CA1304692C - Rotary internal combustion engine - Google Patents
Rotary internal combustion engineInfo
- Publication number
- CA1304692C CA1304692C CA000536643A CA536643A CA1304692C CA 1304692 C CA1304692 C CA 1304692C CA 000536643 A CA000536643 A CA 000536643A CA 536643 A CA536643 A CA 536643A CA 1304692 C CA1304692 C CA 1304692C
- Authority
- CA
- Canada
- Prior art keywords
- plenum
- sub
- radial
- plenums
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
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Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C1/00—Rotary-piston machines or engines
- F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
- F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Cylinder Crankcases Of Internal Combustion Engines (AREA)
Abstract
TITLE
ROTARY INTERNAL COMBUSTION ENGINE
INVENTOR
Milos VUJIC
ABSTRACT
A cylindro-epitrochoidal internal combustion engine with the cross-section of an epitrochoid, and a longitudinal section of two intersecting cylinders. The intersecting cylinders have radii Rx and Ry respectively from centers X
and Y. A cylindrical rotor of radius r which is substantially smaller than that of Rx or Ry rotates about its longitudinal axis or center X and carries with it a ported radial whose distal end traces out the loci of points of radius Rx. Orbiting with the radial piece is a bifurcate cylinder having exterior diameter Ry, centered on the center Y and orbited in concert with the rotor piece within radius Ry to generate at least three internal plenums to the housing and from time to time four; the plenums changing in size and being an input, compression, power and exhaust plenum. In this respect the power and exhaust plenums are interior of the orbiting cylinder while the intake and compression plenums are defined by the engine housing; on the one hand, and the orbiting cylinder on the other.
ROTARY INTERNAL COMBUSTION ENGINE
INVENTOR
Milos VUJIC
ABSTRACT
A cylindro-epitrochoidal internal combustion engine with the cross-section of an epitrochoid, and a longitudinal section of two intersecting cylinders. The intersecting cylinders have radii Rx and Ry respectively from centers X
and Y. A cylindrical rotor of radius r which is substantially smaller than that of Rx or Ry rotates about its longitudinal axis or center X and carries with it a ported radial whose distal end traces out the loci of points of radius Rx. Orbiting with the radial piece is a bifurcate cylinder having exterior diameter Ry, centered on the center Y and orbited in concert with the rotor piece within radius Ry to generate at least three internal plenums to the housing and from time to time four; the plenums changing in size and being an input, compression, power and exhaust plenum. In this respect the power and exhaust plenums are interior of the orbiting cylinder while the intake and compression plenums are defined by the engine housing; on the one hand, and the orbiting cylinder on the other.
Description
~3~4~9Z
This invention relates to rotary engine and particularly to an epitrochoidal like internal combustion engine.
It is well known that there have been many attempts to design rotary engines to enhance efficiency of the Eour cycle engine principle. Most of them have failed because construction has been complicated and expensive and the resulting efficiency was too low.
It is an object of the present invention is to provide an internal combustion rotary engine with simple and light construction, not expensive to build, but with many similar principles of four cycle engine; for example, the compression ratio and firing timing are similar as is a prolonged time for suction and exhaust but tha invention employs a rotary rather than a reciprocating piston.
The invention therefore contemplates an internal combustion engine comprising:
(A) an engine housing characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between tha respective longitudinal axes of the cylindrical sub-plenums;
~b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine;
and ~3()4E;.~Z
(ii) a first combustion exhaust port; and, (iii) a second fuel input port.
(B) a rotary piston located within the housing and adapted for rotation therein, the rotary piston comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length HX ~ mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
The invention also achieves a novel engine housing for an internal combustion engine characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectiveiy interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective ~:
~3~ 2 longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine; and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
As an additional feature of the invention the invention also contemplates a novel rotary piston for a rotary internal combustion engine comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis o~ the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
The invention will now be described by way of example and reference to the accompanying drawings in which:
Figures 1 through 7 are transverse sectional views diagrammatically showing one form o the novel engine with its rotary piston travelling through its different operating cycles.
Figure 8 is a diagrammatic longitudinal section along ~3~4 Ei~2 VIII-VIII of Figure 7.
Figure 9 is a diagramrnatic longitudinal section along IX-IX of Figure 2.
Figure 10 is a simplified assembly view.
