Note: Descriptions are shown in the official language in which they were submitted.
1066197
This application relates to an internal-combustion engine
and in particular describes and claims a structure which performs
as an improved internal-combustion engine and is also capable of
being constructed in a similar manner to function as a fluid pump.
The three main types of internal-combustion engines that
have been successful are the reciprocating piston engine, the
rotary piston engine (sometimes called the Wankel-type engine)
and the turbine engine. The present invention is in no way rela-
ted to the turbine engine, and is a piston-type engine but not of
the type commonly used for motor car engines. The present inven-
tion may be described as a rotary piston engine that has a rotor
shaft about which certain parts rotate, but which differs from the
Wankel-type engine in that the piston motion takes place between
two planes; one fixed in relation to and parallel to the central
shaft, and the other located near the mid-point of the central
shaft and at right angles to and rotating with the rotor shaft.
Reciprocating engines of the kind that have ~een used in
motor cars for many years have of course been highly successful.
The Wankel-type engine that has appeared more recently has also
been quite successful to date. However, both of the engines of
the kind just referred to have disadvantages which it is believed
that embodiments of the present invention will overcome. In the
up-down piston type engine of the traditional automobile type,
there is a considerable amount of engine motion in proportion to
the power output. That is to say, the four stroke cycle as applied
to a reciprocating engine involves one-half re~olution of the
crankshaft for the intake stroke, one-half revolution for the com-
- bustion stroke, one-half revolution for the power stroke and one-
half revolution for the exhaust stroke, amounting to two complete
1066~97
revolutions to complete the cycle. The Wankel-type engine is
superior from the standpoint of engine motion in relation to the
power developed, but up to the present time the Wankel-type engine
has not shown as good fuel economy or cleanness of exhaust products
as its theoretical characteristics would lead one to expect. It
seems that a reciprocating piston engine is basically a very
efficient type, subject to the disadvantage referred to that a
large amount of engine motion is necessary in order for the recip-
rocating engine to function. A reciprocating engine also requires
a large number of moving parts.
The point just expressed has been recognized indirectly in
the ~esign changes over the past 25 years that have resulted in
considerably shorter piston stroke in relation to the piston dia-
meter. That is to say, the motor car engines in the early days
of motor car design had an extremely long piston stroke, often of
the order of twice the piston diameter, necessitating a very large
amount of piston motion in relation to the power produced; in
recent years the length of piston stroke has been greatly decreased
until now a large proportion of reciprocating piston engines have
a stroke length which is of the same order as the piston diameter
and in some cases the length of stroke is less than the piston dia-
meter. It is thus well-known that there is some advantage in keep-
ing the amount of engine motion to a minimum in proportion to the
power generated and the present invention achieves a very low
amount of engine motion in relation to the power generated.
It is also well known that there is a distinct advantage,
both from the viewpoint of smoothness of operation and simplicity
and low weight of engine, in avoiding a circumstance where
rotary motion is produced purely from reciprocal motion of
connecting pistons which themselves have no rotary motion.
~066197
The principal object of the present invention is therefore
to achieve the objectives just discussed and to provide an engine
which is efficient, which generates a large amount of power in
proportion to engine motion as well as in proportion to weight,
and which additionally is of a design which lends itself to ease
of manufacture.
Advantages are achieved in several respects, including a
minimum amount of piston motion relative to power generated, and
a relatively high ratio of power pulses to shaft revolutions, as
compared to alternative types of engines.
In brief outline, the internal-combustion engine contemplated
by the present invention makes use of combustion chambers which
are segments of a sphere and the engine of the present
invention has eight such segmental combustion chambers. The engine
of the present invention functions by means of an angular sweep-
ing piston motion rather than linear motion as in the traditional
piston engine. In the present invention each piston moves in a
segmental combustion chamber to provide variable chamber volume.
It i5 contemplated that the segmental combustion chambers will be
mounted so as to rotate within a spherical shell and that the
boundaries of each combustion chamber will have three principal
surfaces; the rotatable piston, a partition fixed in relation to
the piston and the portion of the inner spherical surface of the
shell within which both move. An important feature of the
present invention is that the piston motion does not take place
in the direction of rotation but in an angular direction in
relation to the plane of rotation of the engine.
