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Патент USA US2118253

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May 24, 1938.
O. AD LARSEN
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'
2,118,253 _
ROTARY MoT'oR
Filed Dec. 5,1955
2 Sheets-Sheet l
gmt/who@
May 24, 1938.
o. A. LAR‘sEN'
ROTARY MOTOR
‘
v
2,118,253
»
Filed Dec. 5, 1953
2 Sheets-Sheet 2
2,118,253
Patented May 24, 1938
UNITED STATES PATENT OFFICE
2,118,253
ROTARY llIOTOR
Ole Alonzo Larsen, Salt Lake City, Utah, assignor
of twenty-four and one-half. percent to Dallas
J; Larsen, Salt Lake City, Utah
Application December 5, 1933, Serial> No. 700,940
3 Claims.
(Cl. 12S-_16)
My invention relates to rotary motors and has
for its object to provide a newl and efficient rotary
motor which. i's adapted to many uses either for
automobile or stationary uses and which will be
5 highly eñicient and which will be so constructed
as to overcome the usual defects in so called
rotary motors such as lack of speed and- little
power.
A further object is to provide a rotary in
ternal combustion engine which will have the
firing and combustion chamber between vanes
and with non-used spaces therebetween to allow
for cooling ofthe motor.
A still further object is to provide a rotary
l a" internal combustion engine whichv will have the
combustion chamber so spaced between vanes
that the compressed fuel will be fired between
the vanes and which firing and explosion will
drive directly onto the shaft or axis unless the
20 speed is retarded, therebyl giving great power and
speed to the engine as this makes possible a
rotative power not heretofore found in any of
the> commonly called rotary motors.
In most types of rotary motors of the internal
26 combustion type, the explosion. of the fuel» drives
against a vane which is set radial from the rotor
and this action does not permit for either power
or speed development, while with my motor the`
fuel is compressed between two vanes, the rotor
30 body and the casing, and the flring isA directed to
all sides which transmits the power down onto
the axis of the rotor. thereby developing more
power. With my engine I provide a firing head
tangential to the top of the rotor and which
35 head allows for longer firing andr greater devel
opment of power. Further', the compression of
the fuel between the two vanes, the rotor body
and the casing provides for greater compression
of the fuel, a higher compression- motor and
40 greater power from the same amount of fuel.
Further, the directing ofthe fuel from the center
of the rotor outwardly _into the compression
chamber between the two vanes provides positive
fuel feed, with no loss of fuel and no loss of
power, due to having to force the fuel into the
compressiony chamber as is the case with other
types of rotary motors or engines of this type.
The centrifugal action» of the rotor draws the
Im.î fuel from any suitable carburetor much as the
movement of a piston in the usual type of in
ternal combustion engine of the piston and crank
shaft pattern and this centrifugal action draws
fuel and air into the compression chamber before
55» the compression takes place, thus eliminating
many parts heretofore thought necessary in ro
tary internalï combustion engines and motors.y
With my method of firing the fuel at any'point
along the tangential head or'before dead center is
reached, the greater speed so desired in rotary
engines may be obtained. To use only one spark
plug and fire from one position would be to
somewhat limit the. speed of the motor, but if
that plug were movable to beyond the vertical
diameter of themotor, or away from theV said
diameter then the spark would be advanced ory
retarded as desired, and rather than complicate
the mechanism of my engine andY to prevent leak
age of compression in the firing chamber I. have
accomplished the same results by the use of more
than one spark plug and the firing. of these plugs
may be from any point desired either advanced,
retarded, or all plugs fired simultaneously;> or in
sequence as might be necessary or desirable.
These objects I accomplish with> the device il'. 20
lustrated in the accompanying drawings in which ‘
similar numerals and letters of4 reference indicate
like parts throughout the several viewsl and as
described in the specification forming a part of
this application and pointed out in the appended 25
claims.
In the drawings in which I have shown thev
best and most preferred manner of building my'
invention
Figure 1 is an end elevation of the motor with 30
the end plate and cam race removed to show the
firing chamber,> the compression casing and they
rotor in elevation.
Figure 2 is a face view of the removed plate
showing the cam racesV cut therein, and the» step
cut which forms the side walls of the firing and
compression chambers.
Figure 3 is a side view of the motor from the.
exhaust side showing exhaust openings.
Figure 4 is a side view of one of the vanes.
Figure 5 is a face view of one of the vanes.
Figure 6 is a vertical section throughY the valves
which provide fuel and which cool the ñring‘
chamber during exhaust.
.
Figure '7 is a perspective View of the rotor re, 45
moved from the outer casing with the vanes in
place, but with the valves removed.
Figure 8 is a section diametrically through the
device.
'
Figure 9 is a diagrammatic view of the device-to
show the firing, compression and intake positions
of the vanes.
