CA2195883A1 - Internal combustion engine with rotating and reciprocating pistons - Google Patents
Internal combustion engine with rotating and reciprocating pistonsInfo
- Publication number
- CA2195883A1 CA2195883A1 CA 2195883 CA2195883A CA2195883A1 CA 2195883 A1 CA2195883 A1 CA 2195883A1 CA 2195883 CA2195883 CA 2195883 CA 2195883 A CA2195883 A CA 2195883A CA 2195883 A1 CA2195883 A1 CA 2195883A1
- Authority
- CA
- Canada
- Prior art keywords
- piston
- shaft
- engine
- rotary
- pistons
- 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
- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
- F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
- F01B3/0079—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having pistons with rotary and reciprocating motion, i.e. spinning pistons
Abstract
This pertains to the invention of the new internal combustion engine that consists of the independently operating internal combustion modules in which the Otto cycle occurs as a result, of interaction of cylinders with pistons that not only reciprocate like those in conventional reciprocating engine, but also simultaneously spin around their common (and common with the connecting them shaft) symmetry axis.
There is no motion conversion of the reciprocation-to-rotary type as it is in the classical reciprocating engine - the shaft gets its torque straight from the pistons. The connecting rod, crankshaft, knuckles, counterbalance, and crankcase are eliminated.
Pistons and shaft are guided by the unlimited travel bearings which free the pistons from the cylinder guidance. There is no more contact between piston and cylinder except through the sealing rings located on the side surface of the piston. The precision oscillating rotary motion of the shaft and piston comes from the oscillating rotary bearing (inventive on its own - many applications possible). Pure rotary motion is recovered by the ball spline bearing that passes through all the linear motion but engages all the rotary component. The rotary motion is transmitted to the rotary shaft and then outside to run any possible application.
As a result of the above design elements the torque of the module's shaft is never equal zero as in the case of the traditional reciprocating engine whenever its pistons are in either of the extreme positions. The pistons neither slap against the cylinder walls nor rub against them. Much less energy is expected to be dissipated by the new engine. Much less vibration and heat generated, much cleaner, more efficient operation is anticipated.
There is no motion conversion of the reciprocation-to-rotary type as it is in the classical reciprocating engine - the shaft gets its torque straight from the pistons. The connecting rod, crankshaft, knuckles, counterbalance, and crankcase are eliminated.
Pistons and shaft are guided by the unlimited travel bearings which free the pistons from the cylinder guidance. There is no more contact between piston and cylinder except through the sealing rings located on the side surface of the piston. The precision oscillating rotary motion of the shaft and piston comes from the oscillating rotary bearing (inventive on its own - many applications possible). Pure rotary motion is recovered by the ball spline bearing that passes through all the linear motion but engages all the rotary component. The rotary motion is transmitted to the rotary shaft and then outside to run any possible application.
As a result of the above design elements the torque of the module's shaft is never equal zero as in the case of the traditional reciprocating engine whenever its pistons are in either of the extreme positions. The pistons neither slap against the cylinder walls nor rub against them. Much less energy is expected to be dissipated by the new engine. Much less vibration and heat generated, much cleaner, more efficient operation is anticipated.
Description
-21 958~3 .
DISCl.C)SIJRF.
TABLE OF CONTENTS
* :?ETITION
** AB.STRACT
1. NEW INVEN'l'IVE IDEA ......................... 1.
DISCl.C)SIJRF.
TABLE OF CONTENTS
* :?ETITION
** AB.STRACT
1. NEW INVEN'l'IVE IDEA ......................... 1.
2. DESIGN AND ASSEMBLY .......................... 6.
3. PRINCIPBE OF OPEKAr~'ION ..................... 11.
. APPENDIX ..................................... 16.
-- Configuratiorls of the Multi Modular Engines.
- Module Design Variat,ions.
- Other ApplicaLion6 of the ROTAREC Basic Design.
5. CLAIMS ....................................... 1~.
6. FIGURES ...................................... 22.
NEW INVF.NTIVE IDEA
Illternal Combustion F.ngire with Rotating and Reciproc~ating Pist,ons (ROTAREC engine1.
'I'he most characte,ristic feature of the traditional reciprocating engirle - motion conversion of the linearly travelling piston into t,he rotation oi the shaft is a prime cause of engine's low efficiency. Being at fulL s~eed at the half of its stro~e the piston comes to the momentary hd]t at, t,he stroke's extreme point in order to start to move in the opposite direction. Any time the piston ends up a stroke it is deprive,d of it.s all linear momentum which results in the loss of energy.