Each piston being mounted in a hollow segmental spherical
space, the angular piston motion provides a variable volume for
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~066197
two adjacent parts of the hollow segmental spherical space. The
latter are the combustion chambers. As the volume in one of each
of the pairs of chambers decreases with the angular piston move-
ment, the volume of the other chamber correspondingly and simul-
taneously increases. There are four such pairs of chambers in
each unit that is an embodiment of the present invention, each
pair of chambers occupying just slightly less than one-quarter of
the entire spherical configuration.
Another important feature of the present invention is that
inlet and exhaust ports communicate with each chamber and are
closed and opened merely by being covered and then exposed by
motion of the rotor. An exhaust outlet passage and port and a
fuel inlet passage and port must operate for each chamber when
it reaches the appropriate position in its rotation, in effect
similar to the effect obtained by valves in a reciprocating
piston engine. In one engine revolution, each variable chamber
or "cylinder" goes through four steps, namely expansion, contrac-
tion, expansion, contraction; resulting, respectively, in an
engine in the cycle stages of intake, compression, power and
2~ exhaust.
A further important feature of the present invention is that
all matching sealing and bearing surfa~es between rotor components
(fixed and variable) and the internal surface of the engine casing
have the same radius of curvature as the internal surface of the
engine casing. In other words, there are no "knife-edge" seals,
a highly important matter from the viewpoint of component wear.
A still further important feature of the present invention
is the configuration or shape of each variable chamber. Each
such chamber is relatively compact and simple in shape, thus lead-
1066197
ing to efficient combustion and minimal content of pollutants inengine exhaust gases.
Finally, the spherical configuration of the invention leads
to maximum strength and minimum use of material per unit of work-
ing volume.
It has already been pointed out that the engine of the present
invention may also be constructed to function as a pump and it
will be seen that the structure just referred to is suitable for
function as a pump, with power being applied to the shaft.
The invention will now be described with reference to the
accompanying drawings in which the same reference numerals denote
like parts throughout. In the drawings,
Figure 1 shows a general external view of a typical engine
made in accordance with the present invention but without indica-
ting in any detail the structure or function thereof;
Figure 2 is a schematic diagram illustrating the basic piston
function of the present invention;
Figure 3 shows a three-quarters view of the rotor that is
intended to be inside the structure shown in Figure l;
Figure 4 shows a front elevation view of the rotor illustrated
in Figure 3;
Figure 5 is an oblique enlarged fragmentary view of one
of the outboard port rings forming part of the rotor
illustrated in Figure 3;
Figure 6 is an enlarged fragmentary cross-sectional view
of the same port ring illustrated in Figure 5 together with
a portion of the adjacent structure of the engine;
Figure 7 is an oblique enlarged fragmentary view of one
of the inboard port rings forming part of the rotor
3~ illustrated in Figure 3;
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Figure 8 is an enlarged fragmentary cross-sectional view
of the same port ring illustrated in Figure 7 together with
a portion of the adjacent structure of the engine;
Figure 9 is an enlarged fragmentary "spot" view of a
portion of the rotor illustrated in Figure 3 as seen in Figure
3 in plan, looking downwardly upon the forward extremity of
the rotor where a cut out portion appears;
Figure 10 shows a diagramatic and partly schematic view of
the main iqnition components of an engine as contemplated by
1~ the present invention.
Figure 11 is a fragmentary, partlv cross-sectioned view
showing the manner in which the sealing of the appropriate rotor
elements herein described are constructed so as to provide an
adequate seal against the passage of gas;
Figure 12 shows a fragmentary cross-sectioned view of a central
portion of the rotor of the engine referred to herein;
Figure 13 shows a fragmentary exploded view of a left-hand
portion of what is shown in Figure 12;
Figure 14 is a three-quarters fragmentary view showing the
structure which causes the piston elements of the structure des-
cribed to move in the manner desired;
Figure 15 shows a flattened-out schematic diagram to illus-
trate the relative motion of the elements of Figure 14;
Figure 16 shows a vertical cross-sectional view of the device
illustrated in Figure 1 in order to show the details of one combus-
tion chamber function; and,
~igure 17 shows a graphical representation of the various
component functions that make up the overall function of the engine
that is contemplated by the present invention through various
~()66~97
angular positions; specifically, a pictorial representation of one
piston of the engine showing typical position that it occupies;
the shape of the guide and follower; the valve port position and
the ignition occurrence; all plotted against angular position of
the rotor.