Referring to the figures, a novel rotary engine 10 has an engine housing 11 that is generally, in cross-section, an epitrochoid with respective centers X and Y and respective radii Rx and Ry therefrom. The respective radii trace out the loci of points respectively on the inner surfaces llx and lly defined by the side llS of the housing 11 and thus trace out the epitrochoid cross-section seen in figures 1 through 7. The centers X and Y, therefore, are in fact the longitudinal axes X and Y of respective upright cylinders with a radii of Rx and Ry wherein the cylindrical longitudinal axis X and radius Rx may be defined as a first sub-plenum while the upright cylinder with longitudinal axis Y and radius Ry is a second sub-plenum, the two sub-plenums defining a single cylindro~epitrochoid plenum P. As will be apparent, the height of the second sub-plenum Py may be higher than that of the first sub-plenum Px but in lateral cross-sections, the plenums are symmetrical as clearly seen in figures 8 and 9. In the preferred embodiment the sub-plenum Py has a two tier height, an outer annular height larger than that of a central core height.
Referring to figure 10, the engine housing 11 has a top cover member llT and a bottom cover member llB and the same are respectively held together by bolts and nuts in a conventional manner as shown in that figure. The three components constitute, therefore, the engine housing 11 that defines the cylindro-epitrochroid plenum P, which as will be seen in the figures, is partitioned by interior rotating components constituting the rotary piston into sub-plenums, as ; will be later descrihed. These sub~plenums change in size and location as they are rotatingly partitioned from time to time by the cyclic revolution of the interior components constituting the rotary piston of the engine.
Generall4j as depictea in figures I tùrough 7 and as :' :
.
: ' ' ~304~
will be more accurately described herea~tert a c~lindrical rotor piece 14 has a diameter r which is smaller than either diameter Rx or Ry and rotates about its center and logitudinal axis X and carries into rotation with it a surrounding bi~urcated annulus 15 of larger exterior diameter, Ry that rotates about its center and longitudinal axis Y.
The bifurcate annulus rotates in the sub-plenum Py with opposite ends nest in there race 15R. As such the heighth of the bifurcate annulus 15 is larger than that of the rotor 14.
The synchronizism of rotation of both rotor piece 14 and annulus 15 is achieved by means of a ported radial 18, which at one end 19 indexes into a longitudinal notch 20 formed into the perimeter of and defined by the cylindrical rotor 14. The radial 18 extends through an aperture 16 defined by the face of opposing arms 17 of the bifurcated annulus 15 so that the distal end 21 (of the radial 18) urges against the inner surfaces, llx of the sub-plenum Px defined by the cylindro-epitrochoidal housing 11, depending upon the angular position of the rotor piece 14, all as is clearly seen in figures 1 through 7 inclusive.
Referring to the figures the radial 18, in fact, extends through a cylindrical bearing 25 that, and now referring specifically to figure 10, is carried in part by arcuate faces 16 on the opposite arms 17 of the bifurcated annulus to form in each such face an arcuate sheet. Preferably; therefore, the bearing 25 is cylindrical and nests into the accommodating : arcuate faced sheets 16 defined at each distal end of the opposing arms 17 of the bifurcate annulus 15. The cylindrical bearing 25 has end shafts 25' of smaller diameter that nestingly seat into accomodating apertures 150 defined in opposite arcuate braces 15l that themselves nesting fit in accomodating cordal slots 15" formed in opposite end surfaces of the bifurcate annulus 15. The arcuate braces 15" are held in place by bolts 15* to retain the cylindical bearing 25 in the arcuate faced recess 16. The cylindrical bearing 25 itself defines a radial slot through which the radial 18 extends and moves in a to and fro fashion as will be seen in ~304~;92 -- 6 ~
the figures. The combination of the radial 18 extending through the diametric slot 25S and the cylindrical bearing 25 acting as pivoting and mating seal against the arcuate faces 16 formed in the distal ends of the arms 17 of the bifurcated annulus form a seal between radial 18 and orbiting annulus 15 with sole communication across the seal defined by the channel 22 in the radial 18 itself~
Referring to figures 8 and 9 the housing 11 is closed off at the top and bottom by a top member llT, and a bottom member llB so as to define therein a cylindrical plenum whose cross-section is epitrochoidal~ The top and bottom members llT and llB respectively define therein apertures 13T and 13B
that accomodate a protuding journal 14' integral with rotor piece 14 and whose longitudinal axis intersects the center X
about which the rotor piece 14 rotates. As such, in the side elevational views, as shown in figures 8 and 9, the rotor piece 14 is an upright cylinder with journals 14' protruding from both the upper and bottom surfaces of the rotor 14 and extending out of housing 11, as engine shafts, through the apertures 13T and 13B defined by the top and bottom cover members llT and llB of the housing 11.
