US1497481A - A common law trust consisting of - Google Patents

Description

June 19. 1924. 1,497,481

F. A. BULLINGTON INTERNAL COMBUSTION ENGINE Original Filed Aug. 19, 1920 5 sheets sheet] I ulW June 10, 1924. 1,497,481

F. A. BULLlNGTON INTERNAL COMBUSTION ENGINE Original Filed Aug. 19, 1920 5 Sheets sheet 5 June 10, 1924.

F. A. BULLINGTON INTERNAL COMBUSTION ENGINE Original Filed Aug. 19 1920 5 Sheets-Shest 4 June 10. 1924. v 1,497,481

F. A. BULLINGTON INTERNAL COMBUSTION ENGINE Original Filed Aug. 10, 1920 5 Sheets-Sheet 5 420 tion element Patented June 10, 1924.

UNITED STATES PATENT OFFICE.

FRAHL A. BULLINGTON. OF KANSAS CITY, MISSOURI, ASSIGNOB TO BURLINGTON MOTORS, OF KANSAS CITY. MISSOURI. A COMMON LAW TRUST CONSISTING' OF SOLOMON STODDARD, ERNEST E. HOWARD, AND FRANK A. BUIJIJINGTON.

INTERNAL-COMBUSTION FTTGINE.

Continuation of application Serial No. 404.592, filed August 18, 1920. Thlsappllcation filed June 10,

1922. Serial No. 567,286.

To all whom it may concord:

Be itknown that I. FRANK A. BULLING- TON a citizen of the United States, residing at Kansas City, in the county of Jackson and State of Missouri, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do declare the following to he a full, clear, and exact descri tion of the invention, such as will enab e others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to the figures of reference marked thereon which form a part of this specification.

This invention as herein illustrated and described relates to prime movers for genersting power and particularly to a motor in which an expansihle motive fluid is employed to impart motion to pistons which rotatc about a common axis.

This application is a continuation of an application filed by me on or about August 19, 1920, Serial No. 404,592.

The particular type of motor involved includes co-operating pistons progressively rotatable about the axis of the power shaft. one piston having relatively accelerated movement with respect to the other and the latter having relatively retarded movement.

The pistons, however, rotate within the stator so that first one and then the other hecomes the accelerated piston.

In actual practice I prefer to' arrange the istons in tirs, the pistons of each pair ing rigid connected and they are diametrical y oppositely located on their respective shafts so that a movement of a iston in one pair will induce a correspon mg movement of the other iston in that pair.

40 I also provide means w ereby first one set of pistons and then the other set becomes the accelerated pistons, and vice versa in altern'ate relation throughout the repeated cycles of themotor. Therefore, it will be seen that the various sets of pistons become action elements and reaction elements in'alter'uate relation to generate power within the motor and communicate it to a transmission shaft. That is, if a iston of one pair is the acor one explosion it is a, primary action element and the other p ston of the same pair is a secondary action element to cause simultaneous compression action and intake action for succeeding charges, and then one of the pistons of the other pair is a primary reaction element and its mate in the same pair is a. secondary reaction element to assist in a simultaneous scavenging or exhausting action of a previously exploded char 0 and an intake ax:- ti on for a succeeding c ar e. After one piston has left the spark p ug as a primary action element, the next time it leaves the spark plug it will be a primary reaction element.

Devices of the some generic principle as described above have been provided heretofore hut in order to maintain an operative co-acting relation between the pistons of the various sets, it is necessar to provide a movement controlling mec anism between the motor shaft and the transmission shaft and in so far as I am aware. such movement controlling mechanism heretofore has been associated with a pivotal point or shaft eccentric to the piston shaft, with the result that the power had to be taken from the motor by' some inefficient means.

It is of prime importance to the successful operation of a four cycle rotary combustion motor that each piston accelerate and retard at the same rate so that there will be a uniform application of the ower generated within the motor to the riven shaft or power shaft'of the motor for in the event that there are variations in the accelerating and retarding movements, obviously there will be a variable in the angular speed of the driven shaft which might be termed a jumpy action. Therefore, it is an important feature of my invention that the links e between the pistons and the power sha t be so constructed and so co-ordinate that under all conditions there will be a uniform alternating accelerating and retarding rotative movement of the pistons.