Referring now to the drawings and in particular Figure 1
which illustrates a general external view of a typical engine
made in accordance with the present invention but without indi-
cating in any detail the function thereof, the motor contemplated
by the present invention is illustrated generally at 1. A casing
denoted by 10 which is generally spherical in shape corresponds
to the engine block and engine head of the traditional automobile
engine and contains the moving parts to be described below. In
view of the spherical shape of casing 10 it will be found practical
to make casing 10 in two halves denoted as 12 and 14,
held together by bolts denoted by 16. A base is shown at 18.
Inside the motor 1 is a rotor to be described below, and
protruding from the casing 10 are elements of the rotor being
portions of the rotor shaft denoted by 20. Suitable bearings
denoted by 22 are provided in casing 10 and shaft 20 rotates in
bearings 22 in a conventional manner.
The form of motor 1 illustrated and described is a liquid-
cooled motor and a coolant inlet pipe is shown at 6 and a coolant
exit pipe at 8, but the present invention is not limited to liquid
cooled motors.
The motor 1 has a suitable fuel-supply means. Motor 1 is not
limited to any particular kind of fuel supply and may have a con-
ventional carburetion system, a fuel-injection system of known
~066~97
type or may be in the form of a diesel engine. For purposes of
illustration motor 1 will be shown and described assuming motor 1
ha~ a conventional carburetor system. Attached to casing 10 is
a carburetor 30 of conventional type. Carburetor 30 is connected
to motor 1 through an intake pipe denoted by 32 and fuel-air
mixture is thus enabled to enter the engine 1 in the manner to
be described below making use of certain ports to be referred to
below. Also shown in Figure 1 in outline form are conventional
carburetor system components, namely an air cleaner denoted by 34,
a throttle lever denoted by 36 and a choke lever denoted by 38.
In the interests of simplicity, only one intake pipe 32 is
shown in full. In practice, several intake pipes would ordinarily
be used, all communicating with suitable intake ports (inside the
engine and not shown in Figure 1). There may be a single
carburetor with a manifold of several intake pipes, and there may
be more than one carburetor, just as with existing automobile engines.
Four spark plugs of conventional type are shown at 40, 42,
44 and 46.
Attached to shaft 20 is an ignition distributor denoted by
200 and spark plug wires 240, 242, 244 and 246 connect to spark
plugs 40, 42, 44 and 46 respectively. The ignition system of
the present invention is relatively simple, largely because of
the fact that the ignition cycle takes place once per revolution
of the rotor for each combustion chamber.
As will be discussed more fully below, each spark plug
fires twice per rotor revolution -- once every 180. For the
engine as a whole, there are 8 power impulses per rotor revolution,
occurring actually as 4 "pairs" of impulses per rotor revolution.
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~066197
The ignition system of engine 1 thus provides four ignition
pulses per revolution of shaft 20, each pulse causing ignition
in two combustion chambers, that is, four "pairs" of pulses.
Referring particularly to Figure 10 where the main ignition
components are illustrated diagramatically, the distributor 200
has a cam denoted by 206 t-urned by shaft 20, of which only a small
fragmentary portion is seen in Figure 10. The linkage between
shaft 20 and cam 206 is denoted schematically by 208. Cam 206
would typically be a 4-lobe cam. Because of the fact that there
are four ignition pulses per shaft revolution, the 4-lobe form of
cam 206 is an obviously suitable form. Conventional circuit
breaker points are shown at 212. A battery is denoted at 214 and
a spark coil at 216. A distributor rotor as denoted at 218
supplies high-tension electrical energy to spark plug wires 240,
242, 244 and 246 and thence to the spark plugs 40, 42, 44 and 46
in a conventional manner. In case there is a direct drive, there
could be eight instead of four high-tension outlets to spark
plug wires 240, 242, 244 and 246. Magneto ignition may also
be used.
As an alternative to spark ignition, as already indicated, the
engine of the present invention may be a diesel engine in which case
suitable fuel injection means would be provided. Once the concept
of the invention is appreciated, it will be obvious to one skilled
in the art that the engine may be modified to diesel form.
A single intake pipe 32 has already been referred to in the
interests of simplic~ity. Similarly a single exhaust manifold tube
as denoted by 35 is shown, and there would ordinarily be several of
such exhaust pipes each of which would be joined together in a
manifold. Each of the exhaust pipes as denoted by 35 will
communicate with ports on the inside of the engine to be
described below.
1066197
AS will be described in greater detail below, the rotor turns
inside cas~ng 10 and during appropriate portions of the cycle fuel-
air mixture is drawn in through intake manifold pipes as denoted by
32 followed by compression, combustion and exhaust. Then exhaust
is expelled through exhaust manifold pipes, one of which is
denoted by 35.
