an engine shaft mounted therein, said casing including an annular cylinder, a pair of rotors concentric with and loose on the shaft, each of said rotors including a pair of pistons arranged to travel in the cylinder, the pistons of the two pairs alternating, means the casing having an rotors for each cylinder,

for supplying a charge of combustible mixpistons forward at different speeds, the

speed of the forward piston being greatest for a time and the relation of the speeds thereafter reversing, the rotors having circumferential chambers therein around their outer edges to which cooling liquid is supplied as the rotors turn, and means whereby the changing angular speed of the rotors is made to expel the liquid from said chambers .and return it toward the shaft.

. 14. A rotary internal combustion engine comprising' two annular cylinders, a pair of each rotor including a pair of pistons and the pistons of the pairs alternating, the pistons being hollow, means .for exhausting burned charges from between the adjacent pistons, and means for utilizing the exhaust gases from each cylinder for scavenging the pistons of the other cylinder.

15. A rotary internal combustion engine comprising two annular cylinders, and hollow pistons arranged to ,travel therein, means for supplying fuel mixture to the cylinders between the pistons, means for igniting the mixture, exhaust passages including parts through which the burned gases escape, air ports entering the cylinders beyond the exhaust ports, scavenging ports beyond the exhaust ports, and means for utilizing the exhaust gases to maintain a sub-atmospheric pressure in said lscavenging ports whereby air is drawn through the pistons and air ports for cooling purposes.

16. In a. rotary engine, a casing forming an annular cylinder, a pair of rotors each having a piston received in the cylinder, and means for sealing the joint between the piston of on`e rotor and the other rotor, said means comprising a pair of elements con- ,structed and arranged to be spread apart longitudinally of the common axis of the rotors to thereby approach the adjacent walls of the cylinder, and centrifugal means for thus causing. said elements to spread.

17. In a rotary engine, a casing forming an annular cylinder, a pair of rotors each having a pistn received in the cylinder, fractional piston rings for the pistons and means for sealing the joint between the piston ring'oitl one of the rotors and the other rotor, comprising a pair of elements constructed and arranged to be spread apart longitudinally of the common axis ofthe rotors and against the ends of the piston ring, and a centrifugally operated lever carried by the piston, whereby said elements l are thus spread apart.

HOWARD L. wEED.

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