As the linear momentum of the piston equals zero at its ext,reme positi.ons (velocity of the piston about to change direction of its t:-ravel goes down t,o zero), the torque of t,he shaft connected to the piston via connecting rod also equals zero. As a consequence, the shaft's torque is harmonic: it has its maximurn when the piston is in the middle betw~-ell its two extre[rle positions but, as mentioned before, is :reduced to zero when the pist.on is eit,her fully forwarded or fully withdrawn about to start, it,s t,ravel in the, opposi.te. directioll. Large porti.on of engine~s energy is thus wasted both before as well as after e.ach extreme position of the piston.
There is no such lrotion conversion in the engine of my desigrl.
rrhe torque of the shaft comes straight from the pistons which not only reciprocate in the cylinders along their symmetry axi.s but also simult.aneously spi.n around the same axis. Such rotary oscillating motion of cylinders and shaft to which the cylinde:rs are. attached is a combined motion of two elementary components:
linear and rotary. As a consequence, althollgh there is no change in t.he Iinear momentum of the pistons (max. in the middle of the .~ .
21 95~83 ..
, stroke, 7.ero at the extremal positi.ons), the torque oE the Pistons~shatt as.sembLy is almost colllp]etely ur]ifornly di.stributed along each stroke (in fact, it has maxi,mum at both extremal po;nts of a stroke, and minimum in t,he stroke~s middle point). As t,he piston SpiTl ne~fer stop" its torque and the torque of t,he shaft is neve,-r equal zero.
Such a des;gn has many advantages which mak.e this inverltior swperior t,o the design c~f tne traditionaL -reciprocating engine.
a) srnaller ene}~gy loss as tlle torque of the .shaft cc,mes straight from thf~ piWtC~I1S - no linear-to-roLary motion conversior!, no need for cornect,ing rod.9, joints, crankshaft, courlter-ba1ance, or crankcase.
b~ all motions associated with one symmetry axis whic:h allow.s for:
- shaft, and pistor primary c3uidance by unlimited travel bea:c-ings releasi,ng pistorls fr-om oeiny guided by t,he c:ylinder wall, - use of two cfrlirderf3, each installed at either end of the shaft that doubles power of the single engine nodwle.
- ircrf~ase in a piston area wit,h reduction of the sh~aft stroke, - use of t,wc~ stroke, no valve internal combustion system with additicnal c~c~mpression chamber below each piston for very efficient scaveng-,ng.
- use c~f special pist,on lubricatic>n system complete1y separat:ing fue] fr-om beinq blended with oil which so far caused th-- t-,wo st,roke enqine very polluting.
c) overall simpl;cit,y of design which makes the engine, easy t,o make and reE)ai-r (easy disassembly, part replacement, and -re-assembly), As t,herf, are two work.il1g pistons on one shaft, t,he ROTAREC engine is twice as powerful as its rraditional re,c~iprocatirlq counterpart of thf~ corr,parable si~e (wherl compression chamber capaci.ty is compared) and as it: work.f; i,n t,he two strolce syst,elr.is t,ht-~ol-et.ic:a]ly four-fold .IS powerful as tlle trad;t:;ona]ly reciprocatinq enqine working accordirlcg t:o the fouL- stroke principle. If t:hf- capacit:ies of the t,wo engines being c~ompared are simi]ar-, the engine of m~f design is also lighte,r, simpLer, smal]er so t,he power to we,ight, ratio is to its advantage. As mentioned, the RO']'ARE.C engine can be very ]ight as thc-~re are onl~ a few parts that have to be made of st:eel - use of a]um;num alloys or metal mat:rix com~posit,e.s is possihle. The engire is also simpler as t,her-e is no application for joints, connecting rods, and crankshaft. 'L'he small size as wel], as t:he slim ]ine c~f the el1gine is a resu]t of the existence of the cent:ral ]ine of symmetry that governs the ove.l~all de~s:ign allowing the E~istoll/shafL assemb]y motion tc be c:c,ntrolled bf~ ~n].imit,ed trave] sealf,d bearinc~s wfl1ich, in tw:rn, a]!c)ws fo-r- t'nf~ desiqrl of very light and very thin pistons as they are not only no ]onge.r guide,d by the cy]il1der walls but do rlot e~en touch cyl.in(ter ~falls except th:rough t.he sea]ing :rings- ~'rom now on, the piston ~becomes independer1t o~E the cylinder ~all. Th;S revolutionary break-llp of t:he ~20 years of dependence (tliat how old the recip,cocating interna] c~ombwstion engine is) also te:rminates the whole spectrum of detriment~il pherlomel1a which so far constiLut,ed ar,otheY- gr-oup of inbor~n weakness of thc~ cx~nvel1r,ional recipr-oc~ating engine includir,g:
piston/cylinder wear associated with mutual loose int,e,ract,ion, 21 q5~83 piston slap - piston's noisy and harmfu].:knock caused by throwing it.s other side against cylinder wherl reversing di.rection of its t,ravel, unusual wear at very low tempe-ratures caused by thermally shrunk cylindel~, generation or: abnormal heat caused by friction even in norma~ temperatures, and many other problems.
