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Патент USA US2112770

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March 29, 1938.
C. GLEASON
2,112,770
ROTARY GAS ENGINE
Original Filed Nov. 2, 1955
6 Sheds-Sheet l
,
March 29, 1938.
c. GL?EASON
'
2,112,770
ROTARY GAS ENGINE
Original Filed Nov. 2, 1935
6 Sheets-Sheet 2
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March 29, 1938.
c. 'GLEASON
?2,112,770
ROTARY GAS ENGINE
Original Filed Nov. 2, 1935
6 Sheets-Sheet 3
March 29, 1938.
c, GLEASQN
2,112,770
ROTARY GAS ENGINE
Original Filed Nov. 2, 1935
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March 29, 1938.
2,112,770
c. GLEASON
ROTARY GAS ENGINE
Original Filed Nov. 2, 1935
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March 29, 1938.
c. GLEASON
2,112,770
ROTARY (ms ENGINE
Original Filed Nov. 2, 1935
6 Sheets-Sheet 6
2,112,770
Patented Mar. 29, 1938
UNITED. STATES PATENT OFFICE
2,112,110
sonar GAS ENGINE _
Charlea Gleason, Detroit, Mich. _
Application November 2, 1935, Serial No. 48,025
Renewed September 18, 1937
13 Claims.
This invention relates to new and useful im
provements in rotary gas engines.
The primary object of this invention is to pro
vide a rotary gas engine which will have a rela
5 tively high e?i'ciency rating due to low friction
losses, a minimum number of reciprocating
parts, and a rotor which will operate under per
fectly balanced conditions as to centrifugal
10
forces and internally developed pressures.
Another principal object of the invention is
to provide a gas engine which will develop more
horsepower per pound by weight and which may
be operated at a higher rate of speed than any
reciprocating piston type of engine now in com
15
mon use.
-
A further object of the invention is to provide
a rotary gas engine which may be readily as
sembled and disassembled to facilitate'cleaning,
repairing and replacement of parts.
A still further object of. the invention is to
2 O provide a rotary gas engine which employs means
25
for effecting the operations of drawing in and
compressing the fuel charges which are separate
from the means employed for delivering the pow
er impulses to the drive shaft and for exhaust
ing the spent gases resulting from explosion of
the fuel charges.
Other objects and advantages of the inven
tion will be apparent during the course of the
.0 following description.
In the accompanying drawings forming a part
of this speci?cation and in which like numerals
are employed to designate like parts throughout
the same:
Figure 1 is a top plan view of a rotary gas en
Figure 2 isa vertical transverse sectional view
110
'
Figure 3 is a vertical transverse sectional view
taken on line 3-3 of Fig. ?1,
Figure 4 is a plan view of one stator casing
section with the various rotors and the shaft
illustrated as being operatively positioned there
in.
Figure 5 is a longitudinal vertical sectional
view taken on lines 5-5 of Fig. 2,
Figure 6 is a top plan view of the type of
abutment employed throughout this rotary en
gme,
50
.
and inlet and exhaust passages for the various
compartments; said view illustrating the rela
tionship of the various fuel suction, compression,
explosion, and exhausting strokes or operations
for the various units of the engine, and
5
Figure 9 is a perspectiveview of the rotor.
In the drawings, wherein for the purpose of
illustration is shown a preferred embodiment of
this invention, the reference characters I0 and H
designate in their entirety the upper and lower 10
half sections of the stator casing. It will be noted
that these half casing sections are securely joined
together by the plurality of bolts l2 which extend
through aligned apertured ears l3 formed on the
stator sections, and the nuts M which are thread- 15
ed on the ends of the bolts. This manner of con
necting the stator casing sections together is .
clearly illustrated in Figs. 1 to 3, inclusive.
Figure 1 illustrates in top plan the exterior of
the upper stator casing section It. Fig. 4 illus 20
trates in inside plan the lower stator casing II.
It is to be understood ?that the lower stator cas
ing section will have the same appearance as that
disclosed in Fig. 1 when viewed from the outside.
