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Publication numberUS1716621 A
Publication typeGrant
Publication dateJun 11, 1929
Publication numberUS 1716621 A, US 1716621A, US-A-1716621, US1716621 A, US1716621A
InventorsVojtech Cizek
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Rotary internal-combttstiolir engine
US 1716621 A
Abstract  available in
Images(4)
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Claims  available in
Description  (OCR text may contain errors)

June 11, 1929. v. clzEK l `Ro'rAnf INTERNAL coMUs'rIoN ENGINE Y Filed Nov. 16 1927 4 Sheets-Sheet IN V ENTOR. ,1.

Y.fav

' ATTORN YS.

June 11, 1929. v. clzEK ROTARY INTERNAL COMBUSTION ENGINE Filed Nov. 16 1927 4 Sheets-Sheet 2 IIIIIHHI IN V EN TOR.

June 1l, 1929. V, CIZEK 1,716,621

ROTARY INTERNAL COMBUSTION ENGINE Filed Nov. 16 1927 4 Sheets-Sheet 3 INVENTOR j ATTORN EY June l1, 1929. v. clzEK 1,716,621

ROTARY TNTERNAL COMBUS'IION ENGINE 4 sheets-sheet 4 l 1N VEN TOR lin E' x nmllll n ulllll llllfll n A TTORNE Y Patented June 11, 1929.

UNITED STATES vozr'rnon crznx, or ASTORIA, NEW YORK.

ROTARY INTERiNAL-COMBUSTION ENGINE.

Application filed November 16, 1927. SerialpNo. 233,663.

The present invention relates to rotary internal combustionengines and more particularly to that type having a plurality of cylinders and working pistons reciprocating therein, and in which the working cylin* ders partake of a continuous rotary motion about a lixed axis as the working pistons reciprocate therein.' p

In one type of these` engines the piston energy is converted into a rotary drive Aof the engine by a plurality oj cams, usually stationary, co-operating with as many rollers as there are pistons in the engine, each roller being carried on a separate spindle. Considerable difficulties have been experienced with these constructions not only `for the reason that the unduly high number of rollers are apt to wear out the cams cooperating therewith, but also due -to the fact that these engines employ as many cranks as there are cylinders contained therein. 1n addition links, pins, etc. are used for connecs. tion between the elements mentioned so that the"structures are too complicated Jfor the purpose for which they are intended.

The main object of the present invention is to so consti-neta rotary engine of the type mentioned, in which it is feasible to eliminate parts heretofore regarded as nec# essary, whereby not only theweight of .the engine is cut down to a minimum but the life of the engine is considerably extended. A further object of the invention is to so arrange the cylinders of the engine and to so combine the same with the other elements thereof that, for instance, in a ourecylinder engine four explosions' or power strokes are obtained during each revolution of the r0- tary support of the cylinders;` `in other words as many power strokes are obtained during each revolution as there are cylinders provided therein. y

lVith these and other objects in View, which will more fully appear Las the nature of the invention is better understood, 4the same consists in the combinationparrangement and construction of parts hereinafter described, pointed out in 'the appended claims and illustrated in the accompanying drawings, it being understood that many changes may be made in the size andproport-ion of the'several parts and details of construction within the scope' the appended claims, without departing from. the

spirit or sacrificing any of the'advantages of the invention. p

One of the many possible embodiments or' the invention `is illustrated in the accompanying drawings, in which:-' Y

Figure 1 is a central vertical section taken through an engine constructed in accordance with the presentinventiong'F ig. 2 is a section taken through the cylinders and workingvpistons of theengine; Fig. 3 is a side elevation ofthe cam tracks'of the engine and the elements o o-'operating therewith; Figs. 11 to'7, inclusive, are diagrammatic views of the'positions assumed `by certain parts of the engine during the various intervals of one cycle; Fig. 8 is lacentral vertical 'section taken through a modified engine; and Fig. 9 is a transverse section taken 'through Fig. 8.

