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‘2’; 1970
w. H. SCHROEDER
'
2,413,734
RQTARY INTERN?L-COMHUSTION ENGINE
Filed Jan. 5, 1942
3 Sheets-Shoot 1
Jan. 7, 1947.
w, HLSCHRQEDEFI
2,413,734
ROTARY INTERNAL-COMBUSTION ENGINE
Filed‘ Jan. 5, 1942
@107
3 Sheets-Sheet 2
Jan. 7, 1947.
.
I
w. H. SCHROEDER v
2,413,734
ROTARY INTERNAL-COMBUSTION ENGINE
Filed Jan. 5, 1942
'
3 Sheets-Sheet 3
Jane ?, E47
their
SATES PAT EVNT '
2,413,734
ROTARY INTERNAL-COMBUSTION ENGINE
Walter H. Schroeder, Los Angeles, Calif.
Application January 5, 1942, Serial No. 425,607
2 Claims.
(or. 123-43)
1
My invention relates to an internal combustion
engine but particularly to a rotary internal com
bustion engine. In the accompanying drawings,
I prefer to show a two cylinder four cycle gas en
gine with each cylinder having two work strokes
per revolution of the drive shaft.
The object of my invention, compared with the crank type of engine, is first, to increase the
horsepower per unit weight of the engine by caus
ing a cylinder of equal size to deliver more work ll)
to the drive shaft in equal time, i. e., to make the
cylinder have more work strokes per revolution of
the drive shaft; second, to‘ increase the power
applications around the drive shaft and thus per
'
to provide a mechanism for controlling and di
rectingtwo equal, opposite and concentric forces
that vary uniformly the same, created in a com
bustion chamber, the first acting on a cylinder
and the second on a piston of an internal com
bustion engine, so that these forces, the first act
ing directly and the second indirectly, will each
simultaneously cause a rotor to rotate about a
stator in the same direction and cause each force
to create approximately the same moment equal
to one-half the total amount about the center
line of the drive shaft.
.
I attain these objectives by the mechanism 11
lustrated in the accompanying drawings, in
'
mit the drive shaft to deliver the same amount 15, which—Figure 1 is a perspective of the engine with the
of work in a lesser number of revolutions per
upper half of guard plate it removed and parts
unit of time-—by having a constant and longer‘
of hanger I, cover plate and manifold 2 and 3
lever arm and by making the driving force on the
respectively, sleeve 61, and plates 3i and 32 cut
lever arm at all times tangent to the radius of
away. Figure 2 shows section 2-2, Fig. 1. Figure
the drive shaft; third, to increase the thermal 20 3 shows section 3-3, Fig. 1 of the rotor in the up
efficiency, 1. e., to convert a greater percentage of
per half and an elevation of the rotor in the lower
the heat generated in to work, by permitting the
heated gases after combustion, to expand more
half. Figure 4 shows section 4-6, Fig. 1. Figures
5 and 6, an elevation and perspective respectively,
immediately and at a constant rate of speed, on
show earns 21 and arms 28. Figures '7 and 8 show
the theory, that if the gases expand thusly, there 25 two different elevations of shaft l6, wheel 2d and
will be less loss of heat, and permit the efficiency
cams 20 and 2f.
in actual practice, of adiabatic and isothermal ex
to similar parts
Similar numerals refer
throughout the several views. Hangers i to= ,
gether with the combination cover-plates mani»
in other words to decrease entropy; fourth, to 30 folds 2 and 3 respectively and the guard plates 6
develop a cycle that will permit the fuel charge
constitute the framework of the engine, with the
to reach atmospheric pressure before compres
cog-wheels 5 ?xed to the hangers l, all integral
sion by permitting the motion of the piston with
parts, form the stator. The rotor consists of drive
respect to the cylinder to remain nil su?iciently
shaft, cylinders, pistons, and motivating parts,
long, before the compression stroke; ?fth, to pro 35 hereinafter referred to, together with pinions
vide a conduit for carrying fuel through a hollow
that mesh with the cog-wheels 5 and cause the
drive shaft from a manifold ?xed around the
rotor to revolve about the stator.