Prior to m invention istons have been connected on controlled y links but in all devices of which I have know edge the linka' was so constructed that variables woul occur in the accelerating and retardingmovcments of the pistons. Some attempts have been made to overcome this recognized disadvantage but such structures 10! have included cams or gears for controlling the movements of the pistons. Where gears are used. obviously, the mechanism was mechanically impracticable because the teeth could not withstand the shocks or blows communicated to them at the moment of explosion or ignition of the fuel charge. Likewise where cams were employed. they were associated with rollers which passed over them and these also caused hammer blows or local shocks to the rollers and to definite parts of the cam at each explosion so that in actual practice they could not. stand up.

My invention contemplates means for conmeeting the pistons to the driven shaft of the motor by suitable linkage or mechanism which will control the movementot the pistons about a common axis so that they will have relative movement to compress fuel charges to combustible pressures and whereby the pistons will have alternate uniform accelerating and retarding rotative move- ..ments to insure uniform application of the expansive forces of the ignited charges applied-to complementarv pistons to thereby. through the linkage, rcitatc the driven shaft with uniform application of power as well as to insure balanced I'otative movement of the istons.

T is I accomplish by so constructing the linkage for connecting the pistons to the driven shaft that all of the parts will have constant movement during the operating periods of the motor so that there will be no stationary parts to receive the impacts of the exploded charges. The constantly rotating connecting linkage between the pistons and the driven shaft will absorb the impact of the exploded charges during their movement and during the time that. there will be relative movement between the operating parts of the linkage so that. a hammer blow or direct impacting contact will not result as would be. the. ease Where a stationary cam, for example, was the guiding clement. about which pins or shafts of the link members moved or where a fixed gear received all of the force of the exploded charges from a pinion tooth.

1th uniform applications of power from the successive explosions, uniform angular rotation of the driven shaft may be. provided and insured by a fly wheel thereon.

In the construction illustrated in this application. l utilize gears but these gears do not receive the full impact from the exploded charges: they receive a resultant force of the exploded charges. Such impact is absorbcd in the linkage, the gears being utilized merely as delivering the resultant work ing force or torque to the driven shaft and are important parts in controlling the rotativc movement of the pistons and the re sultant working force to the driven shaft.

It is to be noted, however, that the objeetions heretofore referred to with respect to the inclusion of gears in a connecting linkage between the pistons and the driven shaft is not present in. my invention on account of the fact that the shocks are absorbed at a. point in the linkage between the pistons and the gears which have been heretofore referred to. i

Attention is called to the fact that the entire linkage planetates about the axis of the pistons and about the axis of the driven shaft and that this planetary movement continues throughout the entire operating cycles of the motor.

In the drawings,

Fig. l is a perspective view of the invention part1 in section to show the interior of the engine casing and the interior of the crank case and (o-operating mechanism.

Fig. 2 is a vertical. longitudinal, sectional View, olle ol' the pistons being shown in section. to illustrate the arrangement of the packing. 1/

Fig. I, is a vjiaw of the motor with the outer half of the casing removed on the line 33 of Fig. 2, looking in the direction of the arrow.

Fig. 4 is a cross sectional view on the line 4-4 of Fig. 2. i

Fig. 5 is a sectional view on the line 55 of Fig. 3. A

Fig. 6 is a diagrammatic view showing the positions of the pistons and the piston controlling linkage when the crank is at upper dead center.

Fig. 7 is a diagram showing the position of the pistons when the crank is advanced 22% degrees from the position shown in Fig. 6.

Fig. 8 is a diagrammatic view showing the position of the pistons and the piston controlling linkage when the crank has advanced -15 degrees from the position shown in Fig. 6.

Fig. 9 is a diagrammatic view showing the position of the pistons and the linkage when the crank has advanced G7,} degrees from the position shown in Fig. 6. V

Fig. 10 is a diagrammatic view showing the positions of the pistons when the crank has traveled one-fourth of a revolution to a side dead center position or one complete ltlt) power stroke, it being understood that the engine shown provides four crank dead center positions and four explosions to a complete revolution ofthe motor shaft and that the engine is designed to operate on the principle of a four-yele hydrocarbon engme.