Similarly to the classical reciprocating engine, ROTAREC
pistons travel inside the cylinders performing Otto cycle but unlike the classical one make two types of movement simultaneously:
lj reciprocating - Fig.lA
2) rotating - Fig.l~
As a conr,equence any point on the si.de wa]l oF the pi.ston travels a10ns an e.llipse. 'I'he plane of this ellipse is in an angle t.o the ci.rcular plane that, results from the sect:ion perpendicular to the lonqitudinal axis of the cylinder.
The fig. l shows the basic diffe.rence in the operation of the pistons:
a) of the standard rec;procating engine.
b) ROTAREC engine.
In the standard reciprocating piston engine the extreme position of the piston in cyli.nder means its ~.ero ve10city and ~ero linear momenLum. As the shaft (crankshaft) is connected with pir,ton by means of the connecting rod, consequent,l.y bot,h shaft,'s moment as wel.l as it,s tora,ue is zero too. rrhe fact that the pistons and shaft of the RO'l'~EC engine not or.ly shuttle inr,ide the cy]inder but also rotat,e around the piston and shdft:'s 10rl(3itudir1al axis re-sults in funda[nental difference in physics of the two engines. As in the.
standard reciprocating engine ~ero linear momentum of piston resulted in zero torque of shaft, in case of ROTARE'C engine ~ero linear momentum of piston does no-~ mean its or shaft:'s torque is zero. Othe-rwise, the torque of the shaft is very uniformly distributed over the duration of one particular stroke.
The inventx~r then expect,.s the R.O':rAR.EC engine to:
- have excellent effective power to mass factor as two piStOIIS are in use, each inst,alled orl one, end of the sha:Et, light str-uctural materials are use.d, and eEEective, clean burnirlg 2-stroke system is applied.
- be, ve-ry efficient as steady torque i.s de1ivered directly from pist.on.s~shaft assen.bly.
- have relati.vely low vibl-ation level because of the oscillat,ing motion of the pist:on, r,o craLIk movement of shaft, no con11ectil19 rod or counterba3.ar1cing.
-- work in relat,ively lower temperatures then the standard reciprocat,ing engine because of the fast remova1 of the exhaust gases f.rorn the cylinder and constant cooling of the working surfaces of the cylinder.
- have bett:er overall effici.ency es~ecially because no contact at the piston/cylinder inte~Kface except for sealing rings.
~ have better, cleaner combustior, t,h~mks tx~ the swi.rl int,roduc,ed by spinning piston.
21 q5~P~3 .
- weac much less and have vtery good fuel efficiellcy.
bt- extremely easy to assemble, disassemble, and repa~
- bt, v;rtua]ly mainten;lnce free wit:h no val.ves to ce adjuste~d (nc~
timing needed).
As in case o:F the standard reciprocating engine RO'~'AR~.(' tngire's (3eleral de,sigrl carl be applied (with appr-opriate adju~stme7lt,.s) to kuilt a compresso:r, a liquid pump, as well as high and lo-v speed as o:l- hydr:aulic motor.
'I'he basic entlty of the ~c.OTA:~cl3C engine ;s an i.ndependentl.y working unit call.ed ROTAREC modul.e. The modul.- CollSiStS of four sections conrlected. toc~etheK into the workirlg entity. Two most outwar-d sections are identical: they a.re cy]inders in which the pistons move. 'I'he movement of piF,tons creates sealed chambecs of adjw~st:ablt~ vol.Lme surrourid_d ~by the cylinder walls. As the pi.st,or goes down the chamber expands, when it retu:rns the c'rla[rlber dilllinialles whicll i~s associ.a.ted wi.th the increase of p.ressure of the air inside. Of the two :inward sections (locatec- in commoll block one, calle~d Or,cillating E~otary searing section, is supposed to pro~ride secorlclary (effective) c~o7lt,:rol of the pistons/shaft assembl.y motion, tht, othel- one, call.ed Ball Spline 3earing section, is tv ret,rieve pure rc,tary moti.on to run an applica~ic)n. The pistc~:n/.shaft assembly is virtually only one moving part in the m,o~tule that is not a beari.ng of any kind. Tt cor.stitut:es an entity as t.he pistons are colmected to the ends of ttle stlaft r:ic3idly.
