US3171391A - Rotary engine of the sliding abutment type with external valves - Google Patents

Description

March 2, 1965 A. APPLETON 3,171,391

ROTARY ENGINE OF THE SLIDING ABUTMENT TYPE WITH EXTERNAL. VALVES Filed Feb. 23, 1961 3 Sheets-Sheet 1 I N V EN TOR. 42mm 1. 4p 4smv ROTARY ENGINE OF THE SLIDING ABUTMENT TYPE WITH EXTERNAL VALVES Filed Feb. 25, 1961 March 2, 1965 A. I. APPLETON 3 Sheets-Sheet 2 R m m m Aer/wk Z fllwemv Arrys.

March 2, 1965 APPLETON 3,171,391

WITH EXTERNAL VALVES ROTARY ENGINE OF THE SLIDING ABUTMENT TYP 5 Sheets-Sheet 3 INVENTOR.

Filed Feb. 25. 1961 ARTHUR 1 An l [TO/V BY W, 414., v (a-Mm/ ATTYS.

United States Patent 3,171,391 ROTARY ENGINE OF THE SLHDENG ABUTMENT TYPE WITH EXTERNAL VALVES Arthur I. Appleton, Northbrook, 111. (1713 Wellington Ave, Chicago 13, Ill.) Filed Feb. 23, 1961, Ser. No. 91,170 2 (llaims. (Cl. 12314) The present invention relates to the field of rotary internal combustion engines and, more particularly, to a rotary engine of the Sliding abutment type finding utility over a broad range of power applications.

One object of the invention is to provide a rotary internal combustion engine of the nature set forth above which will be capable of developing at least four power impulses per revolution with a power-weight ratio substantially higher than that of engines of the type known heretofore.

Another obiect is to provide a rotary internal combustion engine of the above-mentioned type which will be relatively simple in construction and operation and hence susceptible of more economical manufacture than previously known engines of comparable power output.

Other objects and advantages will become apparent in the course of the following detailed description, taken with the accompanying drawings, wherein:

FIGURE 1 is a vertical sectional view through an illustrative engine embodying the present invention.

FIG. 2 is a fragmentary transverse sectional view through the block of the engine of FIG. 1, taken in the plane of the line 22 to show details of port construction.

PEG. 3 is a longitudinal sectional view through the engine of FIG. 1 and taken along the diameter of the rotor and block in the plane of the line 3-3.

FIGS. 4, 5 and 6 are sequential views illustrating the intake cycle of the engine of FIG. 1.

FIGS. 7, 8 and 9 are sequential views illustrating the compression cycle of the engine of FIG. 1.

FIGS. 10, 11 and 12 are sequential views illustrating the power cycle of the engine of FIG. 1.

FIGS. 13, 14 and 15 are sequential views illustrating the exhaust cycle of the engine of FIG. 1.

While the invention is susceptible of various modifications and alternative constructions, a certain illustrative embodiment has been shown in the drawings and will be described below in considerable detail. It should be understood, however, that there is no intention to limit the invention to the specific form disclosed, but, on the contrary, the intention is to cover all modifications, al ternative constructions and equivalents falling within the spirit and scope of the invention as expressed in the appended claims.

Turning now to FIGS. 1, 2 and 3, the invention is there exemplified in an illustrative rotary engine E. The latter comprises a block 16 which may be fabricated in any convenient number of sections and arranged for either fluid or air cooling. The block 16 has defined therein a large central rotor chamber 18 of cylindrical shape and which houses a rotor 19 keyed or otherwise fixed to a power shaft 29. The rotor and shaft 19, 29 are journaled in a pair of antifriction bearings 21, 22, one on either side of the block 16, and rotate in a clockwise direction as viewed in FIG. 1. Shaft seals 24, are associated with respective ones of the bearings and are carried in outboard retainer caps 26, 28. The block 3,171,391 Patented Mar. 2, 1965 and rotor include means for inducing a charge of mixed fuel and air into the rotor chamber 18, compressing and firing the charge, and exhausting it from the rotor chamber, all occurring four times in the course of a single revolution of the rotor.

The block 16, as shown in FIG. 1, includes a pair of combustion chambers 29, 30 situated in opposed relation in the outer peripheral wall of the rotor chamber 13. The combustion chambers are equipped with spark plugs 31, 32 or other suitable ignition devices actuated in timed relation to the movement of the rotor.