The stator is shown as consisting of a cue ing comprising the halves 10 and 10', the outer one 0 of which is removable to permit access to the stator. The interior of the stator is elliptical in cross section but formed to provide a circumferential chambe! for the'pistons. The casing is proi'idcd with a water jacket 11, having an inlet 12. and an outlet 13 whereb' a cooling fluid may be circulated about he stator to rlissipate heat generated by the explosions with in the motor casing. The two halves may communicate through the aligning ports 11 so that the Water may circulate through the water jacket.-

The stator is provided at an appropriate oint with a spark plug 14, having a chamr 15 about the spark plug point communicatin with the interior of thestator whereby t e charge admitted to the stator may be ex loded when under compression. As shown t e spark plug is at the top of the stator while the irlet is near the bottom thereof, the arrangement of inlet being best shown in Figs. 3 and 5.

The inlet may consist of a chest or valve casing 16 having a plurality of ports 17, 18, 17 and 18, the latter progressing from the control valve 19 into the stator chamber. The valve 19 is provided with op )ositely located ports 20 and 21 whereby w en the valve is turned, the effective port and oassage area between the carburetor and the interior of the stator casing can be regulatd; that is, maintained at a sufficient effective area to insure the most efiicient vacuum condition between the engine and the carburetor. In other words, the arrangement of intake is such as to insure the proper manifold or port area for the speed and temperature of the motor.

The motor is provided with an exhaust port 22 near the lower side of the casing and with an auxiliary exhaust port .23 and a preliminary intake port 24 between the main intake and the main exhaust, as clear- 1y indicated in Fig. 3.

. Within the stator is a plurality of pistons arranged in pairs, the istons of one pair being designated 25 an 26 on the hub or web 27 carried by the piston shaft '28. The pistons of the other pair are designated 29 and 30 carried by the hub or web 31, mounted on the hollow piston shaft or sleeve 32 sleeved upon the shaft 28 and extending through the bearing 33, illustrated a an integral part of the stator casing. Therefore, the pistons 25 and 26 have synchronous movement, one with the other but inde endent movement with respect to the pistons 29 and 30. The pistons 29 and 30 have svnchronous movement one with the other but independent movement with respect to the pistons 25 and 26.

All of the pistons are providedwith arcuate piston rings or strips 34, which are normally pressed outwardly by coiled springs 35 in recesses in the pistons, it being apparent by reference to Figs. 1 and 2 that the istons on the hub 27 are substantially semi-circular and extend over the hub 31',

and that the pistons 29 and 30 on the hub 31 overlie the hub 27, as clearly shown in Fig. l. The lower ed es of the pistons which overlie the complementary hubs are provided with springprcssed packing strips 30. as will be clearly seen by reference to Fig. 2, and the outer faces of the hub are provided with coniplcnientary scalin rings 37 and 38 which cooperate to provit e close clearances to prevent leakage of the explosive charge.

The inner faces of the complementary hubs 27 and 31 are provided with split ring lpackin'gs 39 and 40, each bearing and rubing against the other but carried freely and independently by or within its particular piston hub, this being an advantage over a solid or one-piece packing rin since the split packing ring more effectual y seals or packs the joint between the two piston hubs even in the event of slight irregularities or warping between the two complementary piston hubs 27 and 31.

As heretofore explained, it is desired to provide certain relative movements between the two pairs of pistons during the cycle of operation so that first one pair of pistons of a set becomes the accelerated or action pistons while the other pair is reaction pistons and then on the next explosion, the pair of pistons which has previously been the acee erated or action pistons becomes the retarded or reaction pistons and the pistons which in the first instance were the retarded or reaction pistons then become the aeceler ated or action pistons, the relative functions of the two pairs of pistons alternating at each explosion. 1

The mechanism for accomplishing the proper functioning of the various pistons includes a coupling for connecting t e pis ton shafts to the transmission element which may be the crank shaft or gear shaft, according to the manner of transmitting the power. The transmission crank shaft 41 is shown as in line with and concentric with a counterbalance weight 45 and havin a crank 46 having a (rank in 48, on w ich is rotatably mounted a pinion :ar 47, mesh ing-with the internal teeth 48 of a static! ary, internall toothed ring gear 49, con,- centric witht 1e shafts 28' and 41 but eccentric o the axis of the pinion. The internally toothed ring gear 49 is rigidly sup ported by the casing 43 within the ofiset portion 50, shown as fixed to the bearing 42 and easing so that the pinion gear ,will roll over the teeth 48, rotate about its axis or crank 46, and revolve bodily about the axis of the crank shaft 41. Fixed to the pinion gear 47 and rotatable therewith about the axis of the crank pin 46' is a bar 5i. tho oppositely disposed arms 52 and 53 of which constitute slotted cranks. the slots 5i and 55 receiving sliding heads or hearing blocks 56 and 57, to which crank arms 58 and 59 on the piston hollow shaft 32 and piston shaft 28 respectively are pivotally connected.