A first exhaust port 40 communicates through opposite upper and lower end of the sub-plenum Py of the cylindro-epitrochoidal combustion chamber P so as to permit evacuation of the exhaust or suspend gasses of the engine as will become apparent. There are preferably, and referring to igures ~, 9 and 10, two such exhaust ports, one defined in the top cover member llT and the other in bottom cover llB.
For reasons as will become apparent the cover members llT and llB define in their inner surfaces, a communicating exhaust race 41 which also communicates with the exhaust port and is arcuate in nature and formed in the fashion as clearly seen in the figures 1 through 4, figure 7, and figures 9 and 10. The exhaust race 41 is preferably graduated in depth, that is at its distal tip it is flush with the upper end of the cylindrical plenum Py while at its approximate end communicating with port 40, it is deeper. It is also located ~30~;g:~
on a radius substantially less than Ry and is hence closer to the common axes ~ and Y of the upright cylindrical sub-plenums Px and Py~
Similarly, there is a second fuel intake communicating port 30~ but, this communicates through the side llS of the housing for communicating fuel directly into the second cylindri.cal sub-plenum Py~ The side wall llS also defines a fuel intake race 31 whose approximate end communicates with the second fuel intake communicating port 30 while its distal merges with the surface 11x at a transcending angle of approximately 30 from the center Y.
It will be seen, therefore, that the second fuel intake communicating port 30 and its race 31 are located at a radial dimension further from the longitudinal axes X and Y than the first fuel exhaust port 40 and communicating exhaust race 41.
The radial ported vane 18 has channels 22 therethrough each with outward or distal ports 23 communicating in the proximity of the inner surfaces llx while inner ports 24 areadapted to periodically communicate with the power stroke plenum Pp which is defined by one surface of the radial 18, the exterior surface of the cylindrical rotor piece 14 and the interior surface 15i. The power stroke plenum Pp appears in figures 2 through 6 of the circumscribing orbiting annulus 15.
It will be seen, when comparing figures 8 and 9 with those of figures 1 through 7, that the bifurcated annulus 15, and as will be described hereafter, rotates always about the center Y and in frictional engagement with inner surface lly~ This is achieved by having the bifurcate annulus 15 of height larger than Hx; to rotor of height Hx, and the top and bottom surfaces llT and llB respectively defining a race 15R of outer and inner diameter sized to accomodate rotation within the races of the bifurcate annulus 15. This is seen in figures 8, 9, 10 and as such the bifurcate annulus is held to rotate in what has been described plenum Py~ Further, it will be seen from the cross-sectional figures 8 and 9 that there are a plurality of channels 22 through the radial 18.
~3~4~;g~
In operation the cylindric rotor piece 14 and bifurcated annulus 15 rotate clockwise about thelr respective centers X and Y and the radial 18 is required to migrate in frictional engagement over the inner surface llx of the sub-plenum Px defined by the cylindro~epitrochoidal chamber 11. Note some o the angular positions, as seen in figures 4, 5 and 6, the distal end 19 of the radial 18 never engages the surface lly of sub-plenum Py because the distal end 19 traces out the loci of points of the radius Rx.
In operation the following transpires:
Figure 1 represents an input and compression stoke.
During the clockwise rotation of the rotor piece 14 and the orbiting annulus 15 the fuel mixture is drawn through in the fuel input port 30 into the intake sub-plenum Pi while as a result of the earlier stroke, from the previous cycle, the fuel and gas mixture contained in the compression plenum Pc undergoes compression. The compression plenum Pc communicates with distal ports 23 of the channels 22 but the proximate or inner ports 24 are closed off by the seal 25.