,
'
revolving drive shaft, to the cylinders; sixth, to
In the hangers i are placed the bearings 6 in
pansion and expansion at constant pressure to
approach more closely the theoretical efficiency,
provide a conduit through a hollow drive shaft for
exhausting or scavenging the hot burned gases; 40 which turns the hollow drive shaft 1. To the
drive shaft ‘I are ?xed the webs 8, being an in
seventh, to provide for cooling the exhaust con
tegral part of same. The webs 8 carry the
duit and prevent it from conducting heat to the
arciform cylinders 9. The webs 8 also carry the
drive shaft as it passes through it; eighth, to
circumferential
housing or casing iii, terminating
provide a method of cooling the cylinders by
45 in the crown members ii and continuing as the
revolving them through the air; ninth, to provide
circumferential housing l2 to the second cylinder
9, all constituting an integral part and. all ter
minating in the ?ange l8, every part of which lies
in the same vertical plane. Standards it and
tenth, to provide an oil duct from an oil manifold >
plates it, together forming an integral part, is at
?xed around.- the revolving drive shaft and pass
tached to the hollow drive shaft ‘3 by passing
ing through the hollow drive shaft to feed the
the latter through a central annular opening in
various ducts that lubricate the various parts of
the former and seating and bolting the former
the rotor; and eleventh, to provide housing and
to the ?anges l3 and ti. Plates it together with
facilitates for preventing the oil from scattering
casings I0 and 12 form a housing around the
55
and to conduct it to an oil reservoir; and twelfth,
an electric conduit from a commutator, ?xed
around the revolving drive shaft and passing
through the hollow drive shaft to the spark plugs;
motiva'ti g parts
connnes the la ricating oil.
The circumferential nanges
?xed to ‘the stand
thus directing their force to the fixed gears 5
ards iii- and out ing the cog-wheels ll and it
together with plates
and the circumferential
rotate about the stator in the same direction that
the forces on the cylinders, by direct action, cause
the rotor to rotate. So that these two opposite
forces acting on the cylinders and the pistons
may be most effectively directed to the drive
annular plates
formed around and over the
?xed gears and bolted to the ?ange 33 which
forms an integral part of the plates 35, completes
the housing of the motivating parts and directs
the lubricating oil to gears 5, ll’, and I8, grooves
through the pinions I3 and cause the rotor to
shaft, their two systems of motivating parts that
direct these forces must be in balance, that is,
35 or spaces 35. The standards lil journal the 10 so designed that they create the same moments
shafts it at a suitable distance from the center
about the center line of the drive shaft and thus
lines of the drive shaft ‘l. Shafts iii rotate with
merge the two systems in to a singlecooperating
an angular velocity opposite in direction to that
unit. To accomplish this uni?cation, the ratio
of the drive shaft l and with twice its magnitude.
of the radii of the gears H to the gears 5 must
This action is accomplished by having the shafts
be approximately equal to the ratio of the mag
H5 carry the cog-wheels ll geared to the pinions
nitudes of the maximum line drawn from the
58 which turn on the trunions it} ?xed to the
center line of the shaft l6 to the perimeters of
standards ill; these pinions 58 mesh with the
the rollers 25, to the line drawn from the center
?xed cog-wheels
Attached to the shafts it
line of drive shaft 7 to the center line of the
are the cams 2c and 25 that lift the intake valves 20 cylinders 9. As the rollers 26 engage the cams
2'2 and “
the exhaust valves 23 respectively. Also
ill at the points 0, the pitch of the cams 2? is
attached to the shafts it) and rotating with same
again manifest by an increasing angular velocity
are the built~up wheels
each consisting of a
of the pistons 29 up to where the rollers 26 con
hub and two plates elongated along the diameter
tact the'cams 21 at the points d when‘ the an
and forming two arms through which the pins 25 gular velocityof the pistons 29 again equals that
25 pass and on which the rollers 26 turn.
As
of the cylinders 9 and the points 8 of the cams
the wheels 2E1 turn, the rollers 26 engage the cams
2i engage the sides of the members it which are
2?, hereinafter referred to. The cams 2'2’ form _
also traveling at the same angular velocity. This
an integral part of the arms
that turn on the
motion continues until a repetition of the cycle is
drive shaft l.
motion imparted to "the arms 30 commenced as the opposite arms of the wheels 2Q
23, through the mechanism of the wheels 23 con
engage the cams 27 at the points a.
