AU654845B2 - Rotary machine with oval piston in triangular chamber - Google Patents

Description

Regulatlon 3.2 -1- 6 54 845

AUSTRALIA

Patents Act 1990 CQJS1I~L~ETB~ SE~EC IF I CA.T I O~ T I~AI~D F'~ATEJ~[T i

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APPLICANT:

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FILING DATE: CHUNG-CHIEH YANG Invention Title: ROTARY MACHINE WITH OVAL PISTON IN TRIANGULAR The following statement is a full description of this invention, including the best method of performing it known to me: j:i v*

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-2- Rotary Machine with Oval Piston in Triangular Chamber In 1878, Nicholas Auto disclosed an internal combustion engine to obtain power from heat afid pressure produced by the combustion of a fuel-and-air mixture inside a closed cylinder through a four cycle circulation. Today's engines are generally developed on the principle disclosed by Nicholas Auto. Certain period of years after Auto's disclosure, a compression ignition type of internal combustion engine was developed by Diesel. Few years later, 2-stroke (cycle) engine was developed. In the afore-said engines, a reciprocating piston is commonly used to produce power output. Several years after the invention of c 2-stroke reciprocating engine, centrifugal type and axial-flow c type of jet engines and stroke engines were developed one after another. In 1950, Wankel (a German engineer and inventor) developed a rotary internal-combustion engine having a threer, lobe rotor and requiring fewer parts than a comparable eccr C L C piston-operated engine. The common disadvantages of the traditional reciprocating engines and the recent rotary engines are numerous. These engines are heavy, complicated in structure, expensive to manufacture, less efficient and less powerful, and or will produce strong vibration e during operation. The present invention is provided to overcome the afore-said disadvantages. The engine according to the present invention can easily achieve high compression ratio, produce high torque force, minimize space occupation, and fully utilize heat power so that its function can be highly improved.

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t2cc c The present invention can be hereinafter described in detail with the accompanying drawings, in which: Fig. 1 illustrates an outer appearance of the cylinder block of a preferred embodiment of the present invention; Fig. 1-1 is a perspective sectional view of the cylinder block of the present invention; Fig. 2 is a perspective and partially sectional view of the rotor of the preferred embodiment of the present invention; Fig. 3 is a perspective view of a crank shaft of the present invention; Figure 3A is a partially enlarged view of the crank shaft from Figure 3; Fig. 4 is a perspective sectional view of the preferred embodiment of the present invention; Fig. 5 is a sectional view of a power output of the present invention; Fig. 6 is a schematic plan view of the rotor; Fig. 7 is a partly enlarged view from Fig. 2; Fig. 8 is a partly enlarged view from Fig. 4, illustrating a roller and an area with plural barriers being overlapped; Fig. 9 is a sectional side view of an one-way .take valve according to the present invention; Fig. 10 is a schematic drawing illustrating an intersected area inside the rotor; Fig. 11 is a schematic drawing illustrating a circulation of gas and engine oil inside the cylinder block; Fig. 12 is a schematic drawing illustrating the relative relations among the internal parts; e, t 4 Cr C: C et 4, C 1 4 Fig. 13 through 15, illustrate the continuous motion of the first stroke according to the present invention; Fig. 15 through 17 illustrate the continuous motion of the second stroke according to the present invention; Fig. 17 through 20, illustrate the continuous motion of the third stroke according to the present invention; Fig. 21 is a schematic drawing illustrating that the rotor returns to the original position after completion of the third stroke; Fig. 22 illustrates an alternate form of the rotor with reinforced transmission mechanism for use in a big scale engine; Fig. 23 is a partly enlarged view from Fig. 22 regarding a screw pump on an axis of a pullet wheel; Figure 24 illustrates thC works performed at the cylinder walls at two opposite sides of the rotor in counter-clockwise direction during the rotary motion of the rotorl; and Annex. 1 illustrates simple calculations of the cylinder volume and rotation capacity for the rotor.

"A preferred embodiment of the present invention is described hereinafter: A.Structure l4 1.Cylinder: Referring to Figs. 1, 4 and 10, the present invention comprises a cylinder block 1 defining therein an approximately triangle circle with a rotor 2 set to rotate therein. The three cylinder walls A, B, C inside the cylinder block 1 are respectively designed in such a curvature which serves as a track I for another elliptic end while the rotor 2 is rotated through an o angle of 60 on center 2A or 2B (see Fig. 10). The three circular ends of the triangular ellipsoidal cylinder block 1 are respectively designed in a curvature corresponding to the curvature of the small circular end of the rotor 2 (see Fig.12).