Also, the upper stator casing section II) will have 25
the same appearance as the casing section II,
shown in Fig. 4, when the said section I 0 is viewed
from the inside. A description of the outside of
casing section III, in connection with Fig. 1, will
su?ice for both stator sections. A detailed de- 30
scription ?of the interior of stator casing II, in
connection with Fig. 4, also will be sufficient de
scription for the inside of stator casing section II).
Referring to Fig. 1, it will be noted that there is
provided a series of four inlet ports which bear 35
the reference'characters l5, I6, l1, and I8. On
gine employing this invention,
taken on line>2?2 of Fig. 1,
(Cl. 123-44)
-
Figure 7 is a side elevational view of the abut
ment disclosed in Fig. 6,
Figure 8 is a developed view of the various
rotors with their peripheral cams, the sliding
abutments straddling the various cams, bypasses
0 interconnecting adjacent rotor compartments,
the opposite side of the stator casing section I ll
there is provided a series of exhaust ports which
bear the reference characters, I9, 20, 2|, and 22.
In view of the fact that the drawing in of fuel 40
charges and the exhausting of spent gases occurs
in each half section of the stator casing, Fig. 4
also discloses a series of inlet passages which bear
the reference characters 23, 24, 25, and 26, and a
series of exhaust passages which bear the ref- 45
erence characters 21, 28, 29, and 30.
'
Again referring to Fig. 1, it will be noted that a
series of five elongated openings are provided
which bear the reference characters 3|, 32, 33,34,
and 35. These openings are employed to permit 50
abutments 36, 31, 38, 39, and 40 to be inserted
into operative relation with the peripheral cams
of the respective rotors which will be described in
detail at a later point. An equal number of open
lugs and abutments are provided for the lower 55
2
aua'no
halfofthestatorcasingsectionllandareillus
receive anti-friction bearings OI. 'Ihese bearings
tratedindottedlinesinl'lta. Thevariouselon
gatedopenlngsinthislowersection ll bearthe
reference characters ?I, ll, 48, M, and II. The
abuhnentsinsertedthroughtheseopenings II to
are arranged to Journal the shaft 61 which ex
tendsaxiallythroughallofthecompartmenta
?,inclusive,bearthereferencecharactersll, ll,
the compartments It to II, inclusive, are rotors
?Aland?.
?I. Each one of these rotors is provided with
a peripheral cam whichis d
in its
It to ?I, inclusive.
.
Suitable spark plugs II, II, It, and I? are
mountedintheimpcrstatorcasingsectionll. A
10
entirety by the reference character 60.
Each
likenumberofsparkplwllllllandllare
one of these cams ?I is provided with two, di
mounted in the lower stator casing section II.
ametricalLv opposed, straight portions ?III which.
Thelocation of these various spark plus! with
rapecttotheinternalworkingpartsofthe
15
-
Buitablykeyedtotheshaft I?l andarrangedin
10
are staggered with respect to each other. That
is, the opposed straight portions ?III for each mtor
I! are arranged inv axially spaced relation.
These straight portions-?l0 will be de?ned as cam 15
rotarygasenginewillbedescribedatalater
point.
'
Referringto?saiandiitwillbeseenthat
closuresin'viewoftheirfunctioningtoclosethe
the statorsections I. and II areprovidedwith
inlet ports and the fuel
www: which com
a plurality of' rotor compartments. The alter
native compartments It, '0, and ti will be de
municate with their respective compartments.
?ned as fuel intake and com
closures 10 are cross-over portions ?II?.
Interconnecting adjacent ends of the cam '
compart
There
ments. 'rheremainingts "audit willbetwoofthwe cross-overportions'llpro?
willbedefinedaspowerdevelopingandspentgas
vldedforeachofthecams".
exhausting compartments. It will beunderstood
that the aligned and mating cavities formed in
the respective stator sections cooperate to form
the respective compartments II to- it. or that
view of the fact that they function in the same
manner as double acting piston heads in draw 25.
ing in fuel charges and compressing said
onehalfofeachoneofthesecompartmentsis
?formedineachstatorcasinghalf.
Thesecross
overportionsliwillbede?nedascamheadsin
charges.
?
