US1180747A - Rotary motor. - Google Patents

Description

H. S.I WHITE. ROTARY |V|0TOR. APPLICATION FILED DEC. 26, 1915.

L19W%7 Patented Apr. 25, 1916.,

2 SHEETS-*SHEETL H. S. WHITE. ROTARY rwoToR. APPLICATION FILED DEC.l 26. 1915.

Patented Apr 25,1916

2 SHEETS--SHEET 2 TRUE/ZZ?? l HENRY s. wnrrn, or cnicAso, ILLINOIS.

no'rA'iaY Moron.

Specification of Letters Patent.

Application fi1ed December 26, 19,05. Serial No. 293,387.

To all whom it may concern Be it known that I, HENRY S. WHITE, a subject of King Edward VH of Great Britain, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful improvements in Rotary Motors, of which the following is a specification.

rllhis invention relates to improvements applicable to all forms of rotary engines but more particularly to heat or gas motors.

rilhe principal object of this invention is to embody in a mechanical form, far more effectively than is possible in any form of reciprocating motors, the cycle of operations necessary to obtain from the combustion of anyl fuel within ful work done.

lAnother object simplification to its utmost both as to number and form, cal devices and operations necessary in the process 4of, the transformation of heat into work.

These objects of this invention is the possible limits,

'cany never be eiiiciently obtained in a motor in which the principalv working parts are reciprocating and l have, to overcome .as effec' therefore, endeavored tively as possible, the mechanical difficulties in the way Pof 'obtaining the .desired-results' in a machine in which the principal working parts are rotating instead of reciprocating. Any of the cycles now carried out by" reciprocating motors may-be far more effectively carrield out by my rotary motor,l as will be fully shown and explained in thesucceeding description of my invention. i

Two main i.- characteristic features differentiate the cycles of operations of all existing reciprocating motors, namely, eitherlthe combustible is mixed 4with air before compression, or vit is introduced into the air after it has been compressed and heated. Far better results are obtained by the latthe former in the resimplities the mechanical devicesnecessary for putting-it into operation. Therefore,"pref erably, the form every rotary motor would take would be one in which the air is compressed before the introduction -of the coin'- bustible; and for this yreason il have more fully described and illustrated-in this -specithe working part of said' motors the maximum possible result in use-` I viously this waste is avoided by introducing of the mechani-l .of one side of rllheV stationary erably made up'of three separate castings so tons 12 and -by mixing the air and combustible before compression. At the same time, it must be understood that the invention covers one cycle as fully as the other, and that each cycle can be equally as efficiently carried out in my rotary motor and in each case far more eiiiciently than can ever be possible in areciprocating motor.

The principal upon cycle is based is that which the preferred the number of heat vunits contained in any combustible are far too great to be wholly converted into useful work done, and that therefore vthe majority of these heat units are lost at the exhaust, and by absorption into a water jacket or other'means of artificial cooling. Ob-

cally carried out by my rotary engine, and vhave illustrated one form of my invention sheets of drawings on the accompanying this specification in forming a part of which Figure 1 is an elevation partly in section the motor; Fig. 2, is an edge view partly -in section of the same; Fig. 3,

retener-.ti npr. a5, ieie.'

is'an elevation partly in sectionV of the side opposite to that'shown in Fig. 1; Fig. 4,' is

an enlarged 4sectional view` through the valves and Fig 5, is a section on line 5-5 of Fig. fl. -V

' Similar reference characters refer to similar parts throughout the several views.\

' part of the motor is prefboltedor otherwise seform a solid casing conformed that when cured together `they taining two concentric annular chambers` and 8 which-are shown as being circular but may be of any desired shape in crossA section; 7 is the'expansion chamber and 8 is the compression chamber. i Piercing the casing v`'axially -is the ldriving shaft 9 suitably journaled in the casing or otherwise upon which are keyed or other--v wise secured, the revolving disks 10 and 11 carrying on their peripheral edges the' pisinthe an- 13 arranged to move nular chambers 7 and 8 respectively. The two annular chambers 7 and 8 need not necessarily be'of equal diameter nor be disposed at equal distances radially from the ythey are both alike,

center of the driving shaft, as shown. These details of construction will depend upon the varying conditions of work to be done by different motors.

The' passageway 14 which is provided with a valve 15, preferably a balanced valve, forms means of communication between the expansion chamber 7 and compression chamber 8. There may be one or more passages 14, as desired, in a single motor, I have shown two such passages arranged diametrically'opposite to each other and therefore two pistons 12 and two pistons 13 but will describe and refer to only ,one with its cooperating'parts. it being understood that and both with their cooperating parts have the same efect'on the pistons 12 and 13.

The valve 15 is normally held-closed by a spring 16 and is positivelyopened at the proper time by being connected to theslid ing'rod 17 by means of the duplex-levers 18; the rod 17 being provided with a fricf tion roller to travel on the surface 'of the cam 19 secured to the driving shaft 9, and provided with the raised portion 20. As the shaft 9 is rotated and the raised portion 20 passes under the friction roller the rod 1K7 4will be shifted to open valve 15, and permit free communication between the chambers 7 and 8.