This com
tacting the cams 227, is conveyed to the arciiorrn
bination of motivating parts permits the gases in
pistons ‘29 (which work. in the cylinders 9)
the cylinders after combustion to expand at a
through the arcuated connecting rods 38. The
uniform rate of speed and permits the fuel charge
arms
are joined together as integral parts so 35 to reach atmospheric pressure before the com
that the pistons 29 act together with the same
bustion stroke begins. The cam that motivates
motion, but when one of the pistons is making
the pistons in the afore described cycle, consists
a compression stroke the other is making an ex
of segments of circles with three di?‘erent radii,
haust or scavenging stroke and so when one pis—
a tangent, and the segment of an ellipse coin
ton cooperating with a cylinder to make a work
cident with the locus of an imaginary fixed point
stroke the other cylinder is making a suction
(on the perimeter of the rollers 26 a maximum
stroke etc. This is accomplished by simply ad
distance from the center line of the shafts. It) as
justing the cams “Eli and ill on the shaft it.
the rotor revolves. Those parts of the cam path
Just before and just after-the rollers ‘25 engage
denoted by a to the beginning of the path, and d
the cams
the pistons and cylinders are travel
to the end of the path are segments of a circle
ing at the same angular velocity, i. e., the mo
with radii equal to the distance from the center
tions of the pistons with respect to the cylinders
line of the shafts it to the maximum outside
is nil. This co11di“icn continues until the rollers
point on the perimeters of the rollers 26, this per
25 engage ‘that pa [1 o” the cams it? at a, when the
mits the rollers '26 to engage and leave the cam
pitch of the cams s begins to increase gently 50 path with smoothness. The distance from the
and the pistons 22?; are moved forward in the cyl
point a to the point I) on the cam path follow
inders % on the compression and exhaust strokes.
the segment of a circle and its tangent. so chosen,
The compression
exhaust strokes are com
contact
that the the
radii
cam
of the
pathwheels
through
25, the
as the
rollers
wheels
25, is
pleted
at the when
points the rollers
As
‘l “engage
eels
the
continue
cams to
at all times close to the normal, as is practicable,
revolve, tn
' ‘
roll slightly
of the circle and its tangent. This assures a
ed the rollers
n a position
gentle pitch for the cam path. As the point I) on
on the points i;
r the work and suction
the cam path roll slightly off the rollers 25, the
rollers engage that part of the cam path that is
takes place in one u
, linders, the rollers 2% 60 coincident with the path of an imaginary ?xed
move along tile ~
to the points a. Dur
point on the perimeters of the rollers herein-‘oe
ing this peri- “1
ngu‘cr velocity of the pis
fore described, as the rotor turns. Where the
tons 22 is nil,
p1 ssure of the expanding
gear ratio between the gears ll’ and 5 is as l is
gases drive the cylinders forward and also com
' to 2, as in this case, the cam path from the point
municate to the wheels
through the integral 6.5 b to the point 0 follows the segment of an el
parts (pistons, connecting rods, arms, and cams)
lipse, however, a different gear ratio than that
a force approximately equal, opposite, and par
already referred to, would create a different el
allel to the force acting
the cylinders.
.lipse or curve. That part of the cam path from
Through the motivating parts already described,
the point e to the point d is the segment of a
these two forces are directed. simultaneously and 70 circle that adapts itself very well for gently in»
strokes.
[at this
respectively to '
Since the
to which the wh
these two opposite 1
'tion and combustion
and the wheels
" .rds in Journal the shafts it
the gears ll are ?xed,
es constitute a couple that
creasing the angular velocity of the pistons to
that of ‘the rotor, because at this point the direc
tion of the elliptical path begins to reverse itself
and assume a somewhat circular shape whose
cause the wheels 2i and the gears E‘l to turn, 75 radius approximates that of the radius of the
earn path, all oi’ this results in a rotary move”
ment, that is, the rollers 28 tend to rotate in the
cam path that generates a gentle pitch and in“
creases the angular velocity of the pistons to that
of the rotor. During the time that the rollers
engage the cam path fronrthe point (i to the
point e plus the time the opposite rollers 25 en“
gage the cam path from the beginning of the
cam path to the point a, the motion of the pistons
d
casing from the casing through the conical per»
iorations 58 extending in to the traps 52. The
oil thus trapped is forced along to the ducts 55
that empty in to the spaces 35, then drains to the
outlets 55 which lead to the oil reservoir, There
are‘ also ducts 5% connecting the casing with the
spaces 35 and helps to conduct the excess oil from
the casing to said spaces as.
