CA2084215A1 - Rotary internal combustion engine - Google Patents
Rotary internal combustion engineInfo
- Publication number
- CA2084215A1 CA2084215A1 CA 2084215 CA2084215A CA2084215A1 CA 2084215 A1 CA2084215 A1 CA 2084215A1 CA 2084215 CA2084215 CA 2084215 CA 2084215 A CA2084215 A CA 2084215A CA 2084215 A1 CA2084215 A1 CA 2084215A1
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- Canada
- Prior art keywords
- primary
- cylinder
- lobe
- primary cylinder
- cavity
- 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.)
- Abandoned
Links
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
- F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
- F01C1/12—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type
- F01C1/14—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons
- F01C1/20—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons with dissimilar tooth forms
-
- 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
- F01C11/00—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
- F01C11/002—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
- F01C11/004—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle and of complementary function, e.g. internal combustion engine with supercharger
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A rotary internal combustion engine consisting of a housing having a primary cylindrical cavity and two secondary cylindrical cavities axially aligned with and intersecting the primary cavity. A primary cylinder is rotatably mounted in the primary cavity. The primary cylinder has a pair of opposed axially extending projecting lobe-like pistons. A secondary cylinder is rotatably mounted in each of the secondary cylindrical cavities. Each secondary cylinder has a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder. An ignition cycle is established in which a fuel/air mixture is drawn into the primary cylindrical cavity through an intake port, compressed into the recessed chamber by the lobe-like piston, and ignited. The explosive ignition of the fuel air mixture imparts a rotational force to the primary cylinder and perpetuates the ignition cycle. Timing Gears maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
A rotary internal combustion engine consisting of a housing having a primary cylindrical cavity and two secondary cylindrical cavities axially aligned with and intersecting the primary cavity. A primary cylinder is rotatably mounted in the primary cavity. The primary cylinder has a pair of opposed axially extending projecting lobe-like pistons. A secondary cylinder is rotatably mounted in each of the secondary cylindrical cavities. Each secondary cylinder has a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder. An ignition cycle is established in which a fuel/air mixture is drawn into the primary cylindrical cavity through an intake port, compressed into the recessed chamber by the lobe-like piston, and ignited. The explosive ignition of the fuel air mixture imparts a rotational force to the primary cylinder and perpetuates the ignition cycle. Timing Gears maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
Description
~ 2084215 The present invention relates to a rotary internal combustion engine.
5 ~ACKGROUND OF THE INVENTION
A rotary internal combustion engine has significant advantages over a conventional piston driven internal combustion engine. A piston driven internal combustion engine has an inherent disadvantage for it must convert reciprocating motion by its pistons into rotary motion. A rotary engine also has fewer moving parts.
The most successful rotary internal combustion engine is the Wankel engine, invented by the German engineer Felix Wankel 15 in the 1950 ' s . The Wankel engine consists of a housing and a triangular rotor with three faces meeting at apexes that are always in sealing contact with an interior surface of the housing. The triangular rotor forms three chambers between the rotor faces and the interior surface of the housing. A ring gear is positioned within an interior of the rotor. The ring gear moves in an eccentric fashion about a main shaft. The rotor serves an analogous function to a piston. The chambers serve an analogous function to the piston cylinders, but each chamber changes continuously in volume, shape and position as 25 the rotor turns. The volume changes provide the pumping action during a fuel-air intake, compression, combustion, and exhaust cycle. The rotor faces open and close inlet and exhaust ports at appropriate times in the cycle eliminating the need for valves. The Wankel engine produces an equivalent horsepower to a conventional, reciprocating piston, internal combustion engine of twice the size and weight.
SUMMARY OF THE INVENTION
What is required is an alternative rotary combustion 35 engine.
According to the present invention there is provided a rotary internal combustion engine which is comprised of a housing having a primary cylindrical cavity and at least two .,. : , -, . , ~ . ,, . , ,.................... , ,, - -.. ~ ...... .
,: ~ . : .
208~215 secondary cylindrical cavities axially aligned with and intersecting the primary cavity. The primary cavity has an interior surface, an intake port and an exhaust port. A
primary cylinder is rotatably mounted in the primary cavity.