Figure 2 illustrates the piston motion and function inside
the apparatus of Figure 1. As has been already indicated and as
will be described below, the ports for intake and exhaust are
important features of the present invention, but for illustrating
the piston motion and function it will be assumed that the fuel-
air mixture is able to reach the proper places inside the engine
1, and that the exhaust may be expelled. In Figure 2 only two
combustion chambers are shown in the interests of simplicity.
In Figure 2 the rotor that turns inside engine 1 is shown
schematically at 50, on shaft 20. Only a portion of rotor 50 is
illustrated in Figure 2 also in the interests of simplicity.
Part of rotor 50 is a segmental fixed partition member denoted
by 54 that is parallel to the axis of shaft 20 but displaced a
short distance away from shaft 20. At right angles to partition
member 54 is a similar segmental fixed partition member denoted
as 58 which is displaced a short distance away from the "equator"
of rotor 50. Mounted in an angular position in the right-angle
between partition members 54 and 58 is a piston member denoted
as 60.
It is contemplated that piston member 60 will sweep angularly
over part of the angle between partition members 54 and 58, so as
to form piston chambers on either side of piston member 60. The
piston chambers are denoted by A and B, and both piston chambers
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~066197
A and B are closed in on the third side by means of the inner
spherical surface of casing lO.
In the center of rotor 50 is a hub denoted as gO, to be des-
cribed in more detail below. All that need be said at this point
of the description is that piston member 60 is rigidly attached
to hub 80 and hub 80 has an angular sliding motion with respect
to partition members 54 and 58.
Because the piston motion of piston member 60 is not about
the major axis of the spherical space defined by partition members
54 and 58, piston member 60 cannot move about the line of inter-
section of partition members 54 and 58, and so radial fillets
denoted as 81 and 82 are provided on either side of hub 80 as
shown, rigidly attached to partition member 54 and 58. In
addition to providing surfaces against which piston 60 moves, the
fillets 81 and 82 also strengthen the structure of rotor 50. The
rotation of hub 80 is in a direction angularly to shaft 20 and
such motion causes piston member 60 to be swept back and forth
in an angular direction, so as to either increase
the volume of piston chamber A and decrease the volume
2~ f piston chamber B, or vice versa. Thus the piston function of
motor l is easily appreciated.
It is contemplated that rotor 50 will have four portions
each having the same structure as has just been described in
relation to Figure 2.
Referring now to Figure 3 where a three-quarters view of
the rotor that is intended to be inside the structure of Figure
1 is illustrated, the more complete structure of rotor 50 càn
be seen. Rotor 50 consists of the shaft 20 already referred to,
and on shaft 20 are two circular partition members, 54 (already
~L~66197
referred to) and the partition member denoted by 52 which
members are parallel and each in a plane which is parallel to
the axis of shaft 20.
Two further circular partition members, 58 (already referred
to) and the partition member denoted by 56 are mounted as part of
rotor 50 and are similar in size and construction to partition
members 52 and 54, but partition members 56 and 58 are mounted
parallel to one another and each in a plane parallel to the
plane of rotation of shaft 20.
As already indicated, partition member 54 is at right angles
to circular partition member 58 and the circular partition
members 54 and 52 are likewise at right angles to circular partition
members 56 and 58. Thus four substantially right-angled segmental
sections of a sphere are formed in the space between each of
the circular partition members 54, 58; 54, 56; 52, 58 and 52, 56.
It will be seen that as the rotor 50 rotates, the spaces formed
between the circular partition members 52, 54 and 56, 58 are
carried around in the direction of rotation. Mounted in the space
between each of the circular partition members 52, 54 and 56, 58 are
the piston members denoted by 60, 62, 64 and 66. Each of piston
members 60, 62, 64 and 66 are centrally fixed on hub 80
already referred to, so that motion of any of the piston
members 60, 62, 64 and 66 in the space between the circular
partition members 52, 54 and 56, 58 occur simultaneously
such that the space volume between circular partition member
58 and piston member 60 will be increased at the
same time as the space volume between circular partition member 54
and piston member 66 will be increased; likewise at the same time
as the space volume between circular partition member 52 and piston
member 62 will be increased, and likewise the space volume between
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1066~97
fixed partition member 56 and piston member 64 will be increased.
It will be obvious that as the space volume on one side of
each of piston members 60, 62, 64 and 66 is increased, the space
volume on the opposite side of each such piston member will be
decreased, and vice versa.
