US2461757A - Internal-combustion engine - Google Patents

Description

Feb. 15, 1949. MQQRES 2,461,757

INTERNAL- COMBUSTION ENGINE Filed Fe b. 27, 1946 Y 2 Sheets-Sheet l 44 lurvntm' .55 Murcimer' RMnur-as Feb. 15, 1949. M, H. MOORES INTERNAL-COMBUSTION ENGINE 2 Sheets-Sheet 2 Filed Feb. 2'7, 1946 7 Inrer/Ior Mur' LimEr' H.Muur E 5 compression chamber of the engine.

Patented Feb. 15, 1949 INTERNAL-COMBUSTION ENGINE Mortimer H. Moores, Honolulu, Territory of Hawaii Application February 27, 1946, Serial No. 650,622

This invention relates generally to internal combustion engines and-more particularly to a twin cylinder rotary combustion engine in which the fuel is compressed in one cylinder and combustion of the fuel takes place in the other cylinder, driving connections being provided between the power and compression rotors and a rotary valve means for equalizing the pressure of the compressed fuel in the compression and combustion chambers as the pressure of the fuel reaches its maximum value and for sealing the compressed fuel in the combustion chamber just prior to ignition thereof, all in a manner more fully to appear hereinafter.

An important object of the present invention is to provide an internal combustion engine .of the aforedescribed type in which relatively few parts are employed and in which the major moving parts are rotary members.

Another object resides in the provision of a rotary engine which is inherently balanced and free from vibration.

Another object is to provide a rotary engine which provides two power strokes per revolution, has a substantially uniform combustion pressure throughout the power stroke and provides complete scavenging on the. succeeding power stroke.

A further object is to provide a rotary engine which readily may be serviced and lubricated.

Still other objects, features and advantages of the present invention are those inherent in or implied from the novel construction, combination and arrangement of parts of the preferred embodiment thereof as will become more clearly apparent as the description proceeds, reference being had to the accompanying drawings wherein the preferred embodiment is illustrated and in which:

Figure 1 is an end view in elevation of the engine;

Figure 2 is a top plan view of the engine;

Figure 3 is a sectional view taken along the line 3-3 of Figure 2;

Figure 4 is a somewhat smaller bottom plan view of the engine and illustrates the electrical wiring thereof; and

Figure 5 is a detail view of the distributor with the distributor cap removed.

Referring now to the drawings it will be seen that the engine comprises a casting generally designated l0 and having three bores or cylindrical openings ll through l3 extending in par allel relation therethrough. The ends of bore H are closed by end caps I4 and Hi to provide the Similarly,

2.0laims. (01. 123-16) the ends of bore l2 are closed by end caps l6 and H to provide the combustion chamber of the engine. In each case, the ends caps are detachably secured to the casting H) as by suitable screws. bolts, or the like, designated l8.

The casting I0 is also provided with flanged projections l9 and 20 through which extend intake and exhaust ports 2| and 22 respectively which communicate with the compression and combustion chambers. A laterally disposed port 23 is provided in intake port 2| into which one end of a right angular duct 24 of rectangular cross section is fitted. The other end of duct 24 similarly is fitted in an opening 25 in casting [0, opening 25 being in communication with a channel or passageway 26 of somewhat smaller cross section. Channel 26 in turn communicates with a similar laterally disposed channel 21 which extends between the compression chamber and bore l3 which extends in parallel relation therewith. Disposed diametrically opposite from the lateral channel 21 is a similar channel 28 which extends between bore l3 and the combustion chamber.

A rotary valve 29, disposed within bore l3 in closely fitting relation therewith and extended beyond the length of lateral channels 21 and 28 so as to effectively close or seal them in any angularposition of the valve except that shown in Figure 3, is provided with a diametrically extending channel or slot 30 which provides a direct communication between channels 21 and 28 when the valve 29 is in the position shown in Figure 3.

Valve 29 has shaft end portions 3| and 32 which are journalled in end caps 33 and 34 respectively, these end caps being employed to closeor seal the ends of bore [3 and being secured to casting III for this purpose in any convenient manner.