The crank arms 58 and 59 are provided with counterbalance weights 58" and 59' at their free ends, as shown, to assist in carrying over dead centers and to facilitate smooth running of the rotating parts of the motor.

In order to provide an interconnecting. supporting structure or coupling between the crank 46 and the piston shaft 28. I have provided a link, or floating bearing member 60, mounted on and carried by the crank 46. and having a bearing engagement with the shaft 28, at its crank end. the link being rovided-with a counterbalance weight 61.

e counterbalance weight 61. together with the counterbalance weight 46 on the head 44 of shaft 41, provides the necessary counterbalance for the crank pin 46, the pinion %;47, and the bar 51.

e power shaft 41 is shown as being provided with a fly wheel pulley 62 from which power may be transmitted. to what ever driven elements are to respond to the action of the motor. I prefer to extend the piston shaft 28 through the outer half of the casing and provide lugs 63 and 64 t w on so that a crank may be sleeved over 1 end of the shaft 28 in the usual way 101* cranking the engine.

When the parts are assembled as shown and the motor is turned oven-the pistons rotating in a clockwise direction, so that the initial charge is drawn in. and trapped between the pistons 26 and 30,, or example, when they occupy the positions of 29 and 26, it is apparent that the piston 26 will move faster on the intake stroke than the piston 30 so as to draw in the charge, the accelerated movement ceasing; by the time the piston 30 has closed off the intake ort. Then. by reason of the linkage, the piston 30 will become the accelerated piston to compress the charge until the pistons are substantially in the positions of the pistons 25 and 29 in Figs. 3 and 6.

In this position of istons the crank 46 and connecting mechanism is in a neutral or dead center osition and a slight movement forward will carry over dead center, at which time ignition of the compressed charge of fuel between the pistons will be caused by the spark log and on electric timer (not shown). he resulting explo sion and expansion of the charge will ac celeratc the piston 26, the piston 30 being slightly retarded during this time but also moving forward until the accelerated piston 26 reaches the limit ofits expansion stroke, in which position it uncovers or opens the exhaust port whereupon a second explosion occurs in the succeeding chamber. The retarded piston 30 will then be accelerated to close the gap or chamber between the two pistons between which the explosion charge had just previously been ignited and thereby cause the scavenging of the burnt gas from the chamber.

\Vhen the pistons are in the position shown in Fig. 6. all parts are practically on. dead center so the hearings or blocks 56 and 57 ar equal distances on the bar 51 from the pivot or crank pin 46. but when the pisstons move slightly forward in a clockwise direction (Fig. 6), the bar 51 will be rotated about the crank pin 46 in a clockwise direction, and the distance between the crank pin and the block 57 y, will be greater than the distance between the crank-pin and the block 56. Therefore. the greater pull will he on the arm 53 to cause the rotation of the pistons to be in the direction of the arrow. causing the forward piston relative to an explosion to at all times be the accelerated or action piston and the rear piston the retarded or reaction piston, and the crank pin 46 and the bar 51 to revolve bodily about the axis of the crank shaft 41 in a contraclockwise direction and thereby cause the rotation of the crank shaft 41 in the same direction. Since first 25 and 26 are the forward pistons and then 29 and 30 become the forward pistons, it follows that alternately the two sets of action and reaction pistons during the cycle of o erations.

en the piston 26 has reached the limit of its explosion stroke, there will have been a charge of fuel compressed between 25 and 30 and as the momentum carries the link connection. cranks. etc. over dead center, carrying 30 and 25 past dead center, there will be another explosion between 30 and 25 so that 30 becomes the accelerated piston and the space between 26 and 30 will exhaust. When the piston 30 passes and closes the exhaust port 22, its accelerated and scavenging action will not have been completed and for the completion of this action, the remainder of the exploded or burned gas will he passed out through the auxiliary exhaust port 23. As soon as the piston 30 closes oil 23. 26 will be uncovering the port 24 so as to draw in a preliminary charge of fresh air before uncovering the inlet port from the fuel supply. After the piston 26 passes the inlet port, the effective volume of the space between 26 and 30 will be increased to take the full charge of fuel and then begin to compress the charge because the piston 29 will be accelerating under the influence of its exploded charge, the peak pistons become izo of the com ression being reached at dead center or a jacent to the spark plug so that the charge will he exploded at the hi hest point in its compression. Thus it wil be seen that a four-cycle operation of the en gine takes place after each explosion.

