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Publication numberUS1113234 A
Publication typeGrant
Publication dateOct 13, 1914
Filing dateDec 4, 1913
Priority dateDec 4, 1913
Publication numberUS 1113234 A, US 1113234A, US-A-1113234, US1113234 A, US1113234A
InventorsCharles W Morgan
Original AssigneeGasoline Turbine Motor Company
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Rotary gas-engine.
US 1113234 A
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Description  (OCR text may contain errors)




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Patented Oct. 13, 1914.




Patented Oct. 13, 1914.

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Specification of Letters Patent.

Patented Oct. 13, 1914.

To all whom it may concern:

Be it known that I, CHARLES W. MORGAN, a citizen of the United States, and resident of Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented certain new and useful Improvements in R0- tary Gas-Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

The ob ect of my invention is to provide a simple, economical and highly efficient valveless gas engine of the rotary type, the construction and arrangement being such that in the cycle a volume of gas is introduced successively into a series of gas pockets of a rotor and is thereafter compressed followed by ignition coincident to registration of a pocket with a combustion chamber that is formed in a shell about the rotor, whereby power is applied to said rotor -through force exerted upon a shiftable piston that is carried by the same. The cycle is completed by the combustion piston traveling beyond the field of the firing chamber, which chamber is provided with an open end in communication with an exhaust port formed in the shell, it being understood that previous to the introduction of the fuel charge within a gas pocket a partial vacuum is formed therein in conjunction with the pocket being brought into registration with a receiving chamber that is also formed in the aforesaid shell. The arrangement and construction also contemplates the embodiment of a suction and compression piston, which piston is adapted to travel in the receiving chamber and effect the desired suction and compression operations.

\Vith the above objects in view the inven tion consists in. certain peculiarities of construction and combination of parts as hereinafter set forth with reference to the accompanying drawings and subsequently claimed.

In the drawings Figure l-represents a sectional elevation of an engine embodying the features of my invention, Fig. 2, a crosssection of the same, the section being indicated byline 22 of Fig. 1; Fig. 3, a similar cross-section, the same being taken upon a plane as indicated by line 3-3 of Fig. 1, and Fig. 4, a detailed cross section asindieated by line 44 of Fig. 1.

Referring by characters to the drawings,

1 represents a water-cooled cylindrical shell provided with an integral cap 2, and a removable cap 3. The shell is cut away circumferentially through a portion of its circumference to form an exhaust port l, which port, communicates with the open end of a combustion chamber 5 that is formed within the inner circular wall of saidshell, extending a predetermined distance from the exhaust port and at its closed end 5 the said combustion chamber merges into the cir cular shell wall, through the medium of a gentle curve or slope. At a slight distance from the closed end 5 of the combustion chamber the inner circular wall of the shell recedes in a gradual curve to form'one end of a circular receiving chamber (3, the oppo site end of said chamber being similarly curved upward to the general circular wall of the shell, whereby a solid circular cut-01f face 7 is formed between the juxtaposed end of the receiving chamber and the exhaust port 4. As shown by the drawings, the receiving chamber 6 is of much greater area than the combustion chamber.

The caps 2 and 3 of the shell are provided with centrally disposed hubs for the reception of a shaft 8, which shaft has fixedly secured thereto a rotor 9. The removable cap 3 of the shell is provided with an inwardly projecting centrally disposed hollow head 10, the bore of which is of sufiicient diameter to form an air chamber 10 about the hub. portion 9' of the rotor, which hub portion projects into the head and abuts the adjacent cap 3, as shown, the said cap being provided with vent apertures 10 that'communicate with the air chamber. The head 10 is cut away radially to form an air passage 10", as best shown in Fig. 1, and the exterior face of the head is also recessed to form a gas chamber 11, which gas chamber is closed by the annular wall of a circular recess 9" that is formed in the rotor, the said wall, together with the head, being slightly tapered to forma ground joint fit. A volatile gaseous fluid is supplied to the gas chamber by means of a pipe 12, it being understood that the fuel is preferably carbureted air, but. in some instances, kerosene or other gaseous fluids may be utilized as a substitute therefor.