The primary cylinder has a circumferential exterior surface with at least one pair of opposed axially extending projecting lobe-like pistons having a leading face and a trailing face as defined by the direction of rotation. The lobe-like pistons contact the interior surface of the primary cavity upon rotation of the primary cylinder. A secondary cylinder is rotatably mounted in each of the secondary cylindrical cavities. Each secondary cylinder has a circumferential exterior surface in contact with the circumferential exterior surface of the primary cylinder and a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder. Each of the recessed chambers has a leading interior sidewall and a trailing interior sidewall as defined by the direction of rotation. Ignition means is disposed within one of the secondary cylindrical cavities between the trailing interior sidewall of the recessed chambers and the trailing face of the lobe-like pistons. An ignition cycle is established in which a fuel/air mixture is drawn through the intake port, compressed into the recessed chamber by the lobe-like piston, and ignited by the ignition means. The explosive ignition of the fuel air mixture imparts a rotational force to the primary cylinder and perpetuates the ignition cycle with the projecting lobe-like piston urging exhaust gases from the previous ignition out through the exhaust port upon rotation of the primary cylinder.
Means is provided to maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
The Rotary Engine has a number of the same advantages applicable to the Wankel engine. The lobe-like pistons divide an annular space between the primary cylindrical cavity and the primary cylinder into chambers. Each of these chambers changes 208421~
continuously in volume as the primary cylinder turns. The lobe-like pistons open and close inlet and exhaust ports at appropriate times in the cycle eliminating the need for valves.
The rotary internal combustion engine, as described, achieves compression superior to that achieved by the Wankel engine through the use of the projecting lobe-like piston which mates with the recessed chambers. The Wankel engine derives negligible power from the actual explosion of the fuel/air mixture as such explosion occurs top dead centre; the source of the driving power is the expansion of the gases subsequent to the fuelJair mixture being ignited. With the present invention, the explosive ignition of the fuel/air mixture is adjacent the trailing face of the lobe-like piston thereby imparting a rotational force to the primary cylinder, in addition to the rotational force provided by the subsequent expansion of gases.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features of the invention will become more apparent from the following description in which reference is made to the appended drawings, wherein:
FIGURE 1 is longitudinal section view of a preferred embodiment of rotary internal combustion engine constructed in accordance with the teachings of the present invention.
FIGURE 2 is an exploded perspective view of the rotary-internal combustion engine illustrated in FIGURE 1.
FIGURE 3 is a perspective view of cylindrical components illustrated in FIGURE 1.
FIGURE 4 is a transverse section view of the rotary internal combustion engine illustrated in FIGURE 1.
FIGURE 5 is a section view taken along section lines 5-5 of FIGURE 1.
FIGURE 6 is a longitudinal section view with primary cylinder and secondary cylinders in a first rotational position.
20~215 FIGURE 7 is a longitudinal section view with primary cylinder and secondary cylinders in a second rotational position.
FIGURE 8 is a longitudinal section view with primary cylinder and secondary cylinders in a third rotational position.
FIGURE 9 is a longitudinal section view with primary -~
cylinder and secondary cylinders in a fourth rotational position.
FIGURE 10 is a longitudinal section view with primary cylinder and secondary cylinders in a fifth rotational position.
FIGURE 11 is a longitudinal section view of a first alternate embodiment of a rotary internal combustion engine constructed in accordance with the teachings of the present invention.
FIGURE 12 is a longitudinal section view of a second alternate embodiment of a rotary internal combustion engine constructed in accordance with the teachings of the present invention.
DETAILED DESCRIPTION OE THE PREFERRED EMBODIMEN~ :
The preferred embodiment, a rotary internal combustion engine generally identified by reference numeral 10, will now be described with reference to FIGURES 1 through 10.
Alternative embodiments are illustrated in FIGURES 11 and 12.
Referring to FIGURE 1, rotary internal combustion engine 10 consists of a housing 12 having a primary cylindrical cavity 14 and two secondary cylindrical cavities 16 and 18 which are axially aligned with and intersect primary cavity 14. Primary cylindrical cavity 14 has an interior surface 20. In the mode of construction illustrated in FIGURE 2, cover plates 46 and 47 are used to enclose primary cavity 14 and secondary cavities 16 and 18. Cover plate 46 has an intake port 22 and an exhaust port 24, both of which communicate with primary cavity 14.
Referring to FIGURE 1, a primary cylinder 26 is rotatably 208~21~
mounted in primary cavity 14. Primary cylinder 26 has a circumferential exterior surface 28 with a pair of opposed axially extending projecting lobe-like pistons 30, 32.