As was stated in relation to Figure 2, fillets 81 and 82 are
provided between partition members 54 and 58 for proper motion and
sealing of piston member 60. In Figure 3 fillets 81 and 82 are
again shown as well as fillets 83, 84 and 85. Other fillets (not
shown) would also be provided in the same manner as already des-
cribed.
It is contemplated that rotor 50 will rotate inside casing
10 and that each of the fixed partition members 52, 54 and 56, 58
and each of the piston members 60, 62, 64 and 66 will, at their
curved peripheries contact and brush against the inner spherical
surface of casing 10 and the fixed partition members will at their
inner central parts contact and brush against the hub 80. It will be
necessary to provide sealing means at the lines of contact referred
to but such sealing means are known in the art and need not be
described in detail. Referring particularly to Figure 11, by way
of example, a small segment of piston member 60 is shown to illus-
trate the manner in which the sealing surface is constructed. In
the elements shown in Figure 11, a sealing strip denoted by 100 is
shown inserted in a groove denoted by 102 in piston member 60 and
similar construction will be used throughout wherever any one of
the partition members 52, 54, 56, and 58 contact the hub 80 or one of
the fillets 81, 82, 83, 84, 85 or other fillets not shown on the
drawing, and wherever any one of the partition members 52, 54, 56 and
58 and piston members 60, 62, 64 and 66 contact the inner surface of
3~ shell 10.
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~Q66197
Attention is directed to the smooth surface contact at the
interfaces of the sliding surfaces rather than the knife-edge con-
tact often found at sealing points in certain kind of engines.
The manner of the motion of the movable walls or piston mem-
bers 60, 62, 64 and 66 will now be described. As already stated,
piston members 60 - 66 are centrally fixed on a common member,
hub 80. As shown in Figures 3 and 4 hub 80 is spherical in form.
For reasons to be set forth below, hub 80 may be spherical or it
may be cylindrical. If hub 80 is spherical it will be concentric
with the rotor 50, and if hub 80 is cylindrical, it will have its
axis perpendicular to the plane of Figure 4 and passing
through the center of rotor 50.
That is to say, because of the angular motion of the piston
members 60, 62, 64 and 66 just referred to, it will be seen that
hub 80 could be in the form of a cylinder if desired with its
axis at the center of rotor 50 and parallel to the intersection
of partition members 54 and 58. Figure 4 will be discussed
assuming that hub 80 is spherical in shape.
Hub 80 is capable of limited rotation about a theorectical
axis passing through the center of hub 80 but parallel to the
intersection between partition members 54 and 56. In other words,
the fixed portion of rotor 50 (in relation to motion parallel to
the plane of Figure 4) is the shaft 20 and the partition walls 52,
54, 56 and 58, and the movable portion is hub 80 and the piston
members 60, 62, 64 and 66 attached to hub 80. Hub 80 and the
piston members 60, 62, 64 and 66 are capable of a small amount
of rotation as limited by the partition walls 52, 54, 56 and 58.
Hub 80 is slip-key fastened to shaft 20 so that shaft 20
and hub 80 are locked together so far as rotation around the
1~66197
longitudinal axis of shaft 20 is concerned but hub 80 is able
to have an~ular rotation in relation to shaft 20 as shown by the
arrows in Figure 12. For this purpose, the structure shown
in Figures 12 and 13 is provided. Figure 12 is a fragmentary
partly cross-sectional view of the hub 80, and
Figure 13 is an exploded view of hub 80 with a
portion of shaft 20 and associated elements.
In Figure 12 a portion of each of the piston members 60, 62,
64 and 66 are shown attached to hub 80. On each side of hub 80
is a keyway denoted by 110 and 112, respectively. Integrally
attached to the left-hand side of shaft 20, as seen in Figure 12
is a boss denoted by 114, and on the opposite side of shaft 20 is
a similar boss denoted by 116. Each of the boss members 114 and
116 is made so as to present a concave surface facing hub 80, so
that hub 80 can turn in relation to boss members 114 and 116,
Integrally attached to boss 114 is a key denoted by 118 and a
similar key denoted by 120 is attached to boss 116. Key 118
fits into keyway 110 and key 120 fits into keyway 112. It will be
seen that keyway 110 is just wide enough to admit key 118, but
that the length of keyway 110 is greater than the length of key
118 so that hub 80 may turn in relation to key 118, and thence
in relation to shaft 20 (in the plane of Figure 12) but that key
118 and thence shaft 20 are locked together so far as rotation
around the longitudinal axis of shaft 20 is concerned. The
construction of keyway 112 and key 120 are similar. In the
exploded view of Figure 13, only a portion of the structure
just described is shown.