To admit or force combustible fluid into the expanson chamber 7 a needle valve 21 is provided adjacent the valve 15 having its exposed stemprovi'ded with a cross arm or pin 22 arranged to extend into the slots 23 of the forked lever 24. One end of the lever 24 is pivoted at 25 to an arm extending from the frame 6,A and the other end is connected to the sliding rod26 provided with a friction roller to engage the disk 27 provided with the adjustable cam 28 in such manner that as the friction roller is engaged byl the cam 28 the valve 21 will be opened and admit the combustible fluid which enters the valve through the pipe 29 into the expansion chamber 7. The rod 26 is mounted to slide in a guide bracket, 30 extending fromthe frame 6, and a coiled expanding spring 31 is interposed between the bracket 30 and a collar 32 secured on the'rod 26 to normally hold the'valve 21 in a closed position.

Asthe pistons v12 and 13 pass around in their respective .chambers inthe direction indicated by the arrows in Figs. 1 and 3 the two being separated by only a short 4dist/ance circumferentially, the piston 12 approaches the valve 33 in chamber `ligand piston 13 approaches valve 34 in chamber 8. While the pistons are thus' approaching the valves, valve 33.is open and valve 34' is closed and with a pin 50 results inl compressing the air in chamber 8 from the time that piston 13 has passed the port 35, the compressing continuing until valve l5 is opened, which occurs immediately after piston 12 has passed valve 33 and said valve 33 is closed. The opening of valve 15 permits the greatly compressed air to pass from chamber 8 into chamber 7 and at Jronce closes. The instant valve 15 is closed, needle valve 21 is opened and any oil as gasolene is forced under pressure into chamber 7 and mixed with the compressed air. The air byreason of its quick com pression has been raised to a temperature higher than the temperature of ignition of the fuel which will ignite as soon as it is introduced into chamber 7 and the expansion during itsr combustion will force the piston 12 around in the direction indicated by the arrow in Fig. 1. The products of combustion are expelled from the chamber 7 by piston 12 during the time it is approaching valve 33 through the exhaust port 36.

The valves 33 and 34 vmay be of any desired construction'but I prefer to make them cylindrical and provide each with a ierforation to register with-the chamber and 8 respectively when the valves are open. The

pistons 12 and 13 pass through these perforations in their respective valves in their passage around in the chambers 7 and 8, and to accommodate the. passage of a portion of the peripheral edges of the disks 10 and 11 a slot 37 is provided in each valve 33 and 34. The pistons may be secured to the disks 10 and 11 by an extension 38 provided on each `disk extending into a recess provided therefor in each piston.

rIhe valves 33 and 34 are opened and closed by partially rotating them through connections w'ith the driving shaft '9. Valve 33 has secured to the exposed end of its stem 39 a crank arm"40, provided with a pin 41 engaged by the forked end of a bell crank 42 pivoted to the casing 6 at 43. The other arm of the bell crank is provided with a friction roller 44 arranged to engage the disk 45 secured on shaft 9 and provided with the cam` surface 46 in such manner that valve 33 `will be open when the roller 44. is traveling over the cam surface 46. The valve 33 is normally forced to a closed position by a constant pull exerted by a spring or dashpot 47. l

The valve 34 hasl secured to the exposed end of its stem 48 a crank arm 49 provided which is engaged by the forked end of one arm of a bell-crank 51 pivoted to -the casing 6 .at 52. -The other arm of the bell crank 51 is made in the shape of a pawl 55 to engage the periphery of the disk 53 secured on the shaft 9 and provided with the cam surface '54 in such manner that valve 34 will be opencwhen the` pawl 55 is in engagement with the cam surface 54. The 130 l valve 34 is normally held in an open posi'- tion by a constant pull exerted by a spring or dash\pot 56.

The rod 17 is arranged to slide in the guide bracket 57 extending from the casing 6. The cams 28 are pivotally mounted on the disk 27 on the pins58 in suchI manner that the portion which is contacted by the friction roller on the slide rod 26 can be increased kor decreasedin extent by swinging the cam 28 about the pivot 58.

When the portion of the cam 28 affecting the slide rod 26 is increased in extent the amount of lfuel fed into ychamber 7 is increased proportionately and when such portion of cam 28 is decreased the amount ofv fuel fed into chamber 7 is proportionately decreased.v To effect an automatic feeding of the fuel -into the chamber 7 a weight 59 is adjustably secured to the cam28in such manner that when the weight 59 is forced away from the shaft i, 9 by centrifugal force thev cam 28 will be Iat swung about the l'pivot 5,8l` sof as to reduce the amountof fuel fed into chamber 7 and when the speed allows the weight 59 to be drawn,V back toward the shaft 9 by the Spring'GO on ac count of the reduced centrifugal force'affecting such weight, the cam 28 will be moved about pivot 58 so` as to feed more fuel into the chamber '7. It willfbe seen weight 59 acts as a governor,

that this arrangement ofthe cam 28 and speed of the motor. Any convenient positive stop is providedl'for the weight 59, as"

the disk lsecured to the shaft 9. When two or more. cams 28 are provided onthe motor they are preferably connected by links 62 or other means to compel them to move simultaneously. y f Any desired means for packing the motor may be used but lf have shown spring rings on the pistons 12 and 13 and `LJ-shaped annular'packing rings 3 on either side ofthe peripheral edge of each disk 10 and 11. A short distance from the peripheral edge of each diskand on either side 10 and 11.