Projecting lobe-like pistons 30 and 32 contact interior surface 20 of primary cavity 14 upon rotation of primary cylinder 26.
Lobe-like pistons 30 and 32 have a leading face 33 and a trailing face 35 defined by the direction of rotation. Two secondary cylinders 34 and 36 are rotatably mounted in cylindrical cavities 16 and 18, respectively. Each of secondary cylinders 34 and 36 have a circumferential exterior surface 38 in contact with circumferential exterior surface 28 of primary cylinder 26. Each of secondary cylinders 34 and 36 have pairs of opposed axially extending recessed chambers 40 and 42, respectively, which are adapted to receive projecting lobe-like pistons 30, 32 of primary cylinder 26. Recessed chambers 40 and 42 have a leading interior sidewall 43 defined by the direction of rotation and a trailing interior sidewall 45. Referring to FIGURE 2, a spark plug 44 extends through cover plate 46 to a point within secondary cylindrical cavity 16 where one of lobe-like pistons 30 or 32 is received within one of recessed chambers 40 with trailing face 35 of the lobe-like piston positioned adjacent and moving away from trailing interior sidewall 45 of recessed chamber 40. As illustrated in FIGU~E 2, cylinders 26, 34, and 36 are coupled to a timing gear assembly generally designated by reference numeral 48.
Timing gear assembly 48 includes shafts 26A, 34A and 36A which extend from cylinders 26, 34, and 36 respectively. Meshings gears 26B, 34B, and 36B are mounted on shafts 26A, 34A, and 36A, respectively. Gears 26B, 34B and 36B are positioned between cover plate 47 and a support plate 49. Shafts 26A, 34A, and 36A are journalled for rotation in bushings 26C, 34C
and 36C in cover plate 47 and support plate 49. Timing gear assembly 48 maintains the relative rotational positioning of cylinders 26, 34, and 36. Although rotary internal combustion engine 10 will operate without sealing, the efficiency of the engine is increased when seals are placed in critical areas.
FIGURES 3 and 4 illustrate the preferred mode of sealing. Lip 208~21~
6 "
seals 51 are placed where recessed chambers 40 and 42 meet circumferential exterior surface 38. Lip seals 51 serve a dual purpose. Firstly, lip seals 51 form a seal where circumferential exterior surface 38 of secondary cylinders 34 and 36 meet with circumferential exterior surface 28 of primary cylinder 26. Secondly, lip seals 51 form a seal between circumferential exterior surface 38 of secondary cylinders 34 and 36 and secondary cylindrical cavities 16 and 18, respectively. It is preferred that annular seals 53 be placed on opposed ends 55 and 57 of each of cylinders 26, 34, and 36 in order to form a seal between cylinders 26, 34, and 36 and opposed ends 59 and 61 of cylindrical cavities 14, 16, and 18.
When operated without seals any residual exhaust gases which become trapped in recessed chambers 40 leak out between secondary cylinder 34 and secondary cylindrical cavity 16.
When seals 51 and 53 are used it is preferred that a secondary exhaust vent 63 be positioned in secondary cylindrical cavity 16 in order to vent exhaust gases which may become trapped within recessed chambers 40. Referring to FIGURES 4 through 10, there is illustrated the manner in which lobe-like pistons 30 and 32 divide primary cylindrical cavity 14 into four "chambers" 64, 66, 68, and 70 which undergo changes in volume and dimension with the rotation of primary cylinder 26. These "chambers~ will be further described with the description of operation.
The use and operation of rotary internal combustion engine 10 will now be described with reference to FIGURES 1 through 10. FIGURES 6 through 10, collectively illustrate one complete revolution of primary cylinder 26. This revolution encompasses the traditional cycle of an internal combustion engine of intake, compression, ignition, power, and exhaust. In the preferred embodiment secondary cylinder 36 serves to ensure that intake port 22 is always isolated from exhaust port 24.
Referring to FIGURE 6, there is illustrated the point in the revolution of primary cylinder 26 in which lobe-like pistons 30 and 32 are positioned such that "chambers" 64, 66, 68, and .
~i ~ , , - .. ,. -: . . , 208421~
70 are equal in size. Referring to FIGURE 7, upon continued rotation of primary cylinder 26, the size of "chamber" 66 diminishes as lobe-like piston 32 compresses the fuel/air mixture. It is to be noted that secondary cylinder 34 has rotated to alter the relative positioning of recessed chamber 40 in preparation to receive projecting lobe-like piston 32.