-
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~066197
In order that fuel-air mixture may be introduced into the
combustion chambers intake and exhaust ports are, as already
indicated, provided. Port rings denoted hy 250, 252, 254 and 256
are attached to the rotor 50. Port ring 250 is attached to and
may be integral with partition member 58 and since port ring 250
is near the center of engine 1, it will be referred to for
convenience as the "inboard" port ring 250. Inboard port ring
250 has two ports therein, denoted by 258 and 259. It is contem-
plated that as rotor 50 rotates, the port 258 will
alternatively register with the opening from intake pipe 32
and exhaust pipe 35, so that fuel-air mixture is admitted at
appropriate times to the combustion chamber formed between
partition member 58 and piston 60, and at appropriate times the
exhaust discharged therefrom through exhaust pipe 35.
Similarly the other inboard port ring 252 carries two ports,
denoted by 260 and 261 and in a similar manner the
intake and exhaust of the compression chamber formed between
partition member 56 and piston member 66 are controlled.
It will also be obvious that the same inboard port rings
250 and 260 control the intake and exhaust of the compression
chambers formed between partition member 58 and piston member 62,
and between partition member 56 and piston member 64, respectively.
The port rings 254 and 256, for convenience called the
"outboard" port rings similarly control the intake and exhaust
of the remaining compression chambers. Outboard port ring 254
has two ports described by 262 and 264 which register with intake
and exhaust openings in casing 10 (not shown) and ports 262 and
_-264 will control the intake and exhaust of the combustion chambers
between partition member 54 and piston 60, and between partition
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1066197
member 52 and piston 62.
Outboard port ring 256 similarl~ has ports (not shown) and those
perform a similar function in relation to the combustion chambers
formed between partition member 54 and piston member 66; and
between piston member 52 and piston member 64, respectively.
All of the port rings 250, 252, 254 and 256 are solid rings
that have an outside surface with the same radius of curvature
as, and slide against, the inner surface of motor casing 10;
the rings are firmly attached to the fixed circular members and
rotate with them.
The Figures S, 6, 7 and 8 explain in a little further detail
the manner in which the port rings 250, 252, 254 and 256 function
in the engine 1.
In Figures 5 and 6 outboard port ring 254 is particularly
referred to and it will be understood that this present discussion
applies to outboard port ring 254. Outboard port ring 254
is rigidly attached to partition members 52 and 54 and is
integral with and attached to a centrally-disposed disc denoted
as 266 which is mounted concentrically with outboard port
2~ ring 254 and shaft 20. Referring now to Figure 6,
where the elements just referred to are seen in section, there is
additionally shown in cross-section a fragmentary part of casing 10,
having an outer surface denoted by 270 and an inner surface denoted
by 272. Inside casing 10 are coolant passages denoted by 274 which
are for the purpose of dissipating excess heat generated inside
the engine 1 similar to the function of coolant passages found in
the block of a reciprocating liquid-cooled engine. Tubes 6 and 8
communicate with coolant passages 274. It is also contemplated
by the present invention that instead of liquid cooling, air
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~066197
cooling could be used with suitable cooling fins and associated
air flow, as is well known in the internal-combustion engine art.
Outboard port ring 254 will clearlv have a convex surface
denoted by 268. Outboard port ring 254 is mounted so as to be
capable of rotating so that convex surface 268 on the outer face
of outboard port ring 254 will always lie in contact with the inner
surface 272 of casing 10. Disc 266 does not have to contact inner
surface 272.
The ports 262 and 264 in port ring 254 rotate with shaft 20
and are caused to register with intake and exhaust openings in
casing 10. An exhaust tube 35 has communication through exhaust
opening 276 in casing 10. As seen in Figure 6, port 262 in port
ring 254 is registering with exhaust opening 276, and in the
position shown in Figure 6 the engine 1 would be at the stage
of its cycle that exhaust is being expelled from the combustion
chamber between partition member 54 and piston member 60.
The manner that port 264 registers with exhaust opening 276
will be apparent from Figure 6. The ports 262 and 264 will also
register with intake openings (not shown).
Figures 7 and 8 show how the inboard port rings 250 and 252
function in relation to the combustion chambers adjacent thereto.
Figure 7 illustrates in fragmentary form a portion of inboard
port ring 250 attached to partltion member 58 showing a single
port, that is port 258.