The three cylinder walls have each at least an intake port 11, an exhaust port 12 and an ignition plug 13 (see Fig. The ignition plug 13 can be replaced with an oil nozzle for compression ignition. Exhaust port is most preferably disposed at a location corresponding to the combustion chamber near the travelling end of the rotor so as to extend the duration of the f rC C c opening of an exhaust valve duiing an exhaust stroke. Intake port is most preferably disposed at a location near the instantaneous center (2A) so as to extend the duration of the opening of an intake valve during an intake stroke. Gas flows counter-clockwise along the rotary track of the rotor. Intake n port can be designed in a one-way valve (see Fig. 9) permitting fuel gas to enter the cylinder block such that an installation of I C a cam wheel can be eliminated.

2.Rotor: Referring to Figs. 1 through 4, the present invention Sc. comprises an oval rotor 2 set to rotate inside a substantially triangularly circular arc cylinder block 1 on axles 33 (see j Fig.4). The rotor 2 comprises two centers 2A, 2B having each of two pulley wheels 21 or 22 respectively attached thereto at two opposite ends. A slide way 211 is made in the rotor 2 piercing through its center for supporting a crank 3 permitting the crank 3 toi slide therein (see Fig. 2, 3 There are channels made 6 in the rotor 2 at two opposite ends and the front and back peripheral areas for mounting barriers 212 to isolate internal space from external space. At each top of the rotor, two or three barriers 212 are fastened. There are oil feeding holes 216 (see Fig.8) made on the rotor under and among barriers for lubrication themselves, the maximum pitch therebetween is larger than the width of the intake and exhaust ports and also the ignition hole so as not to interfere with the isolation effect while the rotor passing through intake and exhaust holes during its rotary motion. The rotor 2 has internally an I shaped bar, .4 transverse cross-section 213 with holes 217 made thereon at two So opposite ends within the oil ring and barrier district for 4 equilibrium of air pressure on each side. The metal structure of the rotor 2 is designed in such a manner that the space out of the hollow substance with ribs inside for the passing therethrough of engine oil inside the rotor is minimized. At least two rows of rollers 215 are respectively made on the rotor *o 2 at two opposite ends permitting the rotor 2 to smoothly rotate V6 along the inner wall of the cylinder block 1. For an engine of

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small scale, the design of rollers 215 can be eliminated so that the outer barriers wall of the rotor 2 directly rubs against the inner wall of the cylinder block 1 during the rotary motion of the rotor 2. There is a recessed combustion chamber 214 (see Fig. 4) made on the outer wall of the rotor 2 eccentrically at each side near rotating end thereof for receiving compressed air/gas and guiding explosive force in correct rotary direction.

The intake and exhaust ports according to the present

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7 inven 1 t'y are characterized in that either two of three cylinder walls A, B, C are involved in the operation of each intake or exhaust port. Therefore, the intake and exhaust ports on either two cylinder walls are simultaneously used for operation (Each intake or exhaust port can be simultaneously controlled by two cam shafts with little different time lag) (see Figs.13-21).

Referring to Fig. 10, there is a substantially triangular arc area 112 formed around the axles 33 which is the intersected area 112 (see Fig. 10) covered within the rotor 2. The axles 33 are also constantly disposed within the intersected area 112. A plurality of holes 121 may be made on the side wall of the ,cylinder 1 within the intersected area 112 for the passing therethrough of engine oil and cooling air to lubricate and cool Sc' down th( inner structure of the rotor 2 (see Fig. 11).

C L 3.Axles, Crank and Fanshaped Wheels: Please refer to Fig.3 regarding the illustration of the axles, crank and fanshaped wheel. The axles 33 are for output of engine power and bilaterally connected to a crank shaft 32 Sthrough two crank arms 30. The crank shaft 32 is movably fastened in the slide way 211 of the rotor 2. Two fanshaped wheels 34 designed in 120 sector are respectively mounted on the axles 33 and attached to the two crank arms 30 at two opposite ,rr sides. The crank arms 30 are respectively connected to the center of the 120 sector of the fanshaped wheels 34 (We can also utilize the fanshaped wheels 34 to substitute the crank arms). Each fanshaped wheel 34 has a radius equal to the radius of the pulley 0 wheels on the rotor 2 (see Fig. 12). The 120 sector of the fanshapd wheel 34 is aKlight circular arc. There is a 240 of !Ix 8 curved circular arc 35 which is the intersecting line between the fanshaped wheel and the circumference of the pulley wheel when 0 the fanshaped wheel is rotated clockwise through 120 relative to 0 the rotor and the rotor is rotated counter-clockwise through The fanshaped wheels are continuously in contact with the pulley wheels to guide to pulley wheels of the rotor to move along a certain track, permitting the relative motion between the crank shaft and the slide way to guide the rotor to move along a fixed route, and simultaneously prohibiting the crank shaft and the rotor from reverse rotation or displacement so as to keep the rotor to move stably.