As the size of "chamber" 66 diminishes, the size of ~'chamber"
64 increases resulting in a fuel/air mixture rushing through intake port 22 to fill the vacuum left by the passage of lobe-like piston 32. Projecting lobe-like piston 32 is illustrated in FIGURE 8 in a position of maximum compression which is equivalent to a top dead centre position. In this position "chamber" 66 has been compressed totally within recessed chamber 40 and trailing face 35 of lobe-like piston 32 is positioned adjacent to trailing interior sidewall 45 of recessed chamber 40. Referring to FIGURE 9, as trailing face 35 of lobe-like piston 32 begins to move away from trailing interior sidewall 45, spark plug 44 serves as the means for igniting the compressed fuel/air mixture in recessed chamber 40. As ignition takes place adjacent trailing face 35 the explosive ignition of the fuel/air mixture results in a rotation of primary cylinder 26. The explosive force has a neutral effect upon secondary cylinder 34 as the force exerted upon secondary cylinder 34 is equal in both a clockwise and a counter-clockwise direction. Expansion of gases after the explosive ignition generates power which further increases the forces acting to rotate primary cylinder 26. Referring to FIGURE lO, there is illustrated a further rotation of primary cylinder 26 in which the movement of projecting lobe-like piston 32 causes "chamber" 68 to rapidly expand and "chamber"
70 to rapidly diminish in volume. This can be understood by reviewing the effect the passage of other lobe-like piston, lobe-like piston 30, had on "chambers" 68 and 70 in FIGURES 6 through 8. At this point the other lobe-like piston 30 is commencing to compresses the fuel/air mixture in "chamber" 66 which was drawn into "chamber" 64 by the passage of lobe-like piston 32. Lobe-like piston 32 is compressing "chamber" 70 ; 2 0 8 4 2 1 ~
thereby urging exhaust gases, left after the ignition of a fuel/air mixture compressed by lobe-like piston 30, out through exhaust port 24. Care must be taken in the size and positioning of exhaust port 24 in order to ensure that lobe-like pistons 30 and 32 will be able to clear the exhaust gasesduring rotation of primary cylinder 26. Care must also be taken in the placement of spark plug 44 to ensure that the explosive ignition of the fuel/air mixture has a neutral effect on secondary cylinder 34.
It is preferred that a three cylinder configuration be used as illustrated in FIGURES 1 and lO. There are, however, alternate cylinder configurations which are operable; examples of which are illustrated in FIGURES 11 and 12. FIGURE ll illustrates a cylinder configuration in which there has been added to primary cylinder 26 an additional pair of projecting lobe-like pistons 50 and 52. FIGURE 12 illustrates a cylinder configuration in which there has been added to housing 12 two additional axially aligned intersecting cylindrical cavities 54 and 56. Positioned in cylindrical cavities 54 and 56 are secondary cylinders 58 and 60, respectively.
It will be apparent to one skilled in the art that modifications may be made to the illustrated embodiments without departing from the spirit and scope of the invention as defined by the claims. In particular, it will be apparent to one skilled in the art that the teachings may be applied to alternate cylinder configurations.
5 ~ACKGROUND OF THE INVENTION
A rotary internal combustion engine has significant advantages over a conventional piston driven internal combustion engine. A piston driven internal combustion engine has an inherent disadvantage for it must convert reciprocating motion by its pistons into rotary motion. A rotary engine also has fewer moving parts.
The most successful rotary internal combustion engine is the Wankel engine, invented by the German engineer Felix Wankel 15 in the 1950 ' s . The Wankel engine consists of a housing and a triangular rotor with three faces meeting at apexes that are always in sealing contact with an interior surface of the housing. The triangular rotor forms three chambers between the rotor faces and the interior surface of the housing. A ring gear is positioned within an interior of the rotor. The ring gear moves in an eccentric fashion about a main shaft. The rotor serves an analogous function to a piston. The chambers serve an analogous function to the piston cylinders, but each chamber changes continuously in volume, shape and position as 25 the rotor turns. The volume changes provide the pumping action during a fuel-air intake, compression, combustion, and exhaust cycle. The rotor faces open and close inlet and exhaust ports at appropriate times in the cycle eliminating the need for valves. The Wankel engine produces an equivalent horsepower to a conventional, reciprocating piston, internal combustion engine of twice the size and weight.