In accordancev with the -invention a rotary support is employed, to which is lixed a' plurality of cylinders,`in each of which is arranged a piston. These pistons are connected to* an oscillatableshaft, provided with a crank, the support being also provided lwith a crank; The two cranks are 'connected each by a link with a spindle, on which 4are mounted two rollers, `each of said rollers co-operating with a cam track,` so that the reciprocating motion of the pistons causes the support and the .cylinders mounted thereon to rotate. This arrangement permits rotary motion to be taken directly oif'fiom the rotating support.

lReferring now first to'Figs. 1 to 7, inclusive, of the drawings, the numeral 10 indicates a casing, provided with two alined tubular sections lland 12. The tubular sect-ion 11 is rotatably mounted in a bearing structure 13 of a 'stationary housing 14, carried by a standard 15 which rises from a base 16; The tubular section 12, which constitutes a hollow shaft, is rotatably mounted in a Vstandard 17, also rising from the said base. lThe element 12 constitutes the driven shaft 'ot' the engine, as will hereinafter more fully appear. To the casing l() arelixed, in a Vplane at right angles to the shaft 12, two pairs of cylinders 18, the cylinders of each pair being aligned with their open-ends juxtaposed. The cylinders `of one pair are denoted in Fig. 2 of the drawings by the numerals land 11, and the cylinders of the other pair' are denoted by the nnnerals: 111

and IV. In each cylinder is arranged to reciprocate a piston 19. The pistons of 'the cylinder pair I and II are connected by oppositely extending pitnien 2O to a pin 21, and the pistons of the cylinder pairIII and IV are connected by oppositely extending pitmen 22 to a pin 23. These pins are carried upon the oppositely projecting ends 24 and 25, respectively, of a lever arm 26, which is ixed to a centrally arranged crankshaft 27, disposed in alignment with the shaft 12 above referred to. The crankshaft 27 is oscillatably mounted in bearings 27 in the tubular extension 11 of the casing or cylinder support 10.

Each cylinder is provided with an inlet port and with an exhaust port, not shown as the constructiony of thesame is well known, and these ports are controlled by inlet and outlet valves, which have not been shown because their construction and operation is well understood by those versed in the art. Attention is, however, called to the fact that `the combustible mixture is led to the cylinders through the hollow shaft 1 12, which communicates -with an intake manifold 28, leading to the several cylinders of the engine, the said intake manifold being lixed to the head 29 of the cylinder support 10. The exhaust port of each cylinder opens directly to the atmosphere.

The inlet and outlet valves of the several cylinders are actuated'by cams 30 which are fixed to a camshaft 31, the latter being rotatably mounted in bearings 32 on the cylinder support 10V and having `mounted thereon a bevel gear 33, in mesh with a similar gear 34 on a shaft 35. This shaft is also mounted on the cylinder support and has keyed to it a gear 36, in mesh with a stationary gear 37, the latter being fixed to the stationary housing 14 above referred to. In order to properly balance the shaft 31, it is driven at both of its ends, and for this purpose obviously it has on each of its ends a bevel gear 33,` associ-ated with the elements` above described.y The connection between the cams and the valves has not been shown, the same being well known.

Due to the arrangement of the cylinders and pistons and the connections above specified, and furthermore also due to the timing of the inlet and outlet valves, the several phases of the cycle of operation in the cylinders of the engine are as follows, reference being had to Fig. 2 of the drawings: When the piston in the cylinder I' is at the beginning of its explosion stroke, the piston in the cylinder II is at' the beginning of its compression stroke. At the same time the piston in the cylinder III is at the beginning of its intake strokeand the piston in the cylinder IV is at the beginning ofits exhaust stroke.

To the crank-shaft 27 :is fixed a crank 38,

disposed within the stationary housing 14, and to the cylinder support 1() is fixed a crank 39, also within the housing 14. The crank 38 is connected by means of a link 40 with a spindle 41, and the latter is connected by meansV of a link 42 with the crank 39 (F ig. On this spindle are mounted two rollers 43 and 44, the roller 43 co-operating with a cam track 45 and the roller 44 with a cam track 46. These two tracks are fixed Within the stationary housing 14. As appears froni Fig. 3 of the drawings, both tracks are oblong in coniiguration, the track 45 being what may be termed an inner track, that is to say a cam groove, and the track 46 being an outer track, that is a true can/1.