Figure 10 shows the compression, exhaust and
intake in an advanced stage over that shown in
Figure 9.
55
2
2,118,253
Figure 11 is a section on line II-II of Fig
ure 6.
Figure 12 is a view of the intake manifold and
distributing pipes.
CIT
In my engine I have shown the rotor of the
engine as A, the outer casing as B, and the side
walls as C.
The outer casing B of the engine is made of a
peripheral casting having one transfer portion I
concentric with the rotor A, one compression and
intake portion 2 as a curve gradually increasing
in diameter and joined to the portion i with the
diametrical distance increasing until this portion
joins an exhaust curved portion 3 also some
what increased in diameter and this portion is
then joined to the compression portion I by a
tangential ñat surface 4. The peripherai wall of
the exhaust portion 3 of the device is provided
V with ports 5 through which exhaust gases are
ried on the stub shafts on the advance vanes of
any pair of vanes are carried in the outer race
35 and the rollers on the shafts on the rear vanes
operate in the race 35.
The vanes of this engine operate in pairs as Ul
shown in the drawings and the advance vanes E
form the front face of each compression or firing
chamber El and the back vane F forms the back
of the compression or ñring chamber El. The
compression and ñring chamber mentioned above, 10
being that space designated as EI between the
vanes, is the same chamber being used for com
pression to compress the fuel when in part of the
cycle of the rotor and then becoming the firing
chamber when it has advanced to a point where it 15
>contacts the spark plugs and the compressed fuel
is ready for ñring to attain the power for the
rotor. Thus, the compression and ñring take
place only between the pairs of vanes, the portion
passed and cooling air enters the device.
The drive shaft D of the engine is attached
concentric to the solid back side of the rotor
of the rotor which is between the vanes and the 20
inner face of the outer case which is at that time
between the two vanes. The back side I6 of the
A by bolts I5a or other suitable means and ex
tends therefrom to any desired connection.
The side walls C of the engine are provided
with flat outer surfaces and the inner surface is
provided with an extension flange 8 therearound,
the flange having a step face 3 thereon formed
to exactly fit concentric onto a small edge'portion
AI of each side of the rotor A, and the rotor A is
provided with an annular groove I0 cut there~
rotor A is also provided with slots therethrough,
-around along each edge of the perimeter of the
rotor to carry a compression ring II therein the
outer surface of the ring II to engage the step
face 9 of the sides C. These sides then close the
entire engine and the flange portion provides the
side walls of the firing, exhaust, and compression
divisions of the engine cycle. Each side wall
is centrally perforated, one side to allow the in
40 take manifold and cam shaft 53 to pass there
through and the other side to allow the drive
shaft D to pass therefrom.
The rotor A of the motor is formed of an outer
shell or annular flange I5 formed to a flat back
45 side I6 andV the> drive shaft is attached to this
back side I6. The rotor is then divided into six
sections, three power sections I8, i9, and 20,'and
three cooling intermediate sections 2 I, 22 and 23.
Guide members 24, 25 and 26 form the dividing
factor between the sections and each member is
provided with a slot 2l therein through which the
roller shafts 32 which operate the vanes are
passed. The two adjacent ends of two adjacent
members are parallel with each other, thus plac
ing the slots 2l in parallel pairs.
The outer periphery of the annular flange I 5 is
through which the stub shafts of the vanes pass
to allow the rollers to operate in the cams on the 25
back plate of the engine.
These slots through
the back I6 are identical in form and shape to
the slots 2l through the guide members 24, 25
and 26, and are in direct alignment therewith and
parallel thereto and are made to allow the shafts 30
32 to pass through the back I5 so that the rollers
33 may operate-in the cam races in the plate C.
Thus >each vane is actuated by a set of rollers
operating in like cams on each side of the motor
balancing the action of the vanes and holding
them in proper position at all times. When the
plates 24, 25, and 26 are in place they form paral
lel portions between the straight end portions
thereof and a partition 40 is formed therein to
make the intake and air cooling chambers 4I and 40. ¿
42. A wall 43 separates these two chambers, the
wall being at right angles to the base of the parti
tion 4B and extending out to the inner face of the Y
flange I5, of the rotor.
In the spaces or openings 45, 46, and 47 between
the parallel portions of the members 24, 25 and
25, I then mount my valves for controlling the
intake and the scavenging and cooling features
of my invention. The intake valve stem 50a
passes through the partition 43 and the valve 53 50.
seats in a port or valve opening 49 in the outer
face of the perimeter of the rotor ñange I5 be
tween the two vanes. The air cooling valve stem
5I a passes through the same partition 43 radially
in alignment with the valve stem 50a and the
valve 5I on the end of the stem acts as a scaveng
provided with transverse slots or openings 28 ex
tending across the face thereof entirely through
the flange from near one side to near the other
side and the operating vanes 3U of the device are
passed through said slots and operate in and out
of said slots. Each vane is provided with suffi
cient length to extend out enough to engage the
inner periphery of the casing B at any position
thereof and each vane is provided with a stub
shaft 32 on each side thereof near the bottom
inner end thereof, said stub shafts to pass
ing valve and» seats in a port 52 in the perimeter
of the flange I5 set like the port 49.