SUMMARY OF THE INVENTION
What is required is an alternative rotary combustion 35 engine.
According to the present invention there is provided a rotary internal combustion engine which is comprised of a housing having a primary cylindrical cavity and at least two .,. : , -, . , ~ . ,, . , ,.................... , ,, - -.. ~ ...... .
,: ~ . : .
208~215 secondary cylindrical cavities axially aligned with and intersecting the primary cavity. The primary cavity has an interior surface, an intake port and an exhaust port. A
primary cylinder is rotatably mounted in the primary cavity.
The primary cylinder has a circumferential exterior surface with at least one pair of opposed axially extending projecting lobe-like pistons having a leading face and a trailing face as defined by the direction of rotation. The lobe-like pistons contact the interior surface of the primary cavity upon rotation of the primary cylinder. A secondary cylinder is rotatably mounted in each of the secondary cylindrical cavities. Each secondary cylinder has a circumferential exterior surface in contact with the circumferential exterior surface of the primary cylinder and a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder. Each of the recessed chambers has a leading interior sidewall and a trailing interior sidewall as defined by the direction of rotation. Ignition means is disposed within one of the secondary cylindrical cavities between the trailing interior sidewall of the recessed chambers and the trailing face of the lobe-like pistons. An ignition cycle is established in which a fuel/air mixture is drawn through the intake port, compressed into the recessed chamber by the lobe-like piston, and ignited by the ignition means. The explosive ignition of the fuel air mixture imparts a rotational force to the primary cylinder and perpetuates the ignition cycle with the projecting lobe-like piston urging exhaust gases from the previous ignition out through the exhaust port upon rotation of the primary cylinder.
Means is provided to maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
The Rotary Engine has a number of the same advantages applicable to the Wankel engine. The lobe-like pistons divide an annular space between the primary cylindrical cavity and the primary cylinder into chambers. Each of these chambers changes 208421~
continuously in volume as the primary cylinder turns. The lobe-like pistons open and close inlet and exhaust ports at appropriate times in the cycle eliminating the need for valves.
The rotary internal combustion engine, as described, achieves compression superior to that achieved by the Wankel engine through the use of the projecting lobe-like piston which mates with the recessed chambers. The Wankel engine derives negligible power from the actual explosion of the fuel/air mixture as such explosion occurs top dead centre; the source of the driving power is the expansion of the gases subsequent to the fuelJair mixture being ignited. With the present invention, the explosive ignition of the fuel/air mixture is adjacent the trailing face of the lobe-like piston thereby imparting a rotational force to the primary cylinder, in addition to the rotational force provided by the subsequent expansion of gases.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features of the invention will become more apparent from the following description in which reference is made to the appended drawings, wherein:
FIGURE 1 is longitudinal section view of a preferred embodiment of rotary internal combustion engine constructed in accordance with the teachings of the present invention.
FIGURE 2 is an exploded perspective view of the rotary-internal combustion engine illustrated in FIGURE 1.
FIGURE 3 is a perspective view of cylindrical components illustrated in FIGURE 1.
FIGURE 4 is a transverse section view of the rotary internal combustion engine illustrated in FIGURE 1.
FIGURE 5 is a section view taken along section lines 5-5 of FIGURE 1.
FIGURE 6 is a longitudinal section view with primary cylinder and secondary cylinders in a first rotational position.
20~215 FIGURE 7 is a longitudinal section view with primary cylinder and secondary cylinders in a second rotational position.
FIGURE 8 is a longitudinal section view with primary cylinder and secondary cylinders in a third rotational position.
FIGURE 9 is a longitudinal section view with primary -~
cylinder and secondary cylinders in a fourth rotational position.
FIGURE 10 is a longitudinal section view with primary cylinder and secondary cylinders in a fifth rotational position.
FIGURE 11 is a longitudinal section view of a first alternate embodiment of a rotary internal combustion engine constructed in accordance with the teachings of the present invention.
FIGURE 12 is a longitudinal section view of a second alternate embodiment of a rotary internal combustion engine constructed in accordance with the teachings of the present invention.
DETAILED DESCRIPTION OE THE PREFERRED EMBODIMEN~ :
The preferred embodiment, a rotary internal combustion engine generally identified by reference numeral 10, will now be described with reference to FIGURES 1 through 10.