'
Suitably fastened to the shaft I1, and coon-.
pyins the compartments I: and it, are rotors 11.;
Itwillbenotedfromaninspection oflI'ig.4
that the inlet passage II extends to and com
municates with one side of the compartment ll
These rotors will be de?ned as impulse deliver
ing and spent gas exhausting rotors in view of
the fact that they deliver the power impulses to
the shaft '1 and function to exhaust the spent
gases after explosion and expansion of the same.
These rotors ?II are provided with peripheral
cams which will be designated in their entirety
by the reference character 13. Each one of these
cams ?II is provided with diametrically arranged
while the inlet ports it and II communicate-with.
oppoaitesidesofthetll,andthe
inletport? commlmicateswithone side ofthe'
compartment ll. Likewise. it will be noted that
theexhaustl'l and 28 communicate with
opposite sides of the compartment '2 while the
exhaustesltand Ilcommunicatewith
opposite sides of the
ent 08. Although
not illustrated in detail, it will be understood
a.
straightportions?ll whlch,asinthecaseofthe
st1'aigbtportlons?llofthecams?,willbede
thattheinletpassagm lland llseel'ig. Lwill ?ned as cam closures for thue straight portions
communicate with adjacent sides of the compart
ments II and I. while the inlet passages II and
It will communicate ?with adjacent sides of the
45 compartments II ?and II. Also, the nhaust
ports I! and II will communicate with opposite
sides of the compartment '2 while the exhaust
-
: a II and I?! will communicate with oppo
site sides of .the compartment II." In other
words, the various inlet
ll toll in
clusive, are associated with the compartments ll,
?,and?inthesamemannerastheinletpas
sages 23 to II, while the exhaust passages II
to", inclusive,arearrangedwithrespectto the
compartments .2 and.? in the same manner
the exhalntpassages II to II.
?
inFlg.4asforming connectionsbetweenthe
adiacent sidesofall?ofthetsllto
?I. Thaebypassesfunctiontopermitthe
fer of compremedf?uel fromthe
II to II?, inclusive, to'thecompartments 82
'?withinthelowerstatorsec?onli. Itwillbe
70
m
if
M H '.
'w.
II to 22, inclusive, and,
21 to ll, inclusive, for the compartments '2 and
?I. 'lhesecamclosures ?Ilarestaggeredinthe
45
same manner as that described'in connection
with the camv portions ll. Interconnecting ad
jacentendsofthecamclosures?llarecross-over.
portions ?II. These cross-over portiom also will ?
bedefinedascamheadsbecausetheyflmction
inthcsamemannerasdouble actingpistonsto
receive the power impulses developed by the ?r
ingofthevariouschargesandtoexhaustthe
spent gases resulting from the explosion of the
compressed fuel charges delivered to the com 55
partments l2 and '3.
?
,
Figs. 6 and 7 illustrate one of the abutments 80
to ll, inclusive, and 40 to II. inclusive. As all
of these abutments are formed alike, a descrip
tion of one of the same will be sufilcient. The
abutment of Figs. 6 and 7 isof shell-like or hol
low construction with apertured reinforcing webs
16 formed therein in the manner? illustrated. The
understoombyinspectingm. 2,thattheupper
portion of the abutment is cut away at statorscctionllispmvidedwithalikenumber central
?II to accommodate its rotor cam. The cut-away
offuelllforacccmplishingthesune
TI is provided at its mid-section with
mrposeasthebypassesprovidedinthelowa portion
straight, parallel surfaces ?It. Flat, diverging sur- '
statorsection ii: Itwillbe-notedbyinspeciing faces ?ll areformed laterally of the straight cen?
l'lgatandiitbatthesparkphmsarelocated tral
surfaces 18. The straight parallel surfaces
sothatonewillbeprovidedforeachoneofthe "aredesigned
tocooperatewith thecamclosure 70
fuelbypasses?.
'
ByinspeetingFigs.4and5.itwillbeseenthat
thesectionsofthestatorcasingareprovidedon
opposite sidesofeachone ofthe compartments
75
?ll Motion to close the fuel bypasses O4 and
,
itto?withbearlngcompartmentsti which
portions of the cam straddled by the abutment.
The cooperation of these straight surfaces ?II
and the cam closures is such that no leakage of
fuel, gas, or the like, will be permittedpast the
same. The diverging surfaces ?ll of the cut-away 75
3
2,112,770
portion 17 are designed to cooperate with the
opposite side surfaces of the cam heads for the
cam with which the abutment is associated.