Situated in trailing relation with each combustion chamber (with respect to the direction of rotor movement) is an intake port means which, in this instance, comprises a pair of laterally spaced intake ports 34, 35. The ports 34, which are closest to the combustion cham ber 29, converge into a common intake passage 36 in the block controlled by a valve 38, the latter being actuated in timed relation with the movement of the rotor. By the same token, the intake ports 35, which are adjacent the combustion chamber 30, converge into a common intake passage 39 in the block and such passage is controlled by means of a valve 49 also driven in timed relation with the movement of the rotor. All of the intake passages, valves and ports serve to conduct successive charges of fuel-air mixture from a suitable carburetion device (not shown) into the rotor chamber 18. Mounted in the block between the trailing end of the combustion chamber 2? and the intake ports 34, and disposed transversely of the rotor 19, is a sliding abutment 41. The latter has a width at least as great as the width of the outer portion of the rotor and is yieldably biased, as by spring means 42, to bear against and follow the outer periphery of the rotor. Substantially opposite the abutment 41, and situated between the intake ports 35 and the trailing end of the combustion chamber 30, is another sliding abutment 44 similar in construction and arrangement to the abutment 41. The abutment 44 is also yieldably biased as by spring means 45 to bear against and follow the outer periphery of the rotor.

The block 16 also includes a plurality of valve controlled exhaust ports, in this instance six in number. As illustrated in FIG. 1, these comprise three exhaust ports 46 situated in circumferentially spaced relation between the intake ports 34 and the combustion chamber 30. The ports 46 are controlled by valves 48 actuated in timed relation with the movement of the rotor. By the same token, the block includes three exhaust ports 49 situated in circumferentially spaced relation between intake ports 35 and the combustion chamber 29. The ports 49 are controlled by valves 50 also actuated in timed relation with the movement of the rotor. For purposes of illustration; the valves 48, 50 have been shown as poppet type valves but they may be of any suitable construction.

The rotor 19 in this case comprises a hub 51, a central web 52, and an outer rim 54. The outer rim is closely fitted to the side Walls of the rotor chamber 18 and carries annular seals 55, 55 yieldably biased to bear against the rotor chamber side walls. The rotor 19 also includes a pair of diametrically opposed power lobes 58, 59 each of which happens to be defined by a crescent shaped thickening of the rim 54. Both lobes 58, 59 extend into closely fitted proximity to the outer periphery of the rotor chamber 18, leaving a pair of segmental voids in the rotor chamber between the lobes.

In order to effect application of power to the rotor 19 58, while the abutment and pocket 61, 64 are located in the power lobe 59. The impulse abutments and pockets 60, 61, 62, 64-all'terminate short of the lateral edges of the power lobes so that the latter may hold the sliding abutments 41, 44, clear while the impulse abutments and pockets pass thereunder. While the'i'rnpulse abutments and pockets 60, 61, 62, 64 may vary somewhat in shape, each ofthe pockets is of sufficient depth and arcuate length to define a volume substantially greater than that of either combustion chamber alone.

Operatively associated with the impulse abutment 66 and the expansion pocket 62 are apair of sliding seals 65, 66 mounted on the power lobe 58 of the rotor, one in leading relation to the impulse abutment and pocket 60, 62, in this case the seal 65, and theother in trailing relation thereto, in this case the seal 66. Both the seals 65, 66 are adapted to bear against and follow the outer peripheral wall of the rotor chamber 18 and the portions of the'rotor chamber side walls adjacent thereto. 'To facilitate maintenance of good contact under starting and V low-speed conditions, the seals'65, 66 may be yieldably urged outwardly as by spring biasing means 68, 69. -By the same token, the power lobe 59 has a pair of sliding seals 70, 71 similar to the seals 65, 66. The seals 70, 71 are mounted respectively in leading and trailing relation with the impulse abutment and pocket 61, 64. The seals 70, 71 may be yieldably urged outwardly as by sprin means 72, 74. a

In order to facilitate lubrication and cooling of the rotor 19, the latter may include an oil cavity 75 in the web 52. Oil may be fed to the cavity 75 as by means of a suitable bore' in the power shaft 20 and may be discharged therefrom to the necessary extent required for the lubrication of the annular and sliding seals via one or more transverse bores 76, 78 in the rotor rim. The bores eral faces of the rotor rim 54. i