r *6 B.Principle of Operation 1.The way the axles drive the rotor to move: 5.

As soon as engine is started, the axles 33 drive the rotor 2 to rotate (see Fig. 12). The axles 33 rotate clockwise to carry the fanshaped wheels 34 to revolvably press on the lower left pulley wheels 22, permitting the fanshaped wheels 34 and the pulley wheels 22 to reversely make rotary motion. The crank shaft

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32 simultaneously forces the slide way 211 of the rotor 2 to move a transversely toward the axles so as to drive the rotor to counter-clockwise move upward, with its position at 4-8 hours changed to the position of 8-12 hours. The motion is repeated again and again. During first stroke, the intersecting point between the fanshaped wheel and the pulley wheel 2A, 2B is 0 constantly within the regular circular arc of the 120 fanshaped wheel, which serves as a bearing when matching with the inner wall of the cylinder block. Therefore, when the rotor ist'otated s i counter-clockwise through 60 angle, the lower left instantaneous center 03 the center 2B of the pulley wheel) is located at a constant position, the upper pulley wheel 2A follows the rotor o to rotate counter-clockwise along the 240 curved circular arc 0 At the same time, the 240 curved circular arc 35 gives support to the upper pulley wheels 2A and is maintained within a rotary 0 track relative to the inner wall of the cylinder block. The 240 0 curved circular arc 35 also matches with the 120 circular arc to *support the pulley wheels 2B and serves as a bearing to support the rotary motion of the rotor permitting the rotor to rotate smoothly and stably. The movement of the axles and the crank i' shaft is a clockwise circular motion relative to the engine, the r L S,,t movement of the crank shaft is a reciprocating linear motion I n S'e relative to the slide way 211, and the movement of the rotor is a t counter-clockwise circular motion relative to the cylinder block.

It is counted a stroke to the cylinder block or the axles are 0 rotated c.'ockwise through 120 angle. Once the rotor has completed t three strokes, it completes a cycle and the axles are also S rotated through one full turn (see Fig. 12-21).

S z 2.The way the rotor drives the axles: After the engine is started, the explosive force pushes the 0 rotor to carry the axles to rotate, in same manner as described ~e above, via the crank shaft. However, except the crank shaft, there is another point where the torque force out of rotor 2 can 0o Spass onto the axles 33. That is the 240 curvature of fanshaped wheel 35 which is applied thereon a rolling pressure from the outer rotating pulley 1. Therefore, the way the rotor drives the S axles is perforaed more smoothly and powerfully.

4 1 V -ii I The axles are also maintained by means of the inertial effect of the external idle wheels 36 to smoothly rotate clockwise.

3.Principle of stability: The fanshaped wheels 34 are the key parts which keep the rotor to rotate stably. Referring to Fig. 10, the three instantaneous centers of the rotor are the three dead points 01, 02, 03, i.e. the upper dead point 02, the right dead point 01 and the left dead point 03. Referring to Fig.12, before the start of 3 a first stroke (see Fig. 20), the left pulley wheels 22 move r Li along the curved circular arc 35 from the upper dead point 02 to S E the left dead point 03, the crank shaft 32 is simultaneously moved to the center of the slide way. Once the first stroke starts, since the crank shaft is carried to make circular motion clockwise, after passing through the center of the slide -way 211 the crank shaft moves leftward and upward to support and 'push the slide way 211 continuously. When the fanshaped wheels 34 are rotated through 120 angle from a position corresponding to S, the cylinder wall B to a position corresponding to the cylinder wall A each 120 circular arc thereof is maintained to support or I press on the right pulley wheels 21. Therefore, a seesaw-like p lever motion is arisen. Once the fanshaped wheels 34 press and support on the pulley wheels 21 to pause temporarily so as to prohibit the rotor 2 from hitting the inner-wall of the cylinder block, at the time a last stroke just duly finished. After the start of the first stroke, the crank shaft 32 moves clockwise.