The two tracks are parallel throughout their lengths, and, if divided on circle into sections of 45", as indicated in Fig. 3 of the drawings, it will be noted that from the starting point 47 of track 45 the latter has through the first- 90" in the direction of the arrow shown in Fig. 3 of the drawings an uninterrupted curvature. In the next 45o it is curved toward the longitudinal axis of the crank-shaft, thence through an arc of the next 45o it is substantially in the form of a sinoidal curve up to the point 48. From the point 48 back to the point 47, that is to say through an arc of the next 1800, the configuration of the track is the same as that described in connection with 'the irst 180.

The operation of the engine is as follows: Referring to Fig. 2 of the drawings, it will be'seen that the Vcylinders are in horizontal positions andin a position in which an explosion is occurring in the cylinder I. The cranks connected with the crank-shaft of the engineand withthe cylinder supporting casing `are then in the positions shown in Fig. 4 o f the drawings, and the rollers connected therewith; are in relation to the cam.

tracks of the device also in the positions shown in Fig. 4 of the drawings. The explosion in the cylinder I, through the piston therein andthe connection thereof with the crank-shaft, imparts to the crank-shaft a turn of 900, carrying with it the rollers and the cylinder supporting casing, the latter also moving through an arc of 900. Consequently the crank-shaft during the first explosion moves 1800, the elements being then in the positions shown in Fig. 5 of the drawings. In the meantime the charge in piston II has been compressed and the cylinders are in vertical positions. hen now an explosion occurs in cylinder II all of the pistons of the device move in directions opposite to that in which they were moving during the first explosion, the result being that the crank-shaft moves 90 in the opposite direction. Inasmuch as, however, the rollers are disposed on the cam tracks, the cyiinder supporting casing" 10 is caused to move 90 June l1, 1929. l v. clzEK 1,716,621

ROTARY INTERNAL COMBUS'IION ENGINE Filed Nox/16, 1927 4 sheets-sheet 4 Ilmnllll l1 Ii n ulllll llllfll n .3 *s '3 (5 JNVENTOR G 'AY BY ATTORNEY 2. A rotary explosive engine comprising a stator having two cam tracks, a rotor supporting two pairs of parallel cylinders, the open ends of each pair of cylinders being juxtaposed, an osCillat-able crank-shaft on said rotor, a piston in each cylinder, a oonnection between said piston and said crankshaft causing the latter to turn 90O during an explosion in a cylinder in a direction opposite to that in which it turned during the previous explosion in a cylinder in the series, a crank fixed to said rotor, a spindle, two rollers on said spindle in engagement with said cam tracks, and two links connecting said spindle with said crank-Sha t and with the crank on said rotor.

3. In a rotary explosive engine according to claim l, said cam tracks being alike in conliguration and arranged in parallel relation.

4. In a rotary explosive engine according to claim 2, said cam tracks being alike in conguration and arranged in parallel relation.

5. An internal combustion engine comprising a support, a pair ot' cylinders thereon, a piston in each cylinder, a crank-shaft, a connection between said pistons and said crank-shaft causing the latter to oscillate, a driven shaft, and means lor converting the oscillating motion of said crank-shaft into a rotary motion of said driven shaft including a pair or" cam tracks, a crank on said support, a spindle, two rollers on said spindle in engagement with said cam tracks, and two links Connecting said spindle with said crank shaltand with vthe crank on said support.

Signed at New York, in the county of New York, and State of New York, this 20th day of October, A. D. 1927.

VOJ TECH CIZEK.

Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US2651206 *Sep 17, 1951Sep 8, 1953La Veille Henri JMotion converting mechanism
US2949858 *Sep 11, 1958Aug 23, 1960Costley Eugene JInternal combustion engine
Classifications
U.S. Classification123/43.00R, 123/53.5
International ClassificationF02B57/00, F02B57/08
Cooperative ClassificationF02B57/08
European ClassificationF02B57/08