Alternative embodiments are illustrated in FIGURES 11 and 12.
Referring to FIGURE 1, rotary internal combustion engine 10 consists of a housing 12 having a primary cylindrical cavity 14 and two secondary cylindrical cavities 16 and 18 which are axially aligned with and intersect primary cavity 14. Primary cylindrical cavity 14 has an interior surface 20. In the mode of construction illustrated in FIGURE 2, cover plates 46 and 47 are used to enclose primary cavity 14 and secondary cavities 16 and 18. Cover plate 46 has an intake port 22 and an exhaust port 24, both of which communicate with primary cavity 14.
Referring to FIGURE 1, a primary cylinder 26 is rotatably 208~21~
mounted in primary cavity 14. Primary cylinder 26 has a circumferential exterior surface 28 with a pair of opposed axially extending projecting lobe-like pistons 30, 32.
Projecting lobe-like pistons 30 and 32 contact interior surface 20 of primary cavity 14 upon rotation of primary cylinder 26.
Lobe-like pistons 30 and 32 have a leading face 33 and a trailing face 35 defined by the direction of rotation. Two secondary cylinders 34 and 36 are rotatably mounted in cylindrical cavities 16 and 18, respectively. Each of secondary cylinders 34 and 36 have a circumferential exterior surface 38 in contact with circumferential exterior surface 28 of primary cylinder 26. Each of secondary cylinders 34 and 36 have pairs of opposed axially extending recessed chambers 40 and 42, respectively, which are adapted to receive projecting lobe-like pistons 30, 32 of primary cylinder 26. Recessed chambers 40 and 42 have a leading interior sidewall 43 defined by the direction of rotation and a trailing interior sidewall 45. Referring to FIGURE 2, a spark plug 44 extends through cover plate 46 to a point within secondary cylindrical cavity 16 where one of lobe-like pistons 30 or 32 is received within one of recessed chambers 40 with trailing face 35 of the lobe-like piston positioned adjacent and moving away from trailing interior sidewall 45 of recessed chamber 40. As illustrated in FIGU~E 2, cylinders 26, 34, and 36 are coupled to a timing gear assembly generally designated by reference numeral 48.
Timing gear assembly 48 includes shafts 26A, 34A and 36A which extend from cylinders 26, 34, and 36 respectively. Meshings gears 26B, 34B, and 36B are mounted on shafts 26A, 34A, and 36A, respectively. Gears 26B, 34B and 36B are positioned between cover plate 47 and a support plate 49. Shafts 26A, 34A, and 36A are journalled for rotation in bushings 26C, 34C
and 36C in cover plate 47 and support plate 49. Timing gear assembly 48 maintains the relative rotational positioning of cylinders 26, 34, and 36. Although rotary internal combustion engine 10 will operate without sealing, the efficiency of the engine is increased when seals are placed in critical areas.
FIGURES 3 and 4 illustrate the preferred mode of sealing. Lip 208~21~
6 "
seals 51 are placed where recessed chambers 40 and 42 meet circumferential exterior surface 38. Lip seals 51 serve a dual purpose. Firstly, lip seals 51 form a seal where circumferential exterior surface 38 of secondary cylinders 34 and 36 meet with circumferential exterior surface 28 of primary cylinder 26. Secondly, lip seals 51 form a seal between circumferential exterior surface 38 of secondary cylinders 34 and 36 and secondary cylindrical cavities 16 and 18, respectively. It is preferred that annular seals 53 be placed on opposed ends 55 and 57 of each of cylinders 26, 34, and 36 in order to form a seal between cylinders 26, 34, and 36 and opposed ends 59 and 61 of cylindrical cavities 14, 16, and 18.
When operated without seals any residual exhaust gases which become trapped in recessed chambers 40 leak out between secondary cylinder 34 and secondary cylindrical cavity 16.
When seals 51 and 53 are used it is preferred that a secondary exhaust vent 63 be positioned in secondary cylindrical cavity 16 in order to vent exhaust gases which may become trapped within recessed chambers 40. Referring to FIGURES 4 through 10, there is illustrated the manner in which lobe-like pistons 30 and 32 divide primary cylindrical cavity 14 into four "chambers" 64, 66, 68, and 70 which undergo changes in volume and dimension with the rotation of primary cylinder 26. These "chambers~ will be further described with the description of operation.