This cooperation between the diverging surfaces
19 and the cam heads is illustrated in Fig. 6.
It will be understood that one diverging sur
face 19 for each straight central surface ?I8 will
cooperate simultaneously with one cam head.
The remaining two diverging surfaces 19 will
10 simultaneously cooperate with the remaining cam
head of the cam straddled by the abutment. In
this way, no leakage of fuel, or the like, will be
permitted while the cam heads of the cams are
passing through the abutments. The junctures
of the cam heads and cam closures are sloped in
such a manner that they will smoothly ride
through the cutaway portions 11 and will effec
tively bring about the change in contact between
the surfaces 18 and 19 of the abutment and the
side surfaces of the cam heads and closures.
The abutments are made hollow to make them
as light as possible. Figs. 1, 2, and 3 disclose
the openings 3| to 35 and 4| to 45 as being un
covered. It will be understood, however, that
all of these openings will be closed in a suitable
v
manner.
Figs. 2 to 5, inclusive, illustrate proper coring
80 for the stator casing sections to permit circu
lation of a cooling medium therethrough. Open
30 ings 8| are provided at the opposite ends of the
with said earns, the various fuel inlet passages
and fuel outlet passages, and the fuel by-passes
with their associated charge igniting devices. In
describing the operation of this arrangement of
elements, the relationship between each charge
forming and feeding rotor and its cooperating
power developing rotor will be simultaneously
referred to.
g
The mechanism associated with the compart
ment 5! functions to draw in charges of fuel, 10
compress the same, and feed the compressed
charges to the left side of .the cam carried by
the rotor located in the power compartment 62.
It will be noted that the upper cam head 'II has
just completed compressing and feeding a charge 15
of fuel through its by-pass 64 into the compart
ment 62 above the uppercam head 15. The ig
niting device 5| therefore will ignite this come '
pressed charge and deliver a power impulse to
the left hand face of the upper cam head 15 for 20
the compartment 62. The cam closure ?Ill lo
cated above the abutment 36 has closed the by
pass 64. Thelower cam head ?H for the com
partment 59 is completing its suction?stroke in
which it has drawn a charge of fuel through the? 25
inlet passage l5. vThe upper cam head ?II for
the compartment 591s passing through the abut;
ment 36 and is starting on a compression stroke.
Before the compression stroke has progressed
to any great extent, the cam closure 14, located 30
stator casing sections, as clearly illustrated in?
in compartment 62, will have advanced through
Fig. 5, which may be 'used for circulating a cool
ing medium if desired. This coring 80 is ar-'
ranged to permit circulation of the cooling me
dium around all of the bearings, the various
compartments 59 to 63, the fuel inlet and ex
haust passages, the various fuel bypasses, etc.,
to effectively cool all working parts of the en
the abutment 4?! for closing the adjacent end
of the lower by-pass 64 so that this charge of
fuel may be compressed in the compartment 59.
The lower cam head ?II in the compartment 59
is passingithrough?the abutment 46 and is just
gine.
passage 23. The lower cam head 15 in the com
partment 62 is starting an exhaust stroke which 40
-
Fig. 5 clearly illustrates that all of the rotors
68 are hollowed out at 82 to permit e?icient
cooling of these rotors. The rotors ?I2 are il
lustrated in this ?gure as having the body por
tions of the same and their cams hollowed out
at 83. This hollow formation of all of the rotors
will permit of the circulation of a cooling medi
um therethrough.
The exact manner of accom
plishing this circulation is not completely illus
.trated, however, it may be effected in any suit
50 able way.
The development view of Fig. 8 will be em
ployed for describing the mode of operation of
this engine.
In Fig. 8 it will be noted that the cam heads
?H of the rotors located in the compartments 59,
60, and 6| are advanced with reference to the
cam heads 15 on the rotors located in the com
partments 62 and 63.