A compression rotor 35, co-extensive with the compression chamber, is provided with shaft end portions 36 and 31 which are journalled in end caps l4 and I5 respectively, the journals being eccentrlcally disposed with respect to the caps whereby the rotor is caused to lie in closely fitting relation to one side wall of bore II, as best seen in Figure 3. Rotor 35 is provided with 9. diametrically extending slot 38 adapted to receive slidably therein a pair of diametrically disposed rotor blades 39 and 40 which are urged yieldably into engagement with the side walls of bore II by one or more compression springs 4| interposed therebetween.

A similarly constructed power rotor 42 is similarly mounted Within the compression chamber co-extensive therewith, the power rotor also having shaft end portions 44 and 45 journalled within end caps l5 and I1 respectively. The

blade construction of the compression and power rotors may be identical. Accordingly, the same reference characters are employed in designating these parts and the springs associated therewith.

Channel 26 and duct 24 provide a bypass for the compressed fuel trapped between the rotary valve 29 and the compression rotor blade adjacent thereto. Thus, the amount of the compressed fuel which is bypassed may serve as a means for varying the compression of the compressed fuel and hence the speed of rotation of the engine. This is accomplished by means of a throttle valve 46 which is disposedwithin the bend of duct 24 and pivotally supported on. ach end in the side walls of the duct as at 41 and 48, the protruding pivotal end portions of the valve being operatively connected to a crank arm 49 which in turn is connected to a spring 50 which may be connected to the throttle in any convenient manner, as by way of a throttle rod, for example.

The compressed fuel which is bypassed in the pregoing manner is caused to re-enter the compression chamber by reason of the deflecting surface 5| which is provided within the intake port 2|, thus causing the compressed fuel to move in the same general direction as the incoming fuel, as indicated by the arrows.

Shaft portions 3|, 35 and 44 of the rotary valve 29. compression rotor 35 and power rotor 42, respectively carry identical intermeshlng spur gears 52, 53 and 54 respectively for rotation therewith whereby the compression rotor and rotary valve are driven by the power rotor at the same angular velocity therewith. The gears may be secured to their respective shafts as by keys 80.

Ignition of the compressed fuel in the combustion chamber is accomplished by sparks supplied simultaneously to a pair of spark plugs 55 and 56 disposed at either end of the combustion chamber. The sparks are generated by a conventional ignition system including a coil 51 having a low tension or potential winding adapted to be energized from battery 58 by way of conductor 59. low potential coil winding (not shown), conductor 60, terminal 6| secured to insulating grommet 62 in casing 61 of distributor 63, conductor strip 54, distributor or breaker points 65B6, and thence by way of the grounded distributor case 61 to the other side of battery 58, a condenser 63 being connected across the points 6556 in the usual manner.

Spark plugs 55-56 are connected by high tension cables 6910 to one side of the high tension winding (not shown) of coil 51, the other side of the coil being grounded so .as to complete the high tension circuit to the grounded electrodes of the spark plugs, as in the usual manner.

Grounded point 66 preferably is adjustably carried by the distributor casing 5'! whereby the gap or separation of the points conveniently may be adjusted, a lock nut H being employed to secure the stationary point 66 in the desired adjusted position. Movable point 65 is carried at one end of a rocker arm 12 which ismounted for pivotal movement about a shaft 13 and removably secured thereon as by a cotter pin 14. The other end of rocker arm 12 is arranged to ride upon and follow the diametrically opposed cam surfaces 75 of a cam 76 secured to shaft end portion 31 of the compression rotor 35, this of the compression rotor.

shaft end portion extending into the distributor casing 61 which is secured to the end cap l5,

The conductor strip 54 is formed of resilient material and serves yieldably to urge the rocker arm into engagement with the surfaces of cam 18 whereby the breaker points 65'66 are caused to open and close two times for each revolution Thus a spark is supplied to each of the spark plugs for each half revolution of the rotors.

The distributor 63 is provided with a removable cap 11 which may be secured to casing 81 as by spring clips 18 secured to end cap I5.

A plurality of fins 19 preferably are employed on casting l0 externally of the combustion chamber when it is desired to employ air cooling of the engine. It will be understood, however, that any other type of cooling suitable for the purpose may be employed, when desired.

It will also be understood that lubrication may be accomplished in any convenient manner. For example, oil may be mixed with the fuel employed as in the case of conventional outboard gasoline engines, or the centers of the compression and power rotors may be supplied with oil under pressure and the oil permitted to leak past the sides of the rotor blades to lubricate the entire system.