Figure 8 illustrates in fragmentary cross-sectional form the
same elements, partition member 58, inboard port ring 250 and
port 258 with adjacent structure of engine 1, that is a portion
of casing 10 showing coolant passages 274. Inboard port ring 250
106619'-~
is machined so that it has a sliding fit with the inside surface
272 of casing 10. As shown in Figure 8, part 258 is registering
with an intake opening denoted by 280 that connects to intake
pipe 32 already referred to. In the position shown in Figure 8,
the engine 1 would be at that portion of its cycle that the
combustion chamber between partition member 58 and piston member
60 is at the intake stage.
The hub 80 is caused to turn clockwise and counterclockwise
(as seen in Figure 4) which in turn causes the piston members 60,
62, 64 and 66 to sweep between the fixed partition members 52, 54,
56 and 58. Since rotor 50 runs inside casing 10 and.the piston
members and the fixed partition members make a seal with the inside
of casing 10, the effect of the sweeping of the piston members 60,
62, 64 and 66 is to vary the volumes of space defined by the parts
just referred to in a manner analogous to the way in which the
reciprocating pistons of a conventional motor car engine cause
variable volumes of space to be created in the structure of the
engine.
As the rotor rotates inside the casing 10 the piston members
60, 62, 64 and 66 are caused to take up particular positions
related to the position of rotation in a manner similar to the
pistons of a reciprocating engine. Many means for providing
the oscillating movement will be apparent, but the simple one
shown here is by means of a sine-wave groove running around
inside the casing and a follower attached to hub 80. The groove
is shown at 150 in Figures 4, 12; 14 and 15 and the follower is
denoted at 152.
In Figure 14, which lS a three-quarters fragmentary view
showing a portion of the groove 150 as well as the follower
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il066197
152, the hub 80 is shown in a fragmentary manner. The
groove consists of a semi-clrcular cross-section channel-like
member following an undulating path as particularly shown in
Figure 15 where a "flattened out" view of the groove 150 is
shown. Groove 150 may be in a channel-like member as shown
denoted by 151 attached to a portion 154 of the structure of
the casing 10, or the channel like member and the portion 154
of the casing 10 may all be integral. The follower 152
is attached to hub 80 in any convenient manner but must
be rigidly attached. At the extremity of follower
152 is a rolling spherical bearing denoted as 155. ~he direction
of rotation is shown by the arrow and as the rotor 50 and the hub
80 turn, spherical bearing 155 is caused to follow groove 150,
causing the follower 152 to undulate as shown in Figure 15. This
causes the hub 80 to turn back and forth, and the piston members
60, 62, 64 and 66 are caused to sweep back and forth. Because
channel-like memher 151 passes the whole way around the inside of
casing 10 there must be cut-out portions at the edges on each
side of partition members 56 and 58, as denoted for one side at
158 and i59. As particularly seen in Figure 9 where the cut-out
portion 158 is shown between partition members 56 and 58, the
channel-like member 151 does not interfere with the rotation of
rotor 50.
Several alternative means of providing the oscillating motion
to hub 80 are available. For example, follower 152, instead of
being guided by a spherical bearing riding in a sine-wave track,
could be guided by an eccentric gear driven disc which is turned
by rotation of rotor 50.
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~o66~97
Lubrication as re~uired may be introduced through the outer
engine casing to the internal surfaces of that casing.
Lubrication means may be provided in the space between parti-
tion members 56 and 58, including pump, sump, and other required
components. Lubrication to the inner surface of motor casing 10
may be provided also between partition members 52 and 54, so that
effectively the inner spherical surface of motor casing 10 is
constantly having oil introduced to it, thus minimizing wear
between it and the seals. The reciprocating motion of follower
152 is particularly suited to provision of forced lubrication.
Before discussing further the motion of the piston members 60,
62, 64 and 66 and the hub 80 in detail, it will be convenient to
further discuss the manner in which the fuel or fuel-air mixture
reaches the chamber formed such as between piston member 60 and parti-
tion member 58. This will be apparent from the previous discussion
relating to the port rings 25C, 252, 254 and 256. Reference will now
be made to Figure 16 wherein there is shown an elementary form of
rotor such as is illustrated in Figure 2, but shown in the direction
as would be seen from the left-hand side of Figure 2. In Figure 16
the partition member 58 and the piston member 60 are shown in their
relative position in a cross-sectional representation of casing 10.