The use and operation of rotary internal combustion engine 10 will now be described with reference to FIGURES 1 through 10. FIGURES 6 through 10, collectively illustrate one complete revolution of primary cylinder 26. This revolution encompasses the traditional cycle of an internal combustion engine of intake, compression, ignition, power, and exhaust. In the preferred embodiment secondary cylinder 36 serves to ensure that intake port 22 is always isolated from exhaust port 24.
Referring to FIGURE 6, there is illustrated the point in the revolution of primary cylinder 26 in which lobe-like pistons 30 and 32 are positioned such that "chambers" 64, 66, 68, and .
~i ~ , , - .. ,. -: . . , 208421~
70 are equal in size. Referring to FIGURE 7, upon continued rotation of primary cylinder 26, the size of "chamber" 66 diminishes as lobe-like piston 32 compresses the fuel/air mixture. It is to be noted that secondary cylinder 34 has rotated to alter the relative positioning of recessed chamber 40 in preparation to receive projecting lobe-like piston 32.
As the size of "chamber" 66 diminishes, the size of ~'chamber"
64 increases resulting in a fuel/air mixture rushing through intake port 22 to fill the vacuum left by the passage of lobe-like piston 32. Projecting lobe-like piston 32 is illustrated in FIGURE 8 in a position of maximum compression which is equivalent to a top dead centre position. In this position "chamber" 66 has been compressed totally within recessed chamber 40 and trailing face 35 of lobe-like piston 32 is positioned adjacent to trailing interior sidewall 45 of recessed chamber 40. Referring to FIGURE 9, as trailing face 35 of lobe-like piston 32 begins to move away from trailing interior sidewall 45, spark plug 44 serves as the means for igniting the compressed fuel/air mixture in recessed chamber 40. As ignition takes place adjacent trailing face 35 the explosive ignition of the fuel/air mixture results in a rotation of primary cylinder 26. The explosive force has a neutral effect upon secondary cylinder 34 as the force exerted upon secondary cylinder 34 is equal in both a clockwise and a counter-clockwise direction. Expansion of gases after the explosive ignition generates power which further increases the forces acting to rotate primary cylinder 26. Referring to FIGURE lO, there is illustrated a further rotation of primary cylinder 26 in which the movement of projecting lobe-like piston 32 causes "chamber" 68 to rapidly expand and "chamber"
70 to rapidly diminish in volume. This can be understood by reviewing the effect the passage of other lobe-like piston, lobe-like piston 30, had on "chambers" 68 and 70 in FIGURES 6 through 8. At this point the other lobe-like piston 30 is commencing to compresses the fuel/air mixture in "chamber" 66 which was drawn into "chamber" 64 by the passage of lobe-like piston 32. Lobe-like piston 32 is compressing "chamber" 70 ; 2 0 8 4 2 1 ~
thereby urging exhaust gases, left after the ignition of a fuel/air mixture compressed by lobe-like piston 30, out through exhaust port 24. Care must be taken in the size and positioning of exhaust port 24 in order to ensure that lobe-like pistons 30 and 32 will be able to clear the exhaust gasesduring rotation of primary cylinder 26. Care must also be taken in the placement of spark plug 44 to ensure that the explosive ignition of the fuel/air mixture has a neutral effect on secondary cylinder 34.
It is preferred that a three cylinder configuration be used as illustrated in FIGURES 1 and lO. There are, however, alternate cylinder configurations which are operable; examples of which are illustrated in FIGURES 11 and 12. FIGURE ll illustrates a cylinder configuration in which there has been added to primary cylinder 26 an additional pair of projecting lobe-like pistons 50 and 52. FIGURE 12 illustrates a cylinder configuration in which there has been added to housing 12 two additional axially aligned intersecting cylindrical cavities 54 and 56. Positioned in cylindrical cavities 54 and 56 are secondary cylinders 58 and 60, respectively.
It will be apparent to one skilled in the art that modifications may be made to the illustrated embodiments without departing from the spirit and scope of the invention as defined by the claims. In particular, it will be apparent to one skilled in the art that the teachings may be applied to alternate cylinder configurations.