Because the 120 circular arc of each fanshaped wheel 34 is 0 1.; x 4f u o ji, i: ii:: i O .:.1i 1 11 s t C

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rotated at the same time and exactly together with the crank shaft 32 (see Fig. 12-14), the left center of the rotor 2, i.e.

the left pulley wheels 22, during its first stroke, is confined o by the 120 circular arc of the fanshaped wheels 34 within the left dead point 03. Immediately thereafter, the rotor 2 is carried by the crank shaft 32 and the slide way 211 to rotate upward. As soon as the right pulley wheels 21 are allocated at the upper dead point 02, the first stroke is completed. The second and third strokes are performed in the same manner. After the third stroke is completed, the rotor is returned to the original position.

During rotary motion, the rotor 2 is constantly externally keeping in contact with the inner wall of cylinder block 1 and constantly internally supported by the crank shaft 32 and the fanshaped wheels 34. Therefore, during rotary motion of the rotor 2, the mechanical parts are constantly maintained in contact with each other. The main feature of the present invention is at the three dead points 01, 02, 03, which permit the rotor 2 to pause temporarily at every instantaneous center. Actually the rotational inertia driving the rotor 2 to move for next stroke can be recurred ,y a seesaw-like mechanically momentum intertransference between both ends of the rotor. Since the rotor 0 compa n with the 2 runs through 60 angle per every stroke. Injcomparison with the conventi4nal reciprocating piston which changes its moving direction 'per every reverse 180 angle, better rotational inertia, longer duration at each dead point and less vibration can be achieved by the present invention.

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c8CI 4.Factor of Non-Reverse Rotation: The fanshaped wheel, the allocation of the eccentric recessed combustion chamber 214 and the biased slide way 211 can give a non-reverse rotation function through their bearing effect and the direction of the explosion force applied as aforedescribed. Besides, the arrangement of an external idle wheel can also supply the same function through its inertia momentum.

Therefore, the rotary motion of the rotor 2 keeps moving smoothly Sand will not be forced to change its direction. reversely.

C.Description of Rotational Stroke 'o When the rotor 2 is closely attached to the cylinder wall A Sduring its rotation inside the cylinder block 1 (see Fig. 12 *0 through 15), the rotor will be rotated to have its subsequent Sstrokes such that it is the first stroke of the rotor 2 when the rotor 2 is rotated on the instantaneous center 2B countero clockwise through 60 angle to closely attach to the cylinder wall C; it is the second stroke of the rotor 2 when the rotor 2 is Scontinuously rotated on the instantaneous center 2A countero clockwise through 60 angle to closely attach to the cylinder wall B (see Fig. 15 through 17); it is the third stroke of the rotor 2 when the rotor 2 is continuously rotated on the instantaneous 0 Scenter 2B counter-clockwise through 60 angle to return to attach to the cylinder wall A (see Fig. 18 through 21) Under this 9 condition, the three strokes of the rotor are continuously rotated through the three ends of a regular triangle which form a cycle. This is meant that three strokes are completed per every revolution of the rotor 2, each stroke causes volume change at the two opposite sides of the rotor 2, and the circula ory volume"

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:y C (C eI r r CC C f" t C t tC O C CE C C t 'tC C I: c' 4r change executes the function of internal combustion engine.

D.Description of Auto Cycles Referring to Figs. 12 through 15, the rotor 2 moves from cylinder wall A to cylinder wall C diring its first stroke, the volume at cylinder wall-A is extended (see Fig. 13) for the performance of two Auto strokes, i.e. fuel gas intake and explosion, and the volume at cylinder wall C is reduced for the performance of compression or exhaust of gas. If cylinder wall A is determined for fuel gas intake (see Fig. 13) and cylinder wall C is for exhaust of gas, the rotor 2 starts a second stroke to revolve closely along the cylinder wall B (Fig. 15 through 17) after the termination of a first stroke (Fig. 12 through Under this situation, the gas at cylinder wall B is turned into a compression stroke, and simultaneously the space at cylinder wall C which was just duly exhausted is turned into a fuel gas intake stroke. In the same manner, the volume at cylinder wall B in a .third stroke becomes an explosive stroke, and the volume at cylinder wall A becomes a compression stroke. After three different strokes are performed, the rotor 2 returns to original position. The rotational motion of the rotor 2 is repeated again and again. Thus, four Auto cycles are resulted (see Fig. 24).