In Fig. 4, however, the
cam heads ?H are illustrated as being arranged
in alignment with the cam heads 15. The ar
rangement of the respective cam heads in Fig. 8
illustrates the operation of this rotary gas en
gine at a high compression ratio to cause the
cam closure portions 10 to close the fuel ?by
passes 64 when the cam heads 15 start their
power strokes. In the arrangement of Fig. 4,
the cam heads 15 are advanced through their
power strokes before the cam closures ?I0 close
the fuel by-passes 64. It will be appreciated,
therefore, that the compression ratio of this
form of engine can be varied widely by changing
the relationship between the cam heads ?H and
the cam heads 15.
Fig. 8 discloses the various peripheral cams
75 for the different rotors, the abutments associated
starting on a fuel suction stroke wherein a
charge of fuel will be drawn through the inlet
will exhaust the charge ?red by the ignition
device 55 through the exhaust passage IQ for
the compartment 62.
.
The cooperation between the left hand side of
the cam located in compartment 60 with the
right hand side of the cam located in compart
ment 62 now will be described.
The upper cam head ?II in the compartment 50
is just completing a suction stroke in which a
charge of fuel has been drawn through the inlet 50
passage 24. As this cam head ?ll passes through
the abutment 38, it starts on a suction stroke
during which a charge of fuel will be drawn in
through the passage I6. The lower cam head 'II
in the compartment 60 has just completed a com
pression and fuel feeding stroke and has fed a
charge of fuel into the compartment 62 rear
wardly of the lower cam head 15 located in this
compartment.
The igniting device 56 will fire '
this charge which will deliver a power impulse to 60
this lower cam head 15. The upper cam head 15
in compartment 62 is starting on an exhaust
stroke during which the charge ?red by the
ignition device 52 will be expelled through the ex
haust port 28.
It now will be seen that both cam heads 15
located in the compartment 62 simultaneously re
ceive power impulses and simultaneously effect
exhausting of previously exploded charges. As
these cam heads 15 are located at diametrically 70
opposed points of the shaft 51, these power im
pulses and power pressure forces will be com
pletely balanced. The sides of the cams located
in compartments 59 and 60 which draw in fuel
charges, compress the same, and feed them to the 75
4
2,112,770
opposite sides of the cam located in compartment
62, will perform their suction and compression
latter to draw in fuel charges, compress said
charges, and deliver the compressed charges to
strokes in a perfect vbalanced relation both axially
of the engine and radially.
the first-mentioned rotors, and means for caus
ing the fuel charges to be deliveredto each of the
The mode of operation and cooperation be- . ?power rotors from a plurality of the charge de
? tween the opposite sides of the cam. located in livering rotors.
compartment II and the adjacent sides of the
5. A rotary gas engine of the type described
cams located in compartments '0 and Ii are the comprising a stator split axially into a plurality
same as the similar portions of the cams located of parts, means for connecting said parts, a
plurality of rotor compartments formed in said.
10 in compartments 5!, l0, and 82. It, therefore, is
believed to be unnecessary to repeat this mode of stator, a shaft ~Journaled in said stator to ex
' operation and cooperative relationship between
the cams of compartments SIL'SI, and 03.?
tend axially of all of said compartments, a rotor
for each compartment mounted on said shaft,
It is to be understood that the form of this
means operatively associated with certain of
15 invention herewith shown and described is in
tended to be taken as a preferred example of the
same and that various changes in shape, size
and arrangement of. parts may be resortedto
said rotors for causing each of the latter to
deliver a plurality of power impulses to the
shaft and exhaust the spent gases which pro
duced said impulses during eachcomplete revo
without departing from the spirit of the inven
lution of the shaft, and means ?operatively asso
; elated with the remaining rotors for causing the 20
Having thus described the invention, I claim:? latter to draw in, compress, vand feed to the
20 tion or the scope of the subjolned claims.
1. A rotary gas engine of the type described
comprising a stator, a shaft journaled in said sta
_ tor, a plurality of rotors mounted on said shaft,
means operatively associated with certain of said
rotors for causing each of the latter to deliver
, four power impulses to the shaft- and exhaust the
feeding compartments.