Hence none of the compressed fuels can escape until the ro~or piece 14 and the orbiting cylinder 15 have further rotated 90 into the position of figure 2 whereupon there are now four sub-plenums defined, an expanded intake plenum Pi; a much reduced compression plenum Pc~ now communicating with a power stoke plenum Pp as a result of the cornmunciation through channel 22 via distal and proximate ports 23 and 24.
The power plenum Pp is defined by that space between the inner surface 15i of the orbiting cylinder 15, the exterior surface of the rotor piece 14, the top and bottom walls of the housing llT and llB, and of course the radial 18. A fourth plenum Px is very large, and constitutes the exhaust plenum and communicates with the exhaust race 41 and the exhaust ports 40 so as to allow any exhaust gases within the exhaust plenum Px to be evacuated as will be apparent hereafter.
In figure 3 the compression plenum Pc becomes extinct as the rotor~piece 14 and orbiting cylinder 15 further rotate clockwise so that the radial 18 is in the common chordal plane , .
~L30~
~the juncture or interface between the two inner surfaces of 11 x and 11 y .) Firing of the spark plug 43, clearly shown in figures 3, 4, 9 and 10, causes ignition take place in the plenum Pp at this moment and the power stoke is initiated into figures 4 and 5 exhausting the spent gases from plenum P
x continuously out the exhaust race 41 and also causing the input plenum P i to increase in size drawing further fuel and gas mixtures into there for the next cycle.
In figure 5, the radial 18 is across the intake channel 30 as shown and the distal ports 23 are closed o~f by the seal 1025. On further clockwise rotation into that shown in figure 6 the distal ports 23 remain closed off until the rotation of figure 7 is achieved whereby the three initial plenums of figure 1 are now found, the intake plenum P i , now continually expanding; the compression plenum P c now reducing in volumetric size; and the exhaust plenum P x .
.
This invention relates to rotary engine and particularly to an epitrochoidal like internal combustion engine.
It is well known that there have been many attempts to design rotary engines to enhance efficiency of the Eour cycle engine principle. Most of them have failed because construction has been complicated and expensive and the resulting efficiency was too low.
It is an object of the present invention is to provide an internal combustion rotary engine with simple and light construction, not expensive to build, but with many similar principles of four cycle engine; for example, the compression ratio and firing timing are similar as is a prolonged time for suction and exhaust but tha invention employs a rotary rather than a reciprocating piston.
The invention therefore contemplates an internal combustion engine comprising:
(A) an engine housing characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between tha respective longitudinal axes of the cylindrical sub-plenums;
~b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine;
and ~3()4E;.~Z
(ii) a first combustion exhaust port; and, (iii) a second fuel input port.
(B) a rotary piston located within the housing and adapted for rotation therein, the rotary piston comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length HX ~ mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
The invention also achieves a novel engine housing for an internal combustion engine characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectiveiy interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective ~:
~3~ 2 longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine; and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
As an additional feature of the invention the invention also contemplates a novel rotary piston for a rotary internal combustion engine comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis o~ the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
The invention will now be described by way of example and reference to the accompanying drawings in which:
Figures 1 through 7 are transverse sectional views diagrammatically showing one form o the novel engine with its rotary piston travelling through its different operating cycles.
Figure 8 is a diagrammatic longitudinal section along ~3~4 Ei~2 VIII-VIII of Figure 7.
Figure 9 is a diagramrnatic longitudinal section along IX-IX of Figure 2.
Figure 10 is a simplified assembly view.
Referring to the figures, a novel rotary engine 10 has an engine housing 11 that is generally, in cross-section, an epitrochoid with respective centers X and Y and respective radii Rx and Ry therefrom. The respective radii trace out the loci of points respectively on the inner surfaces llx and lly defined by the side llS of the housing 11 and thus trace out the epitrochoid cross-section seen in figures 1 through 7. The centers X and Y, therefore, are in fact the longitudinal axes X and Y of respective upright cylinders with a radii of Rx and Ry wherein the cylindrical longitudinal axis X and radius Rx may be defined as a first sub-plenum while the upright cylinder with longitudinal axis Y and radius Ry is a second sub-plenum, the two sub-plenums defining a single cylindro~epitrochoid plenum P. As will be apparent, the height of the second sub-plenum Py may be higher than that of the first sub-plenum Px but in lateral cross-sections, the plenums are symmetrical as clearly seen in figures 8 and 9. In the preferred embodiment the sub-plenum Py has a two tier height, an outer annular height larger than that of a central core height.