1) Cylinder Section - (only one is described as the other one is iderlt,ical) ~ works :here accoL~dirg to the two-stroke principle and althouqEI four st.roke ont-~ is alsc~ fwJly apclicable t,he foremer.tloned governinq svmrretrr line makes desigrl of this invent.io}l specifically attractive for and especially pot,ent,ially effectire, when working ac,cording to t.he two-st~foke rule,.
2) Oscillatillg ~ota:cy Bearing - (ORB) inverlti.ve by itse]f (many other applications possible! is to give the Pistons/shaft asstn~oly characteristic, undulating rotary mot,i.on which malces this e:ngine uniquely different: from ot.her existing engines. 'rE:I:LS IS
BASI('ALL'c'l'~lE MOS'l' INVE~'NTI'~'E AS WELL AS THE MOS'l' IMPOR'I'AM'r PAE~'l' ol;~
THE ENGIMF..
3) Ball ~Spl.in.e Rot:ary E?.earing ~ (BSR) is to ret,-rie,ve t,he pure rotary component o~ the oscillatirlg motion in the purpose of running the secorlda:l-y shaft a:nd t.hen a par~ticular application (car, boat, etc.!
41 ~iston/~Shaft Assemb]y corlstitutes just one pa-rt movillg in all foul- sections of the [nodule. 'I'wo pistons are installed on the shaft, eac-~tl moving in its own cylinder. TE..e outer rirlcT of the ORB
is attac~tled Lo i.t: in tE~ ORB secti.on to give the Pist,oTl/stlaft Assembly the undu]at;ng rotary motion. The spline bu.shirlg i.s instal.led on tho shaft in the 13al]. Spline secti.oll so that t.he bearinq can retrieve pure~ rotary component: to run the secondary shaft and '..hen an appli.cati.on As all the mlotlons of the shaft l~appen ~iLhin the imaginary cylinder of the diame',er equal to the diameter oc the shaft it i9 possible to use the body of the shaft for the special channellin~3 transpo.rting lubricatirg and coolinc3 oil to t:he pistorls. Th.e pistorls being guided by the urllimited travel bearings are not. in direct contact with cyl.inde.ls. 'I'hey move extremc:l.y c]ose to the cylirld~-?r walls and the. qap is filled by t:he piston rings. Those -rings can be lubri.cated by .neans oE the special in shaft lubricating/cooling syste~m.
5j Oil E'ump and the oil ]mbricat:ing/'coo1ir!g system - uses the spline bushir.g as a support for the pumE~illg p:iston. The piat.on t.rave]~Y inside the Pump bushillg asselllbly ~outer and inner pump bushir.gs assembled) pumE~int3 oil i.nto two circuits: larger whi.ch purpose is to cool down t.he cylindeYs and smal.ler for cc~c)].irlg and lubricating pistons and the rings installed oll the~ri. E'iston pumps oi] int-o the circuits on its way down. Wherl on the way up oil gets to the bypass chamlel where ;s fi].trated whell f].owing through the filter.
6) ~ery :important in the er,gine~s dea~iqn are the Block Closing Plater as they hol~.3 the Unlimited travel be.ar;nqs (slide bearings) whi C}l do the primary contro] of the E'iston/'shaft assembly. The third unlimit.ed t:rave] be.aYirlg is located in t:he block betweerl t.he ORB and E3SB sectiolls. 'E'he bronze gasket.s seal the irterfaces both bet.ween cylinder and clc~sing plate as wel.L as bc-?Lween c~losing plate and the modu]e block.
The most impo.r-t.ant a.spect in the view of tt~e potential.
engine's mallufacturillg is that its design does not appea.r in the technological vacuum as i.t ;s in case. of many invent.ion.s in the field of rotary engines. A]]. the. parts oE the enc~ine are eith-?r of-the-shelf p-roducts (rotary spline al.1 moti.on bearinqs) or can be easi].y machined ~engine block pistons shafts bushillgs charlne.ls etc.). E~ en i.n~renti.ve on its own Oscillatirlg :rotary bearing consist;s of the subparts WhiCIl are either ready to use o.r can be machined using existing tooling without any spec~ial. ac3justments to be made.