The rotor is provided with two or more gas pockets 13 which extend from the periphery of said rotor to the circular recess 9" therein, it being understood that the spring-pressed metallic rotor is arranged to travel in the direction as indicated by the arrow. Pivotally mounted in each gas pocket, or in immediate advance thereof, is a combustion piston 14, the free end of which pistonis adapted to impinge against the bottom Wall of the combustion chamber, being thrown insuch position by centrifugal force. Outward movement of each combustion piston 14 is limited by an, offset shoulder portion which is adapted to abut a corresponding shoulder portion of the rotor that is formed about the oscillatory seat of said piston. Directly rearward of each gas pocketthe rotor is tangentially slotted for the reception of a reciprocative receiving piston 15. These pistons extend flush with the sides of the rotor, whereby their side edges form steam-tight joints in connection with the shell caps, which jointsare packed by suitable spring-controlled "strips 16 having anchor-dowels for holding the same in position. Each receiving piston 15 may also, as shown, be provided with coiled springs 17, which coiled springs are seated within sockets formed in the rotor below the piston, whereby said pistons are pressed outwardl it being understood, however, that, in some instances, the springs may be dispensed with, under which conditions the centrifugal force will serve to throw the same outwardly to their working positions. The shell 1 is also provided with an aperture 1' that communicates with the combustion chamber adjacent to its closed end, the said aperture being for thepur--* pose of receiving a spark-plug 18. This plug carries an insulated conductor having one or more exposed spring terminals 19, as shown, which terminals are arranged to be engaged by metallic ends of the combustion pistons, whereby ignition is effected, it being "understood that the electric current for supplying the spark is grounded through the rotor.

In order to insure aperfectly tight joint betweenthe combustion piston and the bottom wall of the combustion chamber, each piston may, as'shown, be provided with .1. packing strip 14', which packing strip will thus be yieldingly pressed against the opposing face of the aforesaid combustion chamber. In order to prevent premature sparking each of the} combustion pistons has embedded therein a, strip of fiber 14" or other non-conducting material, which strips are alined with the contact spring terminals 19, the same being adapted to travel thereover and eflect closure of the circuit co-incident to their engagement with the free end of the piston.

As shown in Fig. 1 of the drawings, a

gas pocket is in communication with the' closed ,elid of the combustion chamber, the

said "as ocket containin a char e of com-' a, P a g pressed gaseous -fluid. Owing to the fact tween said open end and the exhaust port 4. Hence the spent gases will be expelled to atmosphere and, owing to the rapid movement of .the rotor, fresh air will be sucked through the vent holes into the air chamber 10 and from thence 'said fresh air will be expelled through the gas pocket to thus thoroughly scavenge the same, it

being understood that the inner end or mouth of the gas pocket at this time has established communication between the air chamber and exhaust port through the air passage 10". Co-incident to cleansing of the gas pocket the reciprocative receiving piston 15, which is related to the preceding pocket and rearward thereof, has entered the receiving chamber 6 and, in its travel therein, created a vacuumrearward of said preceding piston. The oncoming empty gas pocket previously mentioned will now, after passing the cut-off face 7, establish communication between that portion of the receiving chamber containing a partial vac;

uum and, -co-incident to establishing this communication, the inner ormouth end of the pocket traveling about the head. 10 will establish communication ber 11 in said head, whereby with the gas chant a charge of carbureted air will be drawn into the pocket and receiving chamber, to thus balance the partial vacuum previously efl'ected, it bein understood that the receiving piston in advance of the pocket in the meantime is creating a suction to thoroughly fill the chamber and pocket with the desired quantity of gas. After this has been effected,

the inner end of'the pocket 13 is cut off fromthe gas chamber and its companion receiving piston will now start to compress the charge to the desired-volume preparatory to being fired, it being understood that when this compression takes place that the receiving piston inygadyance which had produced the suction stroke has passed beyond the end of the receiving chamber. Thus .the cycle is completed.