Referring to figure 10, the engine housing 11 has a top cover member llT and a bottom cover member llB and the same are respectively held together by bolts and nuts in a conventional manner as shown in that figure. The three components constitute, therefore, the engine housing 11 that defines the cylindro-epitrochroid plenum P, which as will be seen in the figures, is partitioned by interior rotating components constituting the rotary piston into sub-plenums, as ; will be later descrihed. These sub~plenums change in size and location as they are rotatingly partitioned from time to time by the cyclic revolution of the interior components constituting the rotary piston of the engine.
Generall4j as depictea in figures I tùrough 7 and as :' :
.
: ' ' ~304~
will be more accurately described herea~tert a c~lindrical rotor piece 14 has a diameter r which is smaller than either diameter Rx or Ry and rotates about its center and logitudinal axis X and carries into rotation with it a surrounding bi~urcated annulus 15 of larger exterior diameter, Ry that rotates about its center and longitudinal axis Y.
The bifurcate annulus rotates in the sub-plenum Py with opposite ends nest in there race 15R. As such the heighth of the bifurcate annulus 15 is larger than that of the rotor 14.
The synchronizism of rotation of both rotor piece 14 and annulus 15 is achieved by means of a ported radial 18, which at one end 19 indexes into a longitudinal notch 20 formed into the perimeter of and defined by the cylindrical rotor 14. The radial 18 extends through an aperture 16 defined by the face of opposing arms 17 of the bifurcated annulus 15 so that the distal end 21 (of the radial 18) urges against the inner surfaces, llx of the sub-plenum Px defined by the cylindro-epitrochoidal housing 11, depending upon the angular position of the rotor piece 14, all as is clearly seen in figures 1 through 7 inclusive.
Referring to the figures the radial 18, in fact, extends through a cylindrical bearing 25 that, and now referring specifically to figure 10, is carried in part by arcuate faces 16 on the opposite arms 17 of the bifurcated annulus to form in each such face an arcuate sheet. Preferably; therefore, the bearing 25 is cylindrical and nests into the accommodating : arcuate faced sheets 16 defined at each distal end of the opposing arms 17 of the bifurcate annulus 15. The cylindrical bearing 25 has end shafts 25' of smaller diameter that nestingly seat into accomodating apertures 150 defined in opposite arcuate braces 15l that themselves nesting fit in accomodating cordal slots 15" formed in opposite end surfaces of the bifurcate annulus 15. The arcuate braces 15" are held in place by bolts 15* to retain the cylindical bearing 25 in the arcuate faced recess 16. The cylindrical bearing 25 itself defines a radial slot through which the radial 18 extends and moves in a to and fro fashion as will be seen in ~304~;92 -- 6 ~
the figures. The combination of the radial 18 extending through the diametric slot 25S and the cylindrical bearing 25 acting as pivoting and mating seal against the arcuate faces 16 formed in the distal ends of the arms 17 of the bifurcated annulus form a seal between radial 18 and orbiting annulus 15 with sole communication across the seal defined by the channel 22 in the radial 18 itself~
Referring to figures 8 and 9 the housing 11 is closed off at the top and bottom by a top member llT, and a bottom member llB so as to define therein a cylindrical plenum whose cross-section is epitrochoidal~ The top and bottom members llT and llB respectively define therein apertures 13T and 13B
that accomodate a protuding journal 14' integral with rotor piece 14 and whose longitudinal axis intersects the center X
about which the rotor piece 14 rotates. As such, in the side elevational views, as shown in figures 8 and 9, the rotor piece 14 is an upright cylinder with journals 14' protruding from both the upper and bottom surfaces of the rotor 14 and extending out of housing 11, as engine shafts, through the apertures 13T and 13B defined by the top and bottom cover members llT and llB of the housing 11.
A first exhaust port 40 communicates through opposite upper and lower end of the sub-plenum Py of the cylindro-epitrochoidal combustion chamber P so as to permit evacuation of the exhaust or suspend gasses of the engine as will become apparent. There are preferably, and referring to igures ~, 9 and 10, two such exhaust ports, one defined in the top cover member llT and the other in bottom cover llB.