Claims (2)
1. A rotary internal combustion engine, comprising:
a. a housing having a primary cylindrical cavity and at least two secondary cylindrical cavities axially aligned with and intersecting the primary cavity, the primary cavity having an interior surface, an intake port and an exhaust port;
b. a primary cylinder rotatably mounted in the primary cavity, the primary cylinder having a circumferential exterior surface with at least one pair of opposed axially extending projecting lobe-like pistons having a leading face and a trailing face as defined by the direction of rotation, the lobe-like pistons contacting the interior surface of the primary cavity upon rotation of the primary cylinder;
c. a secondary cylinder rotatably mounted in each of the secondary cylindrical cavities, each secondary cylinder having a circumferential exterior surface in contact with the circumferential exterior surface of the primary cylinder and a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder, each of the recessed chambers having a leading interior sidewall and a trailing interior sidewall as defined by the direction of rotation;
d. ignition means disposed within one of the secondary cylindrical cavities, the ignition means being disposed between the trailing interior sidewall of the recessed chambers and the trailing face of the lobe-like pistons such that an ignition cycle is established in which a fuel/air mixture is drawn through the intake port, compressed into the recessed chamber by the lobe-like piston, and ignited by the ignition means, the explosive ignition of the fuel air mixture imparting a rotational force to the primary cylinder and perpetuating the ignition cycle with the projecting lobe-like piston urging exhaust gases from the previous ignition out through the exhaust port upon rotation of the primary cylinder; and e. means to maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
a. a housing having a primary cylindrical cavity and at least two secondary cylindrical cavities axially aligned with and intersecting the primary cavity, the primary cavity having an interior surface, an intake port and an exhaust port;
b. a primary cylinder rotatably mounted in the primary cavity, the primary cylinder having a circumferential exterior surface with at least one pair of opposed axially extending projecting lobe-like pistons having a leading face and a trailing face as defined by the direction of rotation, the lobe-like pistons contacting the interior surface of the primary cavity upon rotation of the primary cylinder;
c. a secondary cylinder rotatably mounted in each of the secondary cylindrical cavities, each secondary cylinder having a circumferential exterior surface in contact with the circumferential exterior surface of the primary cylinder and a pair of opposed axially extending recessed chambers which are adapted to receive the lobe-like pistons of the primary cylinder, each of the recessed chambers having a leading interior sidewall and a trailing interior sidewall as defined by the direction of rotation;
d. ignition means disposed within one of the secondary cylindrical cavities, the ignition means being disposed between the trailing interior sidewall of the recessed chambers and the trailing face of the lobe-like pistons such that an ignition cycle is established in which a fuel/air mixture is drawn through the intake port, compressed into the recessed chamber by the lobe-like piston, and ignited by the ignition means, the explosive ignition of the fuel air mixture imparting a rotational force to the primary cylinder and perpetuating the ignition cycle with the projecting lobe-like piston urging exhaust gases from the previous ignition out through the exhaust port upon rotation of the primary cylinder; and e. means to maintain the relative rotational positioning of the primary cylinder and the secondary cylinders.
2. The rotary internal combustion engine as defined in Claim 1, the means to maintain the relative rotational positioning of the primary cylinder and the secondary cylinders being a timing gear assembly in which mating timing gears are coupled to each of the primary and secondary cylinders.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2084215 CA2084215A1 (en) | 1992-12-01 | 1992-12-01 | Rotary internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2084215 CA2084215A1 (en) | 1992-12-01 | 1992-12-01 | Rotary internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2084215A1 true CA2084215A1 (en) | 1994-06-02 |
Family
ID=4150772
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2084215 Abandoned CA2084215A1 (en) | 1992-12-01 | 1992-12-01 | Rotary internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2084215A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101936250A (en) * | 2010-08-06 | 2011-01-05 | 黄�俊 | Volumetric fluid pressure and power converting module |
| FR3025001A1 (en) * | 2014-08-21 | 2016-02-26 | Jacques Henri Georges Lutrat | SIMPLIFIED VARIANT OF ROTARY THERMAL ENGINE |
-
1992
- 1992-12-01 CA CA 2084215 patent/CA2084215A1/en not_active Abandoned
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101936250A (en) * | 2010-08-06 | 2011-01-05 | 黄�俊 | Volumetric fluid pressure and power converting module |
| FR3025001A1 (en) * | 2014-08-21 | 2016-02-26 | Jacques Henri Georges Lutrat | SIMPLIFIED VARIANT OF ROTARY THERMAL ENGINE |
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| FZDE | Dead |