.
v
spent gases resulting from said impulses during
6. A rotary gas engine of the type described
each complete revolution of the shaft, means op_
comprising a stator split axially into a plurality
of .parts, means for connecting said parts, a 30
.30 eratively associated with the remaining rotors for
causing the latter to draw in, compress and feed
to the ?rst-mentioned rotors fuel charges suf
flclent in number to produce said power impulses,
and means for causing each of the power rotors to
receive the fuel charges for half of its impulses
from one of said fuel feeding rotors and the re
mainder from another of said feeding rotors.
2. A rotary gas engine of the type_described
comprising a stator, a shaft 'iournaledin said
40 stator, a plurality of rotors mounted on said shaft,
means operatively
with said rotors for
causing the latter to deliver the explosion forces
to the shaft and to exhaust the spent gases, 9. plu
rality of different devices driven by the shaft for
drawing in fuel charges, compressing said
charges, and delivering the compressed charges
50
?rst-mentioned rotors fuel charges sumcient in
number to produce said power impulses, each
of said power rotors and its compartment re
ceiving compressed fuel charges for its succes 25
sive impulses from different ones of the fuel
plurality of rotor compartments formed in said
stator, a shaft journaled in said stator to ?ex
tend axially of all of said compartments, a rotor
for each compartment mounted on said shaft,
each rotor having a peripheral cam formed 35
thereon, each cam being divided into a plurality
of straight portions arranged in staggered rela
tion around said rotor with cross-over portions '
interposed between said straight ?portions, a plu
rality of abutments slidably mounted in said 40
stator and arranged to straddle said cams, by
passes extending between all of the adjacent
rotor compartments,,fuel inlet ports communi
cating with each of certain of said compartments,
and spent gas exhaust ports communicating with 45
each of the remaining compartments on both
to said rotors, and means for causing the fuel
charges to be delivered to each of the power ro
sides of the cams of their rotors.
tors by ?a plurality of the charge delivering de
comprising a stator split axially into a plurality
of parts, means for connecting said parts, a plu
rality of. rotor compartments formed in said
stator, a shaft journaled in said stator to ex
tend axially of all of said compartments, a rotor
for each compartment mounted on said shaft,
each rotor having a peripheral cam formed
thereon, each cam being divided into a .plu-"
vices.
'
3. A rotary gas engine of the type described
- comprising a stator, a shaft journaied in said
stator, a plurality of rotors mounted on said
shaft, means operatively associated with said ro
55 tors for causing each of the latter to deliver a
plurality of power impulses to the shaft and ex
haust the spent gases resulting from said im
pulses during each complete revolution of the
shaft, a plurality of independent devices driven
by the shaft for drawing in, compressing, and
feeding fuel charges to the rotors suflicient in
number to produce the desired power impulses,
and means forv causing'each power rotor to re
ceive the fuel charges for its successive impulses
from differentones of the fuel charge feeding de
vices.
A
?
-
'4.A rotarygas engineofthe type described
comprising a stator split into a plurality of parts,
means for connecting said parts, a shaft jour
70 naled in said stator, a plurality of rotors mounted
on said shaft, means operatively associated with
certain of said rotors for causing the latter to de
liver the explosion forces to the shaft and to ex
haust the spent gases, means operatively asso
75 ciated with the remaining rotors for causing the
?
7. A rotary gas? engine of the type described
rality of straight portions arranged in staggered
relation around said rotor with cross-over por
tions interposed between said straight portions,
a plurality of abutments slidably mounted in said
sector and arranged to straddle said cams, by- ?
p.connected to all adjacent rotor compart-?
ments and located circumferentially between ad
jacent abutments for the rotors of the connected
compartments, a charge igniting device asso
ciated with each by-pass, fuel inlet ports com- '
municating with each of certain of said oom
partments, and spent gas exhaust ports com
municating with each of the remainingcom
partments on both sides of the cams of their 70
rotors.
8. A rotary gas engine of the type dwcribed
comprising a stator having a plurality of rotor
receiving compartments formed therein, a shaft
journaled in said stator to extend axially through
5
2,112,770
all of said compartments, a rotor mounted on
said shaft within each compartment, means as
sociated with certain of said rotors and their
compartments for effecting drawing in of fuel
charges, compressing said charges and deliver
ing the compressed charges to the remaining
compartments, means associated with the re
maining rotors and their compartments for ef
fecting delivery of explosive forces to the shaft
10 and exhausting the spent gases, compressed fuel
delivering passages connecting each of the lat
ter mentioned compartments with more than
one of the fuel delivering compartments, inlet
ports for the fuel compressing compartments,
15 and exhaust ports for the remaining compart
ments.