For reasons as will become apparent the cover members llT and llB define in their inner surfaces, a communicating exhaust race 41 which also communicates with the exhaust port and is arcuate in nature and formed in the fashion as clearly seen in the figures 1 through 4, figure 7, and figures 9 and 10. The exhaust race 41 is preferably graduated in depth, that is at its distal tip it is flush with the upper end of the cylindrical plenum Py while at its approximate end communicating with port 40, it is deeper. It is also located ~30~;g:~
on a radius substantially less than Ry and is hence closer to the common axes ~ and Y of the upright cylindrical sub-plenums Px and Py~
Similarly, there is a second fuel intake communicating port 30~ but, this communicates through the side llS of the housing for communicating fuel directly into the second cylindri.cal sub-plenum Py~ The side wall llS also defines a fuel intake race 31 whose approximate end communicates with the second fuel intake communicating port 30 while its distal merges with the surface 11x at a transcending angle of approximately 30 from the center Y.
It will be seen, therefore, that the second fuel intake communicating port 30 and its race 31 are located at a radial dimension further from the longitudinal axes X and Y than the first fuel exhaust port 40 and communicating exhaust race 41.
The radial ported vane 18 has channels 22 therethrough each with outward or distal ports 23 communicating in the proximity of the inner surfaces llx while inner ports 24 areadapted to periodically communicate with the power stroke plenum Pp which is defined by one surface of the radial 18, the exterior surface of the cylindrical rotor piece 14 and the interior surface 15i. The power stroke plenum Pp appears in figures 2 through 6 of the circumscribing orbiting annulus 15.
It will be seen, when comparing figures 8 and 9 with those of figures 1 through 7, that the bifurcated annulus 15, and as will be described hereafter, rotates always about the center Y and in frictional engagement with inner surface lly~ This is achieved by having the bifurcate annulus 15 of height larger than Hx; to rotor of height Hx, and the top and bottom surfaces llT and llB respectively defining a race 15R of outer and inner diameter sized to accomodate rotation within the races of the bifurcate annulus 15. This is seen in figures 8, 9, 10 and as such the bifurcate annulus is held to rotate in what has been described plenum Py~ Further, it will be seen from the cross-sectional figures 8 and 9 that there are a plurality of channels 22 through the radial 18.
~3~4~;g~
In operation the cylindric rotor piece 14 and bifurcated annulus 15 rotate clockwise about thelr respective centers X and Y and the radial 18 is required to migrate in frictional engagement over the inner surface llx of the sub-plenum Px defined by the cylindro~epitrochoidal chamber 11. Note some o the angular positions, as seen in figures 4, 5 and 6, the distal end 19 of the radial 18 never engages the surface lly of sub-plenum Py because the distal end 19 traces out the loci of points of the radius Rx.
In operation the following transpires:
Figure 1 represents an input and compression stoke.
During the clockwise rotation of the rotor piece 14 and the orbiting annulus 15 the fuel mixture is drawn through in the fuel input port 30 into the intake sub-plenum Pi while as a result of the earlier stroke, from the previous cycle, the fuel and gas mixture contained in the compression plenum Pc undergoes compression. The compression plenum Pc communicates with distal ports 23 of the channels 22 but the proximate or inner ports 24 are closed off by the seal 25.
Hence none of the compressed fuels can escape until the ro~or piece 14 and the orbiting cylinder 15 have further rotated 90 into the position of figure 2 whereupon there are now four sub-plenums defined, an expanded intake plenum Pi; a much reduced compression plenum Pc~ now communicating with a power stoke plenum Pp as a result of the cornmunciation through channel 22 via distal and proximate ports 23 and 24.
The power plenum Pp is defined by that space between the inner surface 15i of the orbiting cylinder 15, the exterior surface of the rotor piece 14, the top and bottom walls of the housing llT and llB, and of course the radial 18. A fourth plenum Px is very large, and constitutes the exhaust plenum and communicates with the exhaust race 41 and the exhaust ports 40 so as to allow any exhaust gases within the exhaust plenum Px to be evacuated as will be apparent hereafter.
In figure 3 the compression plenum Pc becomes extinct as the rotor~piece 14 and orbiting cylinder 15 further rotate clockwise so that the radial 18 is in the common chordal plane , .