It will also be aparent that the effective port area for the in ct may be controlled by the valve 19 so that the port. area can be of appropriate size to insure the most oilicient vacuum condition between the engine and the carburetor.

It will be further apparent that after each ex losion, the end of the crank for the acce erated piston. that is. the advanced piston, will be a reater distance from the axis of rotation o the bar ri id on the pinion than will the outer end o the crank for the complementary reaction piston. Therefore, the greater pull will be exerted on that portion of the bar co-operatin with the advanced piston responding to t e explosion, causing the bar to revolve about the axis of the iston shafts in the direction of rotation of t e piston shaft by reason of the fact that the pinion rolls with the bar on the teeth of the internal gear. The direction of rotation of the transmission element will be reversed with respect to the motor piston shafts, the movement being such that the engine will continue to rotate in the direction in which it is started.

In order to bring about proper performance of the workin parts of the "engine in that each piston will accelerate and retard at the same rate to provide a uniform application of the power generated within the motor to the driven shaft or power shaft, it is recommended that the en ine be constructed in accordance with t e diagrammatic illustrations shown in Figs. 6 to 10, both inclusive.

In Fig. 6 the pistons are shown in their proper relations at the beginning and ending of each stroke action. That is. the two pistons 29 and 25 are in the position with the charge compressed between them. The

grees. an

pistons 26 and 30 have exhausted. The position of the bar 51 (rotatable with the pinion gear 47 and about the axis of the crank pin 46' on which the pinion gear is mounted) is perpendicular to the crank radius, which is the dead center of the mechanism and occurs four times during one revolutionof the motor. The least angular distance between cooperating pistons at any 'time is 53 degrees and the greatest possi Le distance between any two pistons is 127 degrees. The angular StIOiB action, therefor c, of complementary iistons is the sum of 127 de rees and 53 degrees, or 180 detheir difference, or 74 degrees. In Fig. 6 the distance between the radial centers of the pistons is 53 degrees, as in- B5 (heated by the angle cd. Rotation of the crank 47 in a contra-clockwise direction is accomplished by a rotation of the pistons about the motor axis in a clockwise direction and in Fig. 7 the crank 46 has rotated 22'} degrees from the position shown in Fig. 6. The bar 51 has rotated 45 degrees about the axis of the crank pin, the piston 25 has advanced 27 degrees, and the piston 29 has advanced 18 degrees from their respective positions, the positions of the pistons 29 and 25 being indicated at angle 0 and d. The distance between them has been increased 9 degrees and an iniaginar point midway be tween them, as indicatedl i 22% degrees from the point 5 (Fig. 6). The piston 25 has received an accelerated rotation of 41} degrees and the piston 29 has been netarded 4% degrees-during the 22,5 degrees of rotation of the motor. In Fig. 8 the parts are shown in position with the crank pith 46"advanoed 45 degrees from its position in Fig. 6, and the bar 51 has been rotated 90 degrees about the crank pin. The piston 25 has advanced 63 degrees and the piston 29 has advance 261} e rees from their initial positions, as shown in ig. 6. The imaginary point midway between the two istons, as represented by b in Fi 6, has a vanced to the position indicated y b" in Fig. 8 and the angular movement of the piston 25 in advance of the position indicated in Fi 7 is indicated by the angle 0! There ore, the piston 25 has received an accelerated rotation of 181} de' grees and the piston 29 has been retarded in its movement of 18% degrees.

In Fig. 9 the crank nin 46' is shown as advanced 67 degrees from the point it as: sumed in Fig. 6. The bar 51 has been r0- tated 135 degrees about the crank pin, the radial center of the piston 25 is indicated at center of the iston 29, as represented by the line 0", has een advanced 35 de rees from the position shown in Fig. 6. T to angular distance between the pistons 29 and 25 has increased 65 degrees and the original midway point between the pistons, as indicated by b in Fig. 6, has advanced 67) degrees. Thus the nston 25 has received an accelerated rotationof'32} degrees and the piston 29 has received a retarded rotation of 32% degrees. Therefore, the mean angle of rotation of both pistons is 67% degrees, the same as that of the crank pin 46'.