As illustrated, after the rotor 2 revolves through 12 strokes a big cycle is started again, i.e. Auto cycle starts again after the rotor 2 as well as the axles 33 having revolved for four runs around a circle within the cylinder block 1, within which each six time's of intake work, compression work, explosion work and exhaust of gas are performed, i. e. total 24 times of wprks. In 'i i i e7 F 14 comparison with conventional reciprocating type 4-stroke engine (every time the axle of which revolves for four runs of Auto cycle, total eight times of works are performed) or 2-stroke engine (every time the axle of which revolves for four runs of Auto cycle, 16 times of works are performed), the engine of the present invention engine performs more works (3 times over 4stroke engine or 1.5 times over 2-stroke engine). If we modifiy the present invention in 2-stroke type Auto cycle (fuel gas intake and exhaust of gas are simultaneously performed), the output power of the present invention can be doubled, i.e.

0 ,c t proximately 6 times of power over conventional 4-stroke engine or O, c 3 times of power over conventional 2-stroke engine, of which the SC1 Sce cylinder capacity of the conventional engine is equivalent to t, that of the present invention, whereas the volume of the conventional engine is larger than that of this invention.

E.Cooling Similar to a conventional reciprocating type of engine, r cooling of cylinder wall of the present invention can be made either through water cooling or air cooling. However, cooling of t t* internal space of the rotor 2 is made through different ways.

S Mixed cooling fuel gas is guided, before fuel gas intake into the Scylinder block 1, to pass through the intersected area 112 and then enter fuel gas intake port. Thus, most heat inside the rotor 2 can be removed from the cylinder block 1, to thereby increase the mixing rate of fuel gas, and improve the combustion efficiency.

F.Lubrication Entrance of the mixture of gasoline and engine oil (in a simultaneously lubricates the mechanism of the engine of the present invention, the crank shaft 33 and the pulley wheels 21, ,22 are also internally lubricated by the mixed fuel gas which is V guided therein for cooling purpose. There is another method to lubricate rotary mechanism parts by compressing engine oil to enter through hole 331 on either the axles 33 to the fanshaped wheels 34 and the crank shaft 32 (see Fig. When the rotor 2 is stopped, engine oil inside the rotor 2 is discharged out of the rotor 2 through bilateral drain holes 121 (see Fig. to an .ext ernal engine oil tray for further circulation. During revolution of the rotor 2, engine oil is shaked by the rotor 2 to *o@splash over the pulley wheels and the shafts thereof, and the *rollers. Because the axles 33 revolve for one circle when the .:coo: rotor 2 is rotated through three strokes, during each stroke of the rotary motion of the rotor 2 engine oil inside the rotor 2 is :caused to produce a centrifugal inertia force and a centripetal ~.inertia force relative to two opposite sides of the rotor 2.

Engine oil under centripetal inertia force is turned to rotate through a spiral hole 3111 (see Fig. 3) toward an external engine oil tray for next circulation. Through the said circulation, the .'internal mechanism of the rotor 2 is well lubricated and cooled Sdown, and no excessive volume of engine oil is presented inside the rotor 2. An oil scraping ring 213 is provided on an inner side of the barrier 212 for precluding the oil in the rotor from ent ering the c 'ylinder block 1, which ring 213 forces engine oil to coat over the inner wall surface of the cylinder 1 for

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lubricating barrier 212.

If the present invention is modified to be adapted for a big scale engine or compressor (military frigate, vessels, locomotive or even industrial jumbo compressor or power generator etc.),lubrication for barriers and top rollers must be made in another way as described hereinafter. The pulley wheels and the fanshaped wheels are peripherally designed to form gear 2 or toothed portion 2121 on a circumferential surface of 'sch pully wheel and fanshaped wheel for their mutual engagement (see Fig.

22,' 23), and the shaft of each pulley wheel is designed as a c e screw pump 218. The rotary motion of the pulley wheels sucks C, proper amount of engine oil from two opposite ends gathered due C 4C C to centrifugal effect inside the rotor and then guides the sucked Stc engine oil to flow through the oil holes 216 (see Fig. 8) toward EeO" the barriers and rollers. Thus, the barriers and rollers can be properly lubricated during high temperature or high pressure operation.

e^ The Advantages Compared With Conventional Engine C t A. Compared with Reciprocating Engines S E 1.Mechanical Property: 1).No connecting rod is required: T This invention does not require any connecting rod.