A cam shaft 53 operates through the center of
the rotor and has cams 54 and 55 to actuate the 60
valves 53 and 5I respectively. The. air cooling
chamber 42 is made with a pipe 56 connecting the
bottom side thereof with the perimeter of the
rotor through the flange I5 on the opposite side
of the rotor in one of the spaces between the sets
of vanes, and the air compressed in the motor
between the vanes E and F in this section of the
through the slots 2'iin the members 24, 25 and 26,
rotor is forced through the pipe 56 and out of .
and the outer ends of each shaft carries a roller
the opposite side of the rotor in the space between
the vanes to aid in exhaust and cooling of the
VL:33, said rollers to actuate the vanes by operating
in one or the other of the two cam races 35 or 35,
depending upon which vane the rollers are car
ried upon. There are two cam races 35 and 36
cut in the inner flat faceof the side plates C in
:which the rollers 33 operate, and the rollers car
engine.
An intake manifold 58 is provided with three
radial pipes 53 to direct the fuel into the three
intake chambers 4I with the cam shaft 53 pass
ing out through the turned end of the manifold
3.
2, 118,25 31
and a1 side pipe Sii leads to: any source; of fuel or against the tangential head il', between the two
carburetor desired.
As> shown` in the drawings- eachV vane- may be
provided with sealing members H commonly
called rings which engage the inner surface of
the casing Bat all times, to prevent leaking of the
fuel from the space between the vanes.- As willY
be obvious, the casing A mayv be made semi
cylindrical iny an annular formî and the end of the
vanes made to rit with. the ends of the vanes
formed in a half circle with> a semi-circular seal
ing ring ñtted thereinto.
Asl shown in Figures 9A andl 10 the positions of
the sets of vanes will clearly illustrate the differ
15 ent positions for intake, compression, ñring ex
pansion and exhaust. The two'vanes shown as 0L
in Figure 9 are beginning compression and they
move inthe second Figure l0 tothe full compres
sion position ready for advanced firing or the
20 firing may be delayedl until» they reach dead cen
vanes andforces down, onto the perimeter ofi the
rotor and. throws the rotor forward in: its pathY
of travel. The fuelf exploded continuesto expand
until- i'ts power is completely used throughv the
firing cycle until the‘exhaust ports 5: are brought
into open communication with the space: between»
the vanes at which` time the fuel is passed out
through theports 5f until a point beyond the end
of the ports is reached andv thel intake portion of 10
the casing; is reached at which time the cam- 54,
opens the intake valve and more fuel. is allowed
to enter the spaceElf. This cycle is continued as
the motor is rotated.
Each set of vanes accom
plishes a- like result, compresses the fuel there. 15
between, takes the rotative power of theexploded'
fuel until the forward vane E has left the face
of the portion â' and opened the exhaust ports 5;
As the rotor is turned the vanesE and F are con
trolled in. their respective positions by the rollers 20
When the
33 riding in the cam- races EF1-ancl- Bíi. As an aidy
spark plug is fired the firing expansion stroke is
in. coolingl the motor, and also aiding in exhaust
ing the spent gases from the space El between
ter or pass therebeyond as desired.
in effect and this continues a-s the two vanes
move out along the tangential head until they
reach the extreme end of the head at which time
the two vanes are drawn away from the tangen
tial head and start down through the exhaust
cycle. This is the end of the expansion or power
stroke of the motor. They then attain the posi
tion shown as b in Figure 9 which is the end of
the power stroke and in Figure 10 the set b have
reached the middle of the exhaust stroke. In
Figure 9 the set c have completed the exhaust
stroke and are commencing to draw in the fuel
or are at intake position which they continue
until the position shown in Figure 10 as c where
the intake is finished and the compression is
again ready to'start to compress fuel. The cycle
of movement is then continued through the posi
tions shown as a, b, and through c again con
tinuously.