In Fig. 10 the arts are shown with a stroke action comp ctcd. The crank pin 46' has advanced 90 degrees, the bar 51 has been rotated 180 degrees about the crank pin and is again perpendicular to the crank radius, the piston 25 has advanced 12j" degrees, and the piston 29 has adyanced 50 degrees to the position previously occupied by the iston 25 in Fig. 6. The movements of the pistons, bar and crank pin just enumerated in cony b, has advanced nection with the diagrams have been those which take place between any two pistons from the time of the explosion through the" respectively so any movement which is imparted to either piston 29 or 25 will impart a corresponding movement to a eomple mentary piston ut at a different cycle position during the rotation of the motor. For example, when the piston 25 is moved out under the expansion of the exploded charge away frcm 29, its complementary piston 26 is moving into charge-compressing position toward 29, and 30 is moving past the exhaust port and the space between 25 andBU is being exhausted of gas which haspreviously done useful work. i

In order to simplify the des'ciription it has deemed simply describe the actionwinstons during the four cycle action of the motor since the movements of any other set of pistons can be readily ascertamed in connection therewith.

Attention is called to the fact that the diagrams and the ex lanations thereof are simply illustrative 0 an engine in which the stroke of the piston is 68 degrees, it being apparent that the relative movements of the various co-ordinating parts will pro portionately vary with engines having piston strokes of different lengths.

From the foregoing it will be seen that l have provided a motor possessing the H1 herent, theoretical advantages of a rotary engine without the inclusion of the mechanical disadvantages. The motor is so arranged that advantage may be taken of the movement value of a four cycle system of reciprocatory en ine without the inherent mec anical disa vantages thereof, such as the use of clack valves and the like. It ill also be seen that the arrangement of the parts is so designed that a high degree of efficiency is insured with the given consumption of motive fluid.

What I claim and desire Letters Patent is:

1. .In a rotary motor, a casing, pistons to secure by therein, concentric shafts for the pistons,

one of which is sleeved upon the other. a driven crank shaft spaced from but ('(mcentric with the piston shafts, the crank on the crankshaft rotating about an axis com mon to the concentric piston shafts and the crank shaft, and means connecting the crank and .iston shafts in co-operativc relation.

2 in a rotary motor. :1 casing, pistons therein, concentric shafts for the pistons. one of which is sleeved upon the other. a driven cranls skaft spaced from but concentric withtl ie pistwshafts. the crank on the crank shaft rotating about an axis common to the concentric piston shafts Ind the crank shaft, and means connecting the crank and piston shafts in co-operative relation, said means including a rotatable bar carried by the crank, and cranks on the piston shafts having slid-able engagement with said bar.

3. In arotary motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, a driven crank shaft spaced from but concentric with the piston shafts, the crank on the crank shaft rntatingabont an axis common to the com-cmric piston shafts and the crank shaft. and means connecting the crank and piston shafts in co-operative relation, said means comprising a slotted bar rotatable with the crank but movable in a direction opposite to the rotation of the crank, and cranks on the piston shafts having slidable enga enient with said bar.

4. n a rotary motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, a driven 1 ch shaft spaced from but concentric wi the piston shafts, the crank on the crank shaft rotating about an axis common to the concentric piston shafts and the crank shaft, and means connecting the crank and piston shafts in co-operative relation, said means includin a rotatable bar carried by the crank, era 5 on thepiston shafts having slidable engagement with said bar, and a link between one of the iston shafts and a crank on the crank sha 5. In a rotary motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, a power transmission element spaced from but concentric with the piston shafts, a crank on the power transmission element, means connecting the crank and the piston shafts in co-operative relation, said means including a rotatable bar carried by the crank, cranks on the piston shafts having slidable on agement with said bar, and a counterba ancing link between one of the piston shafts and a crank on the power transmission element.