SeDestorted or cracked connecting rod event &-cn be avoided.

2f.Cylinder wear-off problem is eliminated: In a reciprocating engine, during transmission between rotational motioh (crank(shaft) and linear reciprocating motion (piston), a piston may be repeatedly carried by a connecting rod giving. part of tangent force from such transmission to scratch *ii k- 1 Since no connecting rod is designed in this invention, the wearing problem of the cylinder can be eliminated.

3).High torque force is provided: The rotor of this invention (similar to a piston in a reciprocating engine) acts on a crank shaft through lever motion (longer arm of force), therefore less power is required. In the same manner, stronger explosive force and torque force can be achieved (in direction proportion to the length of the arm of force). Therefore, even the engine is operated under low speed, *0 a high performance can still be achieved.

4).Short range of stroke, but with sufficient power: As soon as the axles of the present invention move through e@ 0 0 0 1/3 run, i.e. 120 angle, a complete stroke is finished while it is 0 180 in a reciprocating engine. Short range of revolution stroke with longer enough displacement of auto cycles achieves high efficiency and produces sufficient power.

S 5).Less vibration is produced: o A substantially rotational motion of this invention may p 'ce less vibration than the linear motion of the conventional Srec, ocating engines.

-p 6).Less weight and space occupation are applied: The single rotor cylinder of this invention is equivalent to three comparable piston-operated engines (one common crank shaft set in one cylinder block which has three cylinder walls), thereby greatly reducing the size and weight of the engine and also obtaining a higher ratio of power to weight (power/weight), 2A 7 1 11 1 'l' 0 1 .1 18 especially beneficial for military service.

7).High compression ratio is achieved: This invention may efficiently increase compression ratio.

A lever motion type of rotational stroke can efficiently eliminate compression resistance in accordance with the present invention.

8).Stress is evenly shared: The stress frow the rotor (equivalent to piston) of this invention is not only applied onto the crank shaft but also onto u the fan shaped wheel, the latter especially shares much stress v e during the initial explosion step. The stress will be evenly rc t distributed into the crank system so as to prolong its life.

o cX pe L 2.Power: 1F t It 1).Same volume of cylinder: The power output of this invention is approximately 3 times over a comparable 4-stroke reciprocating engine or times over a comparable 2-stroke reciprocating engine (see Fig.

rt 24). This invention can also be designed in a 2-stroke(cycle) S type to double its power output, so that the energy cost can be I f" much saved.

Jj 2).Inertia: The 60 rotation of the rotor of this invention produces et recycled rotational inertia momentum to be approximately 3 times over the motion of the conventional 180 linear r ciprocating piston.

3) Fuel-air-mixture: o The fuel-air-mixture combustion of the rotational path of this invention is obviously much better than the straight fuel -19gas intake type of a conventional engine.

4).Fuel gas intake and exhausting: Regardles of the kinds of engines, the efficiency of intake and exhaust stroke can be improved merely by increasing the so called ports area. In a conventional reciprocating engine, fuel gas intake port and exhaust port area are limited within the cylinder head. In the present invention, fuel gas intake ports and exhaust ports on either two of the three cylinder walls are simultaneously used for circulation. Also we can add more ports as we need through its longer path on %~cylinder block. It means that the so called ports area can be '~highly increased. Better thermodynamic circulation is achieved CCCand pollution of air can be minimized as well.

t t B. Compared with Wankel Engine 1.Uniform temperature: In Wankel engine, combustion stroke is performed at a (1;tfixed area to unfavorably affect lubrication effect on local Scylinder wall and the barrier of the rotor so that uniform temperature inside the cylinder can not be achieved. These problems are eliminated in this invention because explosion 2.Barrier: The barrier at the 8harp end of the rotor in Wankel engine rubs forwardly against the flank portion of the cylinder block at a sharp angle. Therefore, strong vibration and damage on cylinder wall such'as chatter marks can not be eliminated even if ''<material is improved. Also the barrier at the apex portion does 0A not give a good air-sealing against explosion pressure, however the barrier at the sharp end of the rotor in this invention is carried to slide through the three cylinder walls of the 0 cylinder block through every 90 angle so that the friction resistance and air-sealing problem are minimized.