~L30~
~the juncture or interface between the two inner surfaces of 11 x and 11 y .) Firing of the spark plug 43, clearly shown in figures 3, 4, 9 and 10, causes ignition take place in the plenum Pp at this moment and the power stoke is initiated into figures 4 and 5 exhausting the spent gases from plenum P
x continuously out the exhaust race 41 and also causing the input plenum P i to increase in size drawing further fuel and gas mixtures into there for the next cycle.
In figure 5, the radial 18 is across the intake channel 30 as shown and the distal ports 23 are closed o~f by the seal 1025. On further clockwise rotation into that shown in figure 6 the distal ports 23 remain closed off until the rotation of figure 7 is achieved whereby the three initial plenums of figure 1 are now found, the intake plenum P i , now continually expanding; the compression plenum P c now reducing in volumetric size; and the exhaust plenum P x .
.
Claims (23)
1. For a rotary internal combustion engine an engine housing characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine; and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine; and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
2. The engine housing as claimed in Claim 1 wherein the first combustion exhaust port communicates with the plenum closer to the respective longitudinal axes of the sub-plenums than the second fuel input port.
3. The engine housing as claimed in Claim 2 wherein the first combustion exhaust port communicates with the first sub-plenum and the second fuel input port communicates with the second sub-plenum.
4. The engine housing as claimed in Claims 1, 2 or 3 includes means for accomodating a means for igniting compressed combustion fuels within a region of the first sub-plenum.
5. The engine housing as claimed in Claim 1, 2 or 3 wherein the housing defined in communication with the sub-plenums there is defined a first radially disposed race communicating with the first combustion exhaust port and a second race communicating with said second fuel input port.
6. The engine as claimed in Claim 1, 2 or 3 wherein there are a pair of first combustion exhaust ports, defined by and located at opposite ends of the plenum.
7. The engine housing as claimed in Claim 1, 2 or 3 wherein the longitudinal dimension of the first sub-plenum is greater than that of the second sub-plenum.
8. The engine housing as claimed in Claim 1, 2 or 3 wherein the first sub-plenum has an outer cylindrical region of greater longitudinal dimension than its inner core region; and longitudinal dimension of the inner core region is equal to that of the second sub-plenum and symmetrical therewith along the lateral axes thereof.
9. A rotary piston for a rotary internal combustion engine comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
10. The rotary piston as claimed in Claim 9 wherein said one radial face is a trailing face relative to the said opposite radial face.
11. The rotary piston as claimed in Claim 10 including a sealing means carried by the bifurcate annulus.
12. The rotary piston as claimed in Claim 11 wherein the sealing means is a cylindrical seal and defines a diametrical slot therethrough, and wherein the bifurcate annulus has opposing arms adapted to sealing accomodate the cylindrical seal while it is held thereby and permits sealing enagement of the radial through the diametrical slot and sealing and pivotal engagement is achieved between radial and bifurcate annulus.
13. An internal combustion engine comprising:
(A) an engine housing characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine;
and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
(B) a rotary piston located within the housing and adapted for rotation therein, the rotary piston comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
(A) an engine housing characterized by:
(a) a single plenum that in lateral central cross-section is an epitrochoid composed of a first and a second sub-plenum respectively interjoining to form said plenum, each of said sub-plenums defined by an upright cylinder each of whose longitudinal axis is parallel so that between the upright cylinders there is a common chordal plane that axis is also parallel to the longitudinal axes of the cylindrical sub-plenums while the width of the common chordal sheet is a distance which is less than the distance between the respective longitudinal axes of the cylindrical sub-plenums;
(b) the housing defining:
(i) apertures with centers that at opposite ends of the upright cylinders are centered on the prolongation of the longitudinal axis of the first sub-plenum whereby the aperture acts as means for accomodating a drive shaft located within the internal combustion engine;
and (ii) a first combustion exhaust port; and, (iii) a second fuel input port.
(B) a rotary piston located within the housing and adapted for rotation therein, the rotary piston comprising:
(a) an upright cylindrical rotor piece of radius r and height Hx with a longitudinal axis of rotation steping at opposite ends into protuding journals while the rotary piece defines a holding means on its perimeter;
(b) a radial member with opposite radial faces, and length Hx, mounted on the perimeter of the cylindrical rotor piece and held by the holding means, the radial member having a distal and a proximate end, the distal end tracing out the locii of points on a radius Rx and, defining a channel that communicates one radial face near the distal end with the opposite radial face near the proximate end.