6. In a rotary motor, a casing, pistons therein. concentric shafts for the pistons, one of which is sleeved upon the other, a power transmissionclement spaced from but concentric with the piston shafts, a crank on the power transmission element. a pinion gear rotatable on said crank. an internal gear about the pinion with which the teeth of the pinion mesh to provide a ro'llin contact, a bar rigid with the pinion, an cranks on the piston shafts in sliding engagement with said bar.

7. In a rotary motor, a casing. pistons therein. concentric shafts for the pistons, one of which is sleeved upon the other, a power transmission element s need from but concentric with the piston afts, a crank on the power transmission element, a pinion gear rotatable on said crank, an internal gear about the pinion with which the teeth of the pinion mesh to provide a rolling contact, a bar rigid with the pinion, cranks on the piston shafts in sliding engagement with said bar, and a floating bearing connecting one of the piston shafts and the crank.

8. In a rotary motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, a power transmission element spaced from but concentric with the piston shafts, a crank on the power transmission element, a pinion gear rotatable on said crank, an internal gear about the pinion with which the teeth of the pinion mesh to provide a rolling contact, a bar rigid with the pinion, cranks on tin piston shafts in sliding engagement with said bar, and a floating bearing connecting one of the piston shafts and the crank, said bearing comprising a counter-balancing link.

9. In a rotary motor,a casing, pistons therein, concentric shafts for the pistons,

one of which is sleeved upon the other,

cranks carried by the shafts bearing blocks loosely engaged by the ends of the cranks, a power transmission element, a crank carried thereby, and a rotatable bar mounted on the crank and revolving in a direction opposite to the rotation of the power transmission element, said bar having slots engaged by the blocks on the cranks of the piston shafts.

10. In a rotary motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, cranks carried by the shafts, bearing blocks loosely engaged by the ends of the cranks, a power transmission element, a crank carried thereby, a rotatable ba'r mounted on the crank and revolvin" in a direction opposite to the rotation of the power transmission element, said bar having slots engaged by the blocks on the cranks of the piston shafts, and a link connection between one of the piston shafts and the crank.

11. In a rotary, motor, a casing, pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other, a power transmission element spaced from but. concentric with the piston shafts, a crank on the power transniission element, means connecting the crank and the piston shaftsin cooperative relation, said means including a rotatable bar carried by the crank,

cranks on the piston shafts having operative engagement with said bar, and an inter-coir necting means between one of the piston shafts and a crank on the power transmission element.

12. In a rotary motor, a casing. pistons therein, concentric shafts for the pistons, one of which is sleeved upon the other. a power transmission element spaced from but concentric with he piston shafts, a crank on the power transmission element, a pinion gear rotatable on said crank, an internal gear about the pinion with which the teeth of the inion mesh to rovide a rolling contact, a liar rigid with t 1e pinion, and means on the piston shafts in operative. cngagement with said bar.

3. In a rotary motor, a casing, pistons lllcrcin, concentric shafts for the pistons, one of which is sleeved upon the other, a power transmission clement spaced from but concentric with the piston shafts, a crank on the power transmission element, a pinion gear rotatable on said crank, an internal gear about the pinion with which the teeth of the pinion mesh to provide a rolling contact, a bar rigid with the pinion, cranks on the piston shafts in o erative engagement with said bar, and a oating bearing connecting one of the piston shafts and the crank.

14. In a rotary motor, a casing, pistons therein, concentric shafts for the pistons, one 1, hich is sleeved upon the other, a power sansmission element 5 aced from but concentric with the piston siafts, a crank on the power transmission element, means connecting the crank and the piston shafts in cooperative relation, said means including a rotatable bar carried by the crank, cranks on the piston shafts l'iaving operative engagement with said bar, and inter-connecting means between one of the piston shafts and a crank on the power transmis sion element.

15. In a rotary four cycle combustion motor, a cylindrical casing, pairs of pistons therein, rotating about a common axis having relative movement to compress fuel charges to combustible pressures, means for igniting the compressed charges, a driven shaft, and linkage connecting the pistons to the driven shaft, one of the members of the linkage lnn'iug planetary movement about the axis of the driven shaft. the linkage being effective to cause uniform alternate accelerating and retarding roiative movenwnts of complementary pistons of complementary pairs to insure balanced rotative movement of the pistons.