,
I
The commutator 5? serves as a medium for
transmitting an electric current from the stator
to the rotor, the electric conduit 53 carrying the
with the respect to the cylinders is nil.- It is dur=
ing this period that the fuel charge reaches at
mospheric pressure before the compression stroke
current to the sparkplugs 59. To provide proper
begins. This cam path gives smoothness and
facilities for keeping the earns 27 in contact with
continuity to the pistons as it motivates them
either the rollers 28 or the members it at all
through their cycle and adapts itself well to any 15 times, tension springs 6t areifattached to the
variations in this cycle if desired.
standards it and arms 2%.
‘
I
To the cylinder heads 36 are ‘attached the fuel
I am aware that prior to my invention, rotary
ducts 3i’ and the exhaust ducts 38 which pass
internal combustion engines have been designed
down through the walls of the drive shaft l and
with a rotor rotating in or about a stator. I do
out through the center of the ‘hollow shaft '8, 20 not claim such a combination broadly; hut
thence the fuel supply ducts 31 terminate and
I claim:
connect with fuel supply space cl formed by the
1. In a rotary internal combustion engine, a
manifold 3 and sleeve it? ‘(an integral part of
stator, a rotor having a shaft, means journaling
shaft '7). Manifold 3 journals the bearings fit in
‘the shaft for rotation relative to the stator, an
which sleeve ill turns. Where the ducts 37 and 25 arcuate cylinder disposed circumferentially of the
33 pass through the walls and out through the
shaft, means securing the cylinder to and radially
center of the hollow shaft 7 a suitable air-space
spacing it from the shaft, an arcuate piston re
39 is left between the ducts and the walls of the
ciprocably mounted in the cylinder, a radial arm
shaft to permitcooling facilities. It should be
rotatably mounted on the shaft and secured to the
noted that for purposes of assembly, the parts of 30 piston, fuel valve means operable to admit fuel
the drive shaft marked :39}, plates 32, and ducts 37'
to the cylinder, means for actuating said valve,
or
are fabricated as a unit. To the cylinders
exhaust valve in the cylinder, means for actuating
and the cylinder heads 36 are ?xed COOI‘Iig vanes
the exhaust valve in timed relation to actuation
6B so pitched as to create a suitable circulation
of the fuel valve means, cam means operatively
of air as the cylinders rotate and thus provide 35 connected with the stator and rotor to intermit
cooling facilities for the cylinders. Intake valves
tently move the piston inwardly oi‘ the cylinder,
and exhaust valves 23 seated in the cylinder
and spark means associated with the cylinder to
heads 36 pass the housing so through the guide
ignite fuel in the cylinder whereby to urge the
plates £32 then through the guides at supported by
cylinder and piston in opposite directions circum,
the brackets tilt that also support the valve fill .terentially oi the axis of the shaft, said cam
springs {35.
'
means being operable in response to the last-men
All cylinders, pistons, ‘bearings, and other parts
tioned movement of the piston to urge the rotor
that have to be lubricated, aredone so by a suit= I
able oil force feed system. From the oil supply
space 56 formed by the manifold 8 and sleeve ‘ll
turning in the bearings :88, the oil passes along
the main oil feed duct St to the various ducts
that lubricate the moving parts. Together with
circumferential ?anges it the flanges 5! form an
outer and inner shell to form the oil trap 52. This 50
trap 52 catches the oil forced by pressure in the
in the opposite direction. '
'
2. The engine of claim 1 wherein the operative
connection of the cam means to the stator and
rotor comprises a gear secured to the cam means,
a gear stationarily secured to the stator, and a
pinion gear interposed between and meshing with
both the ?rst-mentioned gears.
wanrsa rr, sonnoanma.
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