(c) a bifurcate annulus defining a longitudinal slot parallel to the longitudinal axis of the rotor, the annulus of height greater than Hx and positioned to circumsribe the rotor whereby the slot is in sealing engagement with the radial which projects therethrough.
14. The engine housing as claimed in Claim 13 wherein the first combustion exhaust port communicates with the plenum closer to the respective longitudinal axes of the sub-plenums than the second fuel input port.
15. The engine housing as claimed in Claim 14 wherein the first combustion exhaust port communicates with the first sub-plenum and the second fuel input port communicates with the second sub-plenum.
16. The engine housing as claimed in Claims 13, 14 or 15 includes means for accomodating a means for igniting compressed combustion fuels within a region of the first sub-plenum.
17. The engine housing as claimed in Claim 13, 14 or 15 wherein the housing defined in communication with the sub-plenums there is defined a first radially disposed race communicating with the first combustion exhaust port and a second race communicating with said second fuel input port.
18. The engine as claimed in Claim 13, 14 or 15 wherein there are a pair of first combustion exhaust ports, defined by and located at opposite ends of the plenum.
19. The engine housing as claimed in Claim 13, 14 or 15 wherein the longitudinal dimension of the first sub-plenum is greater than that of the second sub-plenum.
20. The engine housing as claimed in Claim 13, 14 or 15 wherein the first sub-plenum has an outer cylindrical region of greater longitudinal dimension than its inner core region;
and longitudinal dimension of the inner core region is equal to that of the second sub-plenum and symmetrical therewith along the lateral axes thereof.
and longitudinal dimension of the inner core region is equal to that of the second sub-plenum and symmetrical therewith along the lateral axes thereof.
21. The rotary piston as claimed in Claim 13 wherein said one radial face is a trailing face relative to the said opposite radial face.
22. The rotary piston as claimed in Claim 21 including a sealing means carried by the bifurcate annulus.
23. The rotary piston as claimed in Claim 22 wherein the sealing means is a cylindrical seal and defines a diametrical slot therethrough, and wherein the bifurcate annulus has opposing arms adapted to sealing accomodate the cylindrical seal while it is held thereby and permits sealing enagement of the radial through the diametrical slot and sealing and pivotal engagement is achieved between radial and bifurcate annulus.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000536643A CA1304692C (en) | 1987-05-08 | 1987-05-08 | Rotary internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000536643A CA1304692C (en) | 1987-05-08 | 1987-05-08 | Rotary internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1304692C true CA1304692C (en) | 1992-07-07 |
Family
ID=4135611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000536643A Expired - Lifetime CA1304692C (en) | 1987-05-08 | 1987-05-08 | Rotary internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1304692C (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006072820A2 (en) * | 2004-12-20 | 2006-07-13 | Aldo Cerruti | Ic engine with mobile combustion chamber |
| EP2100017A1 (en) * | 2006-12-19 | 2009-09-16 | Gerber Engineering Incorporated | Rotary engine with cylinders of different design and volume |
| US8001949B2 (en) * | 2005-08-01 | 2011-08-23 | Savvas Savvakis | Internal combustion engine |
| CN111779569A (en) * | 2019-07-29 | 2020-10-16 | 江苏大学 | Rotary piston type engine |
-
1987
- 1987-05-08 CA CA000536643A patent/CA1304692C/en not_active Expired - Lifetime
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006072820A2 (en) * | 2004-12-20 | 2006-07-13 | Aldo Cerruti | Ic engine with mobile combustion chamber |
| WO2006072820A3 (en) * | 2004-12-20 | 2006-08-31 | Aldo Cerruti | Ic engine with mobile combustion chamber |
| US8001949B2 (en) * | 2005-08-01 | 2011-08-23 | Savvas Savvakis | Internal combustion engine |
| EP2100017A1 (en) * | 2006-12-19 | 2009-09-16 | Gerber Engineering Incorporated | Rotary engine with cylinders of different design and volume |
| EP2100017A4 (en) * | 2006-12-19 | 2012-09-05 | Net New Engine Technologies Ltd | Rotary engine with cylinders of different design and volume |
| CN111779569A (en) * | 2019-07-29 | 2020-10-16 | 江苏大学 | Rotary piston type engine |
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