16. In a rotary four cycle combustion motor, a cylindrical casing-pairs of istons therein, rotating about a common axis having relative movement to compress file, charges to combustible pressures. means for igniting the comprcssc charges, a driven shaft. and linkage connecting the pistons to the driven shaft, one of the members of the linkage having planetary movement about the axis of the driven shaft, the linkage being effective to cause uniform alternate accelerating and retarding rotative movement of complementary pistons of complementary pairs to insure uniform application of the ex ansive forces of the ignited charges applie to complementary pistons to thereby rotate the driven shaft at uniform angular speed. i

17. In a rotary four cycle combustion motor, a cylindrical casing, pairs of pistons therein, rotating about a common axis ha ving relative movement to compress t'uel char es lo combustible pressures, means for i nitlng the compressed charges, a dri vi-n shaft, and linkage connecting the pistons to the driven shaft, one of the members of the linkage having planetary movement about the axis of the driven shaft, the linkage bem effective to cause uniform alternate accefiaratin and retarding rotaiive nlovenlenis of complementary pistons of complementary pairs to insure balanced rotative movement of the pistons and uniform application of the expansive force of the ignited eha'rgi-s applied to complenn-otary pistons to there-- by rotate the driven shall at unif-orm angle lar speed.

1.8. In a four cycle rotary combustion motor, a cylindrical casin ,--pairs of pistons therein rotative about a common axis, the pistons of one pair having relative move ment with respect to the pistons of their complementary pair to compress fuel charges to combustible pressures, means for i niting the compressed charges, a driven shaft, and planetary linkage between the respective pairs of pistons and the driven shaft operating to cause uniform acceleration and retardation of the complementary pistons of complementary pairs, each piston retarding at the same rate of speed as it was previously accelerated to insure uniform application of the expansive force of the ignited charge applied to the complementary pistons to thereby rotate the driven shaft at uniform angular speed.

19. In a four cycle rotary combustion motor, a cylindrical casing, pairs of pistons therein rotative about a common axis, the pistons of one pair having relative movement with respect to the pistons of their complementary pair to compress fuel charges to combustible pressures, means for igniting the compressed charges, a driven shaft, planetary linkage between the re spective pairs of pistons and the. driven shaft am operat ng to cause uniform acceleration and retardation of the. complementary pistons of complementary pan-s.

each piston retarding at the same rate (it .sp eed as it was previously accelerated to insure uniform application of the expair sive force of the ignited charge applied to the complementary pistons to thereby rotate the driven shaft at a unit rm angular speed. and a gearing associated ith the linkage for rotatin the part of the linkage connected to t e shaft about an 'orbit concentric with the axis about which the pistons rotate.

20. In a four cycle rotary combustion motor, a cylindrical casing, pairs of pistons therein rot alin; about a common axis, the pistons ot-complementary pairs having relative movement to compress fuel charges to combustible pressures, means for igniting the compressed charges, a driven shaft concentric with the axis about which the pistons rotate and having a crank, a gear cecentrieally mounted with respect to the shaft and supported on the crank, a secohd gear with which the first gear meshes, and planetary linkage having comiection with the crank and with thepistons to cause uniform alternative awftiration and retardation of the complementary pistons of complementary pairs to insure uniform application'oi' chm-expansive force of the ignited charge applied to the complementary pistons. each piston accelerating and retarding: at the same rate, the linkage between the pistons and the crank being effective to absorb the explosive shocks so that the gears will be free of such shocks to serve as directional gears for the crank on the driven shaft and through the linkage cause rotation of the pistons.

91. In a four cycle rotary combustion motor, a cylindrical casing, pairs of pistons therein rotating about a common axis, the pistons oi complementary pairs having relative movement to compress fuel charges to combustible pressures, means for igniting the compressed charges, a driven shaft concentric with the axis about which the pistons rotate and having a crank, a. gear eccentrirally mounted with respect to the shaft and supported on the crank, a second gear with which the first gear meshes, and planetary linkage having sliding connection with the crank and with the pistons to cause uniform alternative acceleration and retardation of the complementary pistons ol' complementary pairs to insure uniform application of the expansive force of the ignited charge applied to the complementary pistons, each piston accelerating! and retarding at the same rate, the linkagehetween the pistons and the crank being effective to absorb the explosive shocks so that the gears will be free of such shocks to serve as directional gears for the crank on the driven shaft and through the linkage cause rotation of the piston.

in testimony whereof I aliix my signature.

FRANK A. BULLINGTON.

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