are oil grooves 64, and still farther toward the shaft 9 on either sideof each disk are -the grooves 65 which contain 'packing to prevent the oil fromv grooves 64 working' toward the shaft 9. v

1t will be understood that numerous and in some cases very radical changescan-'be made in the construction of the motorand parts without in the least departing from the spirit of the invention. -l

To carry out the cycle of the motor as described effectually the air must have been compressed' at least sufficiently yto have raised its temperature higher than the temperature of ignition of the fuel, and for reasons well known to those who have a knowledge of thermodynamics, to obtain a high` of the` shaft decreases andr regulating the.v

tilt

thermal efficiency, the compression should.

l be continued at least to a point as high as is possible without injury to the material of which the motor and its parts are composed; which would be a temperature very much hi her than the temperature of Aignition of any liquid fuel, thus immediately loss of temperaturel due to expansion, thus there is a period of isothermic expansion while the fuel continues to beI admitted.

The period of admission will depend upon the degree of compression but should be so l proportioned 4that when the motor stroke is vcompleted the air and the products of combustion have been expanded as nearly as possible to `atmospheric pressure at the time they start to exhaust, thus being of `a temperature not much higher than the temperature'fof the air previous to compression.l

If two such pairs of annular chambers as are shown in the drawings should be arranged upon the driving shaft in such a manner that the pistons of the respective ,pairs alternate with each other there will be no 'point in the cycle during which there is'no energy exerted to rotate the driving shaft, thus lthere would be no necessity of va fly wheel. Furthermore it will be seen .that no artificial means ofignition 1s required,

neither will thereA begany necessity of cooling the wallsf the' combustion chambers, thus eliminatingall such devices. as :thev

sparker, carbureter and water jacket. l

\ A motorjin whichan explosive .mixture is drawn' mto the'compression chamber-1nstead 4of pure airwould be conslderedv asa modification of 'my invention `so long `as the principles of construction and openation as described areretained. 1n such'a modifcation it would be necessary ,to provide-an igniter in the expansion chamber.

By the use of my invention-'t is possible to proportion the volume compressed an.

the volume expanded to any desired ratio,

this being conveniently accomplished by. p

making the diameters of the two chambers differ in proportion to the ratio desired.

Any convenient means can be provided to give the motor one revolution in' order to start it. When it is desired to stop -the moi tor the fuel supply is shunt 0H; this can easilybe done in the `construction shown in the' drawings by taking holdof thelhandle 66 provided on the stem of valve 21 and turning said valve a one quarter revolution, which brings the pin or cross arm 22 in a position to registerv with the horizontal slot of the forked lever 24 and said valve stem will therefore not be moved by the .lever 24, thus shutting off all supply of fuel through needle' valve 21.

.Insrnall motors of low power in which simplicity of construction. would be more an object than economy of fuel orthermal eiciency, a still further modification of the cycle in this motor would be to dispense with compression altogether. The motor would then consist of one annular expansion chamber only.

Having thus fully described my invention what I claim as new and desire to secure by Letters Patent of the United States is 1. In a lmotor, a suitable frame, two inclosed annular chambers in said frame circular in cross section, a compression piston arranged to move in one of said annular chambers, a working piston arranged to move in the other of said annular chambers, a' passageway controlled by a valve forming communication between said two -ann'ular chambers, a valve in each annular chamber to serve yas an abutment andpmeans whereby an explosive mixture is automatically introduced b'etween said two" pistons and ignited by the action of said compresf sion piston. l

2'. In a rotary motor, the combination ofan inclosed' annularpr chamberto form a charging chamber, a piston to move in said charging chamber, a second inclosed annular chamber to form a power chamber, a

piston to move in said power chamber, a short connecting passage or port between said two chambers controlled by a valve, and means whereby the ,said two pistons movein unison in their respective chambers, so that during the period of the trans- -fer of the charge, after compression, from the charglng chamber. to the power cham-- .ber said charge remains at constant or approximately constant volume.

3. In a motor, a sultable frame, an 1nclosed annular chamber 1n said frame, a'piston arranged to move in said annular chamber, an abutment 1n said chamber arrangedv to be moved to allow said piston to pass, a valve for the admission of fuel into said annular chamber, a shaft to whichsaid piston is secured, a cam 'mounted to swing on a pivot secured to said shaft controlling the action of said valve, and a weighted adjust# subscribing witnesses this 19th day of Dep cember, 1905, at Chicago, Ill.

4 HENRY S. WHITE.

Witnesses:

R. J. JACKER, LoYAL L.v SMITH. l

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