From the foregoing it is apparent that eac'h3"f eteizingpiston performs a double function, that is,-while compressing a charge of gas in advance it is simultaneously creating a, vacuum rearwardly for the introduction of another charge of gas. It will also be understood that the receiving pistons when not in operation will ride upon the edge walls of the combustion chamber and exhaust port 4 and will thus be held against radial throw-out until such time as they reach the receiving chamber, the side walls of which are flush with the shell caps 2 and 3.

While I have shown and described an engine provided with three sets of gas pockets and related mechanism, it is apparent that v two of such sets or a greater number may be utilized without departing from the spirit of my invention. It is also within the scope of my invention to arrange several shells and rotors upon a. single shaft for increasing the elliciency; of the motor. Furthermore it should be understood that, while I have shown and described one e'xemplification of my invention minutely as to details of construction, I may, without departing from the spirit of my invention, vary any or all of such details within the skill of the mechanic.

Attention is also called to the facttha-t the combustion pistons 14 are provided with tail-pieces 15 in order to effect a partial balance of pressure incidental to a gas explosion whereby undue friction is eliminated in com nection with the joint betweenthese pistons and the bottom wall of the combustion chamher.

I claim 1. A rotary gas engine comprisin a cylindrical shell having a receiving cham er and a combustion chamber separated from each other and formed in its interior circular wall, the shell being provided with an exhaust port in communication with one end of thecombustion chamber, a rotor mounted 1n the shell adapted to close the ends of the receiving, chamber and the firing end of the,

combustion chamber, the rotor being provided with peripheral gas pockets, a shiftable combustion piston carried by said rotor in advance of each gas pocket, a shiftable re, ceiving piston carried by said rotor rear- Wardlv of each gas pocket, a vented contrally disposed head provided with a gas atmosphere,

.rotor in advance of each face mounted chamber carried by the shell, the saine being arranged to successively establish communi-' cation from its vented portion to the exhaust ,port through the gas pocket and from its gas chamber through the gas pocket to the receiving chamber.

2. A rotary gas engine comprising acylin- .drical shell pro-vided with a gas receiving chamber and a combustion chamber separated from each other, the combustion chamher being of comparatively small area and having one end in communication with the a rotor having radially disposed pockets extending therethrough, a head carried by the shell adapted to control the inner ends ofthe pockets the head being provided with an air chamber having a passage therethrough and a gas chamber in its periphery, a shiftable combustion piston carried by the pocket, and a shiftable receiving piston carried by said rotor rear'wa rdly of each pocket.

3. A rotary engine comprising a shell provided with inner circular walls having an exhaust port therethrough, a combustion chamber formed in the circular wall in communication with the exhaust port and a receiving chamber formed in the circular wall spaced from the exhaust port and combustion chamber, afixed head carried by the shell having a-vented air chamber in communication with the exterior face of said head, and a gas chamber formedin the exterior walls of said head, a rotor having a circular within the shell, the rotor begas pockets extending provided with radial the head, and a ing from its periphery to pair of shiftable upon opposite sides of the perlpheral mouth of each gas pocket.

In testimony have hereunto set my hand at Milwaukee 1nthe county of Milwaukee and Stgte of WIS- consin in the presence of two witnesses.

' CHARLES W. vMORGrJ-KN. Vitnesses Geo. 'W; YOUNG, M. E. DowNEY.

pistons carried by the rotor that I claim the foregoingI

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US3263658 *Jan 24, 1963Aug 2, 1966Bar RudolfTurboengine
US3765379 *Oct 18, 1971Oct 16, 1973E ThomasRotary type power plant
US4817567 *Dec 30, 1987Apr 4, 1989Wilks Ronald CRotary piston engine
US5494014 *Oct 24, 1994Feb 27, 1996Lobb; David R.Rotary internal combustion engine
US5531197 *Oct 17, 1995Jul 2, 1996Lobb; David R.Variable displacement rotary internal combustion engine
WO1996012878A1 *Oct 17, 1995May 2, 1996David R LobbVariable displacement rotary internal combustion engine
U.S. Classification123/231, 418/184, 418/148, 418/238
Cooperative ClassificationF02B53/00