The coolant passages 274 can be seen in Figure 16. Partition member
58 and piston member 60 are assumed to be rotating in a clock-
wise direction such that the intake port 280 has just been
uncovered. A portion of intake pipe 32 can also be seen. A
fuel-air mixture passes through the pipe 32 and into the intake
port 280, and thence into the space formed between partition
member 58 and piston member 60. The inboard port ring 250 is
shown in Figure 16 in elevation.
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~066~97
As the rotor 50 continues to rotate, the action of groove
150 and follower 152 (not visible in Figure 16) sweep piston
member 60 in a direction away from partition member 58 thus
enlarging the space between partition member 58 and piston
member 60 and drawing in a fuel-air mixture through port 280
- in a manner similar to the drawing in of a fuel-air mixture into
the combustion chamber of a conventional automobile engine when
the piston is descending on the intake stroke. As the rotor 50
rotates, piston member 60 continues to move away from partition
member 58 until the rotation is such that port 280 is covered.
When port 280 is cut off, the fuel-air mixture that is in the
space between partition member 58 and piston member 60 is locked
in place and is now ready for compression. At this point the
groove 150 curves in such a way that the follower 152 moves the
piston member 60 in the opposite direction namely toward part-
ition member 58 thus compressing the fuel-air therebetween.
At this point no ports are open in relation to this particular
compression chamber. This is analogous to the compression
stroke of a conventional reciprocating piston engine of an
automobile.
Just before the end of the compression stroke, the rotor
has rotated so that the compressed space between partition member
58 and piston member 60 comes opposite the ignition means which
in the present case is a spark plug denoted by 40. Spark plug
40 is caused to deliver a spark at an appropriately timed position
which is related in a simple manner to the rotation of rotor 50.
The power stroke then begins and piston member 60 is forced to
sweep outwardly away from partition member 58 thus delivering power
to piston member 60, which in turn delivers power to the hub 80
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1~)66~97
and in turn delivers power to the follower 152 which by means of
reaction against the groove 150 causes the rotor 50 to be given
an impulse in the same direction as that in which it is turning.
It will be readily seen that since the groove 150 undulates from
side to side creating an impulse against the edge of groove 150
at an appropriate time wil-l cause the spherical bearing 155 to press
firmly against the edge of groove 150 and a component of
the force applied by spherical bearing 155 against groove 150 causes
rotor 50 to continue to turn in its original direction of rotation.
Referring particularly to Figure 15, the spherical bearing 155
of follower 152 is shown in the groove 150. The force shown as
vector 185 has a component that is parallel to the directior, of
rotation denoted as vector 187 and this component, by means of
the well-known principle of action-reaction, causes the follower
152 to be moved along in the direction of rotation.
Referring now to the graphical representation of Figure 17,
the 0 position corresponds to the position as shown in Figure
16. Piston 60 is in an intermediate position between partition
members 54 and 58, and the intake port 280 is uncovered.
2a As the rotor 50 rotates clockwise, to the 90 position, the
follower 152 is moved upwardly as shown in Figure 12 and piston
60 is caused to sweep forwardly as seen in the top line of
Figure 17. This motion increases the space between partition
member 58 and piston 60, creating reduced atmospheric pressure
in intake pipe 32, causing fuel-air mixture to move toward rotor
50. Just before the 90 position intake port 280 has been covered
and the air-fuel supply is cut off.
Now as the rotor moves to the 180 position, the ports are
both closed, piston member 60 moves toward fixed partition member 58
and the contents of the space there between is compressed. Just
before the 180 position is reached, the distributor 200 causes
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1~)66197
the spark plug 40 to ignite the fuel and a rapid pressure rise in
the chamber takes place.
The rapid pressure rise in the chamber causes pressure on
piston member 60 which in turn produces pressure between follower
152 and groove 150. By reason of the angle of groove in the region
between the 180 and the 270 positions, rotor 50 is given a firm
push in its direction of rotation and the rotor returns to its
initial position at the 36G (i.e. 0) position.
Similar action takes place in all eight chambers, and it is
unnecessary to detail the corresponding steps that take place
in the remaining chambers.
It will be seen that the apparatus herein described and claim-
ed presents a novel structure for an internal-combustion engine
of obvious design advantages.
While a single engine unit has been described and while such
unit is inherently smooth in operation, it will be appreciated
that combinations of two or more such engine units may be combined
on one shaft with such positioning that the power impulses of one
engine unit are interspaced with the power impulses of the other
or others, and a very high degree of smoothness of operation
achieved.
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