In order to facilitate efficient application of driving pres- 7 abutments 79, 80 have a width equal, except for necessary;

clearance, to that of the impulse abutments 60, 61 and expansion pockets 62, 64 of the rotor. The abutments 79, 80 may be actuated by mechanical or gas pressure means (not shown) to move in rapidly and follow the expansion pockets 62, 64 but otherwise to remain withdrawn so as not to project within the outer periphery of the rotor chamber 18 at any other time. The movable abutments 79, 80 may be slidable, swingable, or both,'the important thing being that each one drops into an expansion pocket at or about the instant the impulse abutment reaches the leading edge of the combustion chamber. I

The operation of the engine E will become more apparent upon reference to thesequential views of FIGS. 4 to 15, inclusive, which show one complete operating cycle for one power impulse.- It should be understood that four such power impulse cycles occur in simultaneous pairs 180 apart, for each revolution of the rotor.' Of these views, as pointed out earlier-herein, FIGS. 4, 5 and 6 illustrate intake; FIGS. 7,8 and 9, compression; FIGS. 10, 11 and 12, power; and FIGS. 13, 14 and 15, exhaust.

Referring first to FIGS. 4, 5 and 6, it will be noted that intake commences shortly after the power lobe 59, for example, has passed the abutment 44 and the intake valve 40 has opened. Due to the configuration of the outer periphery of the rotor, the portion of the rotor chamber between the seal 70 and abutment 44 becomes progressively larger, drawing in the fuel-air mixture via the intake ports 39, 34. The exhaust Valves 50 remain closed and intake action continues until the charge of fuel-air mixture fillsthe void space in the rotor chamber between the trailing end of the power lobe 59 and the leading end of the power lobe 58. Toward the end of the intake period, the approach of the power lobe 58 as shown in FIG. 6'tends to initiate blocking ofi of the intake ports 34. it

vWith intake completed, movement'of the rotor clockwise to the position shown in FIG. 7 initiates compression of the charge trapped inthe rotor chamber between the abutment 41 'and'the leading seal 65 on the power lobe 58. The volume of the charge becomes progressively smaller as the power lobe 58 approaches the abutment 41, as illustrated in FIGS. 8 and 9. By the time the impulse abutment 60 reaches the combustion chamber-29, the compression cycle is complete and the power cycle is ready to commence.

' 'Reterring next to FIG. 10, it will be noted that the power cycle commences with the firing of the charge at pulse abutment 60 and expansion pocket 62 are in subor about the time the pulse abutment 60 reaches the combustion chamber 29. The sliding abutment 79 has dropped in against the expansion pocket 62 while the abutment 41 is held clear by the outer periphery of the power lobe 58. The intake valve 38 remains closed andthe resulting pressure from the explosion, acting on the impulse abutment 60 and expansion pocket 62, imparts a substantial increment of the power to the rotor in a clockwise direction, as shown in FIG; 11. The application of power continues until the impulse abutment 60 reaches the first exhaust port 46 and the exhaust valve .48 begins to open, asillustrated in FIG. 12.

In FIG. 13, the exhaust cycle has commenced, the imstantial registry with the first exhaust port 46, and the exhaust valve 48 is fully open. Exhaust continues with further clockwise rotation of the rotor and the last races 76, 78 communicate with the web cavity 75 and the latof exhaust gases are discharged successively via the remaining exhaust ports 46 and valves 48 as shown in FIGS.

14 and 15. At this point, the particular power impulse cycle considered has been completed simultaneously with another one 180 away. The engine is now ready to commence the next pair of simultaneous power impulse cycleswhieh follow by another 180 I claim as my invention:

1. A rotaryinternal eornbustion engine ofv-the sliding abutment type 'and comprising, in combination, a block having a rotor chamber defined therein, a rotor journaled within said rotor chamber, means defining a pair of combustion chambers in diametrically opposed relation in the outer peripheral wall of said rotor chamber, means definingv at least one intake port in the outer peripheral wall of said rotor chamber adjacent the trailing end of each said combustion chamber, valve means at each said intake port arranged for actuation in timed relation to said rotor, a first pair of sliding abutments respectively mounted in said block between each said combustion chamber and said intake port adjacent thereto, said sliding abutments being adapted to follow the periphery of said rotor and being of substantially the same width, means'defining at least one exhaust port in the outer peripheral wall of said rotor chamber between each said intake port and the leading end of the opposite combustion chamber, valve means at each said exhaust port adapted to open in timed relation toithe movement of the rotor, means defining at least one power lobe on said rotor, a pair of sliding seals mounted transversely of said rotor and disposed respectively in leading and trailing relation with each said power lobe, means defining an impulse abutment and expansion pocket in said power lobe intermediate the lateral edges thereof, said expansion pocket terminating short of the lateral edges of said power lobe, said impulse abutment being in the form of a shoulder at the leading end of said expansion pocket, said first pair of abutments extending in an axial direction for a greater distance than the axial Width of said expansion pocket, at second pair of sliding abutments each mounted adjacent the leading end of one of said combustion chambers and adapted to follow the contour of said expansion pockets, said second pair of abutments each having a width permitting entry of the same into said expansion pockets with a relatively close sliding fit, and means for actuating said second pair of sliding abutments in timed relation to said rotor.