As will be seen by the form of the cams the
back vane F is held in after leaving the firing
the vanes E and F, air is forced from the space
between the vanes E and F through the pipes 56 25
into the chambers 42, through the Valves 5I and
their openings 52 which valves are open during
this cycle of operation, and out through the space
E! and the ports 5 into the atmosphere. This air
is slightly compressed until the valves 5| are 30
opened at which time the air passes through the
space El and the valves 5I are timed to open
when the rotor has turned sufficient to allow the
ñrst vane to pass beyond the upper exhaust port
5. The compression of the fuel takes place be 85
tween each two pair of vanes E and F at all times -
and the power is applied between the vanes but
the ñring or compression never takes place be
tween any vanes which are not substantially
parallel to each other and in close proximity. 40
The vanes do not have to be parallel to each other
but they must be substantially so and spaced close
together.
chamber when the exhaust stroke is commenced
and continues in this slightly retarded position
until the end of the exhaust cycle is completed
and the intake cycle commences at which posi
tion the vane engages the inner periphery of the
casing B. Spark plugs S ñre the compressed fuel
between the vanes E and F, the plugs being in
Having thus described my invention I desire
to secure by Letters Patent and claim:
45
l. In a rotary motor of the class described, the
combination of a rotor having a drive shaft
extending from one side thereof; a casing in
which said rotor is carried with the casing hav
ing one portion tangential to the arc of the 50
serted through the casing B in the portions I
rotor and that tangential portions joined by a
curved portion of said casing to form a completed
casing; spaced apart pairs of vanes carried in
said rotor extending through the side walls there
of to engage the inner face of the casing; sides 55
and ß..
The rotor A of the motor is provided with an
annular groove or depression around its perim
eter and the space in the perimeter between the
vanes E and F, shown as 65 in Figures ’7 and 8
of the drawings. This is the compression cham
ber into which the fuel is compressed for the
power of the engine.
The operation of my motor is as follows:
Fuel is introduced into the rotor through the
supply pipe Bü and th-e intake manifold 58 and
pipe 59 into the fuel intake chamber 5l. This
fuel then passes through the port or valve open
“ ing 49 around the valve 59 into the space Ei be
tween the rotor A, the casing B, the side walls C,
and the two vanes E and F. As the rotor is turned
through the compression portion 2 and transfer
portion I this fuel is compressed between these
To two vanes, the rotor and the casing until the rotor
has advanced to the desired firing position at
which time that spark plug S desired, is fired,
any spark plug being used depending upon
whether advanced firing or slow firing is desired.
This explodes the compressed fuel which expands
for said casing each having cam races cut there
in; rollers carried on said vanes to engage said
cam races and actuate the vanes to hold them en
gaged against the casing as necessary; an intake
valve between each pair of vanes; a scavenging 60
valve mounted between each pair of vanes ad
jacent said intake valve, said valve to admit com
pressed air to clean out the burnt gases between
the vane and to also aid in cooling the working
chambers of the motor; a cam shaft to actuate 65
said valves; and pipes leading from the scaveng
ing valve across the rotor and out the opposite
side thereof to receive compressed air from the
space between pairs of vanes and drive this air
out through the space between vanes on the op 70
posite side; and means to introduce fuel into
the space between said vanes, said fuel being
compressed and ñred therein to drive the rotor.
2. In a rotary motor of the class described, the
combination of a rotor; pairs of spaced apart 75
4
2,118,253
vanes mounted in said rotor to move in and out
in said rotor; a casing surrounding said rotor
with one side of said casing formed tangential to
said casing to provide a portion against which
5'v the exploded gases may expand and press to
cause the rotor to turn; sides for said casing
each being provided with cam races cut on the
inner face thereof, said races to control the
position of said vanes; shafts extending from each
10 side of the inner endrof said vanes carrying rollers
with the rollers to operate in said cam races;
an intake Valve in said rotor between each pair of
vanes; a scavenging valve mounted in said rotor
between each pair of vanes; means to introduce
lo' fuel into the space between each pair of vanes
through said intake valve; pipes connecting the
scavenging valve with the opposite side of said
casing at a point betweenl two pairs of valves to
allow air to pass through said pipes and out said
20 scavenging valve to force the burned fuel from
between the pair of vanes which has just been
utilized; a cam shaft carrying cams thereon and
mounted in said casing and rotor, concentric
with said rotor, said cams to actuate said intake
and scavenging valves; and an intake manifold
to introduce fuel centrally to said rotor with
radial pipes to carry said fuel to said intake
valves.
3. In a rotary motor of the class described, Ul
the combination of a rotor; pairs of spaced apart
vanes mounted in said rotor to move in and out
of said rotor; a casing surrounding said rotor
with one side of said Casing formed tangential
to said casing to provide a power portion against
which the exploded gases expand to cause the
rotor to turn; sides for said casing each being
provided with cam races in the inner faces there
of, said races to control the position of said vanes;
means on each Vane to operate in said races to
control the position and movement of said vanes;
an intake valve in said rotor between each pair
of vanes; means to introduce fuel into the space
between each pair of vanes through said valves;
a cam shaft centrally through said rotor and
casing to operate said valves; and means to fire
said fuel when it has been compressed between
said pairs of vanes.
OLE ALONZO LARSEN.
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