From the foregoing the operation of the engine should be apparent and a brief description of the operation will sufiice. A quantity of fuel is drawn into the compression chamber by way of intake port 2| by the compression rotor 35 as the same rotates. The fuel thus drawn into the compression chamber is compressed between rotary valve 29 and the rotor blade 39 or 40, whichever is moving adjacent to the valve. Just at the moment that the compression reaches its maximum value, rotary valve 29 opens, as seen in Figure 3, and a quantity of the compressed fuel passes into the combustion chamber to equalize the pressure of the fuel within the chambers, the combustion chamber at this time comprising that portion of the chamber between the rotary valve 29 and power blade 39 or 40, whichever is at that time adjacent the valve. The time required for the pressure in the two chambers to equalize readily may be controlled by the width of slot 30 in the rotary valve body. The time at which the rotary valve opens relative to the positions of the compression and power rotors readily is controlled by shifting the spur gears individual thereto relative to each other by a number of teeth sufficient to provide the desired displaced relation therebetween, the rotary valve being opened just subsequent to movement of the power blade adjacent thereto into a position relative to the side wall of bore l2 adapted to seal the combustion chamber, substantially as seen in Figure 3.

As the rotary valve 29 moves into closed position from its open position as seen in Figure 3, the combustion chamber is sealed off by closing of the valve and the sparks are delivered to the spark plugs to initiate the explosion of the fuel. As the power rotor is driven under power of the expanding gases of combustion the pressure area i of the power blade increases and compensates for 5 within the combustion chamber outwardly thereof by way of the exhaust port 22, thus providing complete scavenging of the burned gases. Power thus imparted to the power rotor may be taken therefrom as by the power take-off wheel 8| which may also serve as a fly-wheel.

From the foregoing it should now be apparent that an engine has been provided which is well adapted to fulfill the aforestated objects of the invention, and whereas a specific embodiment thereof has been described in particularity it will be apparent to those skilled in the art to which it appertains that different embodiments thereof may be employed without departing from the spirit and scope of the invention as defined by the appended claims.

I claim as my invention:

1. In an internal combustion engine of the character disclosed, the combination of means forming cylindrical combustion and compression chambers and a passageway extending therebetween, a rotary cylindrical valve interposed within said passageway and having a diametrical slot adapted to provide communication between said chambers when the slot is aligned with the passageway and adapted to block the passageway when the slot is mis-aligned therewith, said combustion and compression chambers having fuel exhaust and intake ports respectively, means forming a bypass between said intake port and said passageway intermediate the compression chamber and said rotary valve, throttle valve means interposed in said bypass adapted to control the flow of compressed fuel therethrough,

means in the intake port forming a deflecting surface for causing the compressed fuel from said bypass to be directed into the compression chamber, compression and power rotors eccentrically disposed within said compression and combustion chambers and having a plurality of diametrically movable blades adapted to move along the side walls of the chambers as the rotors are rotated, and inter-connected driving connections between said rotary valve and said rotors for providing a predetermined angular time spaced relation therebetween.

6 g 2. In an internal combustion engine of the character disclosed, the combination of means forming cylindrical combustion and compression chambers and a passageway extending therebetween, a rotary cylindrical valve interposed within said passageway and having a, diametrical slot adapted to provide communication between said chambers when the slot is aligned with the passageway and adapted to block the passageway when the slot is mis-aligned therewith, said combustion and compression chambers having fuel exhaust and intake ports respectively, means forming a bypass between said intake port and said passageway intermediate the compression chamber and said rotary valve, throttle valve means interposed in said bypass adapted to control the flow of compressed fueltherethrough, compression and power rotors eccentrically disposed within said compression and combustion chambers and having a plurality of diametrically movable blades adapted to move along the side walls of the chambers as the rotors are rotated. and interconnected driving connection between said rotary valve and said rotors for providing a predetermined angular time spaced relation therebetween.

MORTIMER H. MOORES.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 891,394 Benson June 23, 1908 904,974 Lee Nov. 24, 1908 1,338,304 Jeiiries Apr. 27, 1920 1,615,110 Craig Jan. 18, 1927 2,373,304 Garbeth Apr. 10, 1945 FOREIGN PATENTS Number Country Date 332,525 Germany Jan. 31, 1921

Images