2. A device substantially as set forth in claim 1 wherein said rotor is constructed with a pair of power lobes, and two pairs of sliding seals.

References Cited in the file of this patent UNITED STATES PATENTS 1,799,527 Plato Apr. 7, 1931 2,175,265 Johnson Oct. 10, 1939 FOREIGN PATENTS 576,944 France May 23, 1924 658,011 France Jan. 21, 1929 265,220 Great Britain Nov. 17, 1927

Claims (1)

1. A ROTARY INTERNAL COMBUSITON ENGINE OF THE SLIDING ABUTMENT TYPE AND COMPRISING, IN COMBINATION, A BLOCK HAVING A ROTOR CHAMBER DEFINED THEREIN, A ROTOR JOURNALED WITHIN SAID ROTOR CHAMBERS, MEANS DEFINING A PAIR OF COMBUSTION CHAMBERS IN DIAMETRICALLY OPPOSED RELATION IN THE OUTER PERIPHERAL WALL OF SAID ROTOR CHAMBER, MEANS DEFINING AT LEAST ONE INTAKE PORT IN THE OUTER PERIPHERAL WALL OF SAID ROTOR CHAMBER ADJACENT THE TRAILING END OF EACH SAID COMBUSTION CHAMBER, VALVE MEANS AT EACH SAID INTAKE PORT ARRANGED FOR ACTUATION IN TIMED RELATION TO SAID ROTOR, A FIRST PAIR OF SLIDING ABUTMENTS RESPECTIVELY MOUNTED IN SAID BLOCK BETWEEN EACH SAID COMBUSTION CHAMBER AND SAID INTAKE PORT ADJACENT THERETO, SAID SLIDING ABUTMENTS BEING ADAPTED TO FOLLOW THE PERIPHERY OF SAID ROTOR AND BEING OF SUBSTANTIALLY THE SAME WIDTH, MEANS DEFINING AT LEAST ONE EXHAUST PORT IN THE OUTER PERIPHERAL WALL OF SAID ROTOR CHAMBER BETWEEN EACH SAID INTAKE PORT AND THE LEADING END OF THE OPPOSITE COMBUSTION CHAMBER, VALVE MEANS AT EACH SAID EXHAUST PORT ADAPTED TO OPEN IN TIMED RELATION TO THE MOVEMENT OF THE ROTOR, MEANS DEFINING AT LEAST ONE POWER LOBE ON SAID ROTOR, A PAIR OF SLIDING SEALS MOUNTED TRANSVERSELY OF SAID ROTOR AND DISPOSED RESPECTIVELY IN LEADING AND TRAILING RELATION WITH EACH SAID POWER LOBE, MEANS DEFINING AN IMPULSE ABUTMENT AND EXPANSION POCKET IN SAID POWER LOBE INTERMEDIATE THE LATERAL EDGES THEREOF, SAID EXPANSION POCKET TERMINATING SHORT OF THE LATERAL EDGES OF SAID POWER LOBE, SAID IMPULSE ABUTMENT BEING IN FORM OF A SHOULDER AT THE LEADING END OF SAID EXPANSION POCKET, SAID FIRST PAIR OF ABUTMENTS EXTENDING IN AN AXIAL DIRECTION FOR A GREATER DISTANCE THAN THE AXIAL WIDTH OF SAID EXPANSION POCKET, A SECOND PAIR OF SLIDING ABUTMENTS EACH MOUNTED ADJACENT THE LEADING END OF ONE OF SAID COMBUSTION CHAMBERS AND ADAPTED TO FOLLOW THE CONTOUR OF SAID EXPANSION POCKET, SAID SECOND PAIR OF ABUTMENTS EACH HAVING A WIDTH PERMITTING ENTRY OF THE SAME INTO SAID EXPANSION POCKETS WITH A RELATIVELY CLOSE SLIDING FIT, AND MEANS FOR ACTUATING SAID SECOND PAIR OF SLIDING ABUTMENTS IN TIMED RELATION TO SAID ROTOR.

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