9. A rotary gas engine of the type described
comprising a stator having a plurality of rotor
receiving compartments formed therein, a shaft
journaled in said stator to extend axially through
all of said compartments, a rotor mounted on
said shaft within each compartment, means as
sociated with certain of said rotors and their
compartments for effecting drawing in of fuel
charges, compressing said charges and ?deliver
ing the compressed charges to the remaining
compartments, means associated with the re
maining rotors and their compartments for ef
fecting delivery of explosive forces to the shaft
30 and exhausting the spent gases, compressed fuel
delivering passages connecting each of the lat
ter mentioned compartments with more than one
of the fuel delivering compartments, inlet ports
for the fuel compressing compartments, exhaust
ports for the remaining compartments, and
means carried by said rotors for effecting prop
erly timed opening and closing of the inlet and
exhaust ports and both ends of said fuel pas
sages.
40
.
10. A rotary gas engine of the type describe
comprising a stator having a plurality of rotor
receiving compartments formed therein, a shaft
journaled in said stator to extend axially through
ports and both ends of said fuel passages, and a
charge igniting device for each of said fuel pas
sages.
11. A rotary gas engine of the type described
comprising a stator having a plurality of rotor
receiving compartments formed therein, a shaft
journaled in said stator to extend axially through
all of said compartments, a rotor mounted on
said shaft within each compartment, means as
sociated with certain of said rotors and their 10
compartments for effecting drawing in of fuel
charges, compressing said charges and delivering
the compressed charges to the remaining com;
partments, mean's associated with the remaining
rotors and their compartments for effecting de
livery of explosive forces to the shaft and ex
hausting the spent gases, a plurality of com
pressed fuel delivering passages connecting each
of the latter mentioned compartments with more
than one of the fuel delivering compartments, a 20
plurality of inlet ports for each fuel compressing
compartment, and a plurality of exhaust ports
for each of the remaining compartments.
12. A rotary gas engine of the type described
comprising a stator having a plurality of rotor 25
receiving compartments formed therein, a shaft
journaled in said stator to extend axially through
all of the said compartments, a rotor mounted
on said shaft within each compartment, means
associated with certain of said rotors and their 30
compartments for causing each of said rotors and
compartments to effect drawing in of a plurality
of fuel charges compressing said charges and de
livering the same to the remaining compartments
during each revolution of the shaft, means asso
ciated with the remaining rotors and their com
35
partments for causing each of said rotors and
compartments to effect delivery of a plurality of
explosive forces to the shaft and to exhaust the
spent gases for said explosions during each revo 40
lution of the shaft, a plurality of compressed fuel
delivering passages connecting each of the latter
mentioned compartments with more than one of
compartments, means associated with the re
the fuel delivering compartments, a plurality of
inlet ports for each fuel compressing compart 45
ment, and a plurality of exhaust ports? for each
of the remaining compartments.
13. A rotary gas engine of the type defined in
claim 12, further characterized by the means as 50
sociated with all of said rotors and compart
maining rotors and their compartments for ef
fecting delivery of explosive forces to the shaft
ments being so constructed and arranged as to
cause the forces delivered to the various rotors
all of said compartments, a rotor mounted on
said shaft within each compartment, means as
sociated with certain of said rotors and their
compartments for effecting drawing in of fuel
charges, compressing said charges and deliver
ing the compressed charges to the remaining
and exhausting the spent gases, compressed fuel
delivering passages connecting each of the lat
ter mentioned compartments with more than one
of the fuel delivering compartments, inlet ports
for the fuel compressing compartments, exhaust
ports for the remaining compartments, means
carried by said rotors for effecting properly timed
60 opening and closing of the inlet and exhaust
and their shaft, during drawing in, compressing,
exploding and exhausting of the various fuel 55
charges for each revolution of the shaft to be
distributed along and around the shaft so as to
be balanced both axially and radially of the
shaft.
.
CHARLES GLEASON.
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