3.Torque force: Since Wankel engine utilizes a rotor to rotate on a main shaft along a peritrochoid, high torque force can not be achieved, and high power output can only be achieved by increasing the revolving speed. This means that the engine can not afford good function/power at low speed. As afore-described, Sr the present invention can produce high torque force.

rc: 4.1'uel gas intake and exhausting: SIn Wankel engine, fuel gas intake port and exhausting ctrfj port will be overlapped when the rotor is rotated to a certain angle. Under this condition, the circulation of gas will be badly affected. In this invention, fuel gas intake ports and exhaust ports on either two of the three cylinder walls are tc t simultaneously used during the same stroke for circulation.

S, Better thermodynamic circulation is achieved and pollution of air can be minimized as well.

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Claims (2)

1. A rotary machine cciprising a cylinder block defining therein a triangular chamber for mounting a crank shaft in a central portion of said chamber, and an oval rotor defining a long axis and a short axis perpendicular to said long axis of the oval rotor uslidably linked with said crank shaft to revolve around an inner wall surface of said chamber in said cylinder block, said oval rotor having a pair of regular circular arcs disposed at twoopposite endsof said long axis of said oval rotor and having a pair of curved circular arcs disposed at two opposite ends of said short axis of said oval rotor, wherein said rotor is alternatively rotated subsequently about each instantaneous oval center of three instantaneous .lot oval centers respectively positioned at three corner portions in said '7 chaffber in every 60 degrees angle change during its revolution around the inner wall surface of said cylinder block for finishing every cycle by passing through said three instantaneous centers at the three orner portions of said chamber through three strokes of alternative changes of th~e instantaneous centers so as to drive said crank shaft to rotate and permit the change of space volume at two opposite sides between said rotor and said cylinder block to oontinwusly and repeatedly perform a sequential operation cycle of a rotary madht1i; said crank shaft slidably disposed in 1W a slide way longitudinally formed in a central portion of said rotor, and bilaterally connected to two axles disposed on two opposite ends of said crank shaft for a powr output through two crank arm and two 120-degree fanshaped. wheels, each said fanshaped wheel pivotally onnected between 06 0I -22- each said crank arm and each said axle, each said fanshaped wheel having a

120-degree regular circular arc formed on a first end portion of said fanshaped wheel arxnd a 240-degree curved circular arc formed on a second end portion of said fanshaped wheel opposite to said first erndi portion of said fanshaped wheel for circumferentially continuously contacting with two pulley wheels rotatably secured on two opposite end portions of said rotor for guiding said pulley wheels to revolve along a fixed track of circular arc, said crank shaft being moved slidably inside said slide way to guide said rotor to revolve along a fixed direction, and wherein the matching of said crank shaft, said slide way, said fanshaped wheels and said pulley wheels permits the rotary machine to operate smoothly and prevents from its reverse rotation and displacement. *999 2. A rotary machine according to Claim 1, wherein each said fanshaped wheel and each said pulley wheel is respectively formed with a plurality of gear teeth circumferentially on a circumferential surface portion of each t. said fanshaped wheel and each said pulley wheel to allow a mutual t r I engagement among said wheels. S3. A rotary machine substantially as hereinbefore described with reference to the accompanying drawings. DATED this 22nd day of Septeiber 1994. CHUG-CHIEi YANG By His Patent Attorneys A. TATIEOCK ASSOCIATES V. 41,4 B 23 Abstract of the Disclosure: A rotary machine performing a triangular rotation instead of a linear reciprocating motion comprises an oval rotor set of to revolve along a three cylinder walls combined inside a cylinder block to achieve a new combustion moving function of an internal combustion engine with smaller volume, less weight, less parts but stronger power so as serve military vehicle or vessels for better capability and efficiency in the field. The three cylinder walls are incorporated into one unit with a rotor (which serves as a piston in a reciprocating engine) S rotating inside the machine. It perform? the function approximately three times than a conventional cylirner. Since no linkage is used, the crank and most parts are commonly used, the size can threrefore be greatly reduced while the horsepower is Srelatively increased. Because several intake and exhaust ports can be simultaneously used during each stroke, the efficiency in intaking and exhausting stroke of this machine is greatly improved which means the thermodynamics is fully utilized. The Srotor is designed for circulating therethrough with air and St engine oil, thereby providing better lubricating and cooling effects. The rotor is constantly in contact with the cylinder i walls during its rotary motion around a circle, a high compression ratio is simultaneously achieved as expected. 1 i *I