DEST~GN AND ASSEMBB~.
List of Parts According to the Pot,ential Material Applied.
Refer to Fig. Fig. 2.1, 2.2 AI.uminum or Light, Metal Matrix Composites.
l.Engirle block 2.Cyl;.nder block 3.Pistons 4.ORB ir.ner bushing 5.Pump outer bushing 6.PUmP piston 7.Rotary shaft bushing 8.Closing plates St,ee,l 9.Shaft 10.Rotary shaft ll.Cylinder inr.er bushing 12.Piston rings I3.ORB inner ring ]4.0RB raceway bushing 15.Sp1ine bushing 16.Spline bearing 17.Rotary bea:rings 18.Pump inner bushing l9.Unlimited Travel Ball Unit (UTBU) 2tJ.Sprocket, 21.Mountin~ bolt.s 22.Set screws Ceramic 28. IJnlimited travel bearings Polymer 24. Pump piston rim Bronze ?.5.Nipples 26.Gaskets 27.Filter cover Combined 7.8.Spar,k plugs 29.Fuel injector 30.Checking filter 31.Belleville springs 32. Keys Subassemblies I.I3lock Subassenrlbly - refer to tse Fig. Fig. 9, 1.1.1, 11.2 1'7.Rotary bearing 23.Unlimited t-ra~el bearing Unlimit.ed t,ravel bearing is to be p:ressed ir.to t.he cavity in the, block located at the end oE ball spline bearing chamber.
Rotary bea:ring is to be pressed ;.nto the very end of the -rotary shaft chamber.
Il.Cylinder Subasse[nbl~y - ref. to Fig. F'ig. 6A, 10 2 Cyl,inder bl.oc~k.
2/1 Scavengirlg channel 2,/2 Exhaust outle.t.
2/3 Air inlet 2~4 Cooling oil channel 2/5 Mounting hole 2/6 Ir.jector port 2/7 Spark plug por-t 2/8 Cooli,ng oil. ir.let 2/9 Cooling oi.l outl.et~
. APPENDIX ..................................... 16.
-- Configuratiorls of the Multi Modular Engines.
- Module Design Variat,ions.
- Other ApplicaLion6 of the ROTAREC Basic Design.
5. CLAIMS ....................................... 1~.
6. FIGURES ...................................... 22.
NEW INVF.NTIVE IDEA
Illternal Combustion F.ngire with Rotating and Reciproc~ating Pist,ons (ROTAREC engine1.
'I'he most characte,ristic feature of the traditional reciprocating engirle - motion conversion of the linearly travelling piston into t,he rotation oi the shaft is a prime cause of engine's low efficiency. Being at fulL s~eed at the half of its stro~e the piston comes to the momentary hd]t at, t,he stroke's extreme point in order to start to move in the opposite direction. Any time the piston ends up a stroke it is deprive,d of it.s all linear momentum which results in the loss of energy.
As the linear momentum of the piston equals zero at its ext,reme positi.ons (velocity of the piston about to change direction of its t:-ravel goes down t,o zero), the torque of t,he shaft connected to the piston via connecting rod also equals zero. As a consequence, the shaft's torque is harmonic: it has its maximurn when the piston is in the middle betw~-ell its two extre[rle positions but, as mentioned before, is :reduced to zero when the pist.on is eit,her fully forwarded or fully withdrawn about to start, it,s t,ravel in the, opposi.te. directioll. Large porti.on of engine~s energy is thus wasted both before as well as after e.ach extreme position of the piston.
There is no such lrotion conversion in the engine of my desigrl.
rrhe torque of the shaft comes straight from the pistons which not only reciprocate in the cylinders along their symmetry axi.s but also simult.aneously spi.n around the same axis. Such rotary oscillating motion of cylinders and shaft to which the cylinde:rs are. attached is a combined motion of two elementary components:
linear and rotary. As a consequence, althollgh there is no change in t.he Iinear momentum of the pistons (max. in the middle of the .~ .
21 95~83 ..
, stroke, 7.ero at the extremal positi.ons), the torque oE the Pistons~shatt as.sembLy is almost colllp]etely ur]ifornly di.stributed along each stroke (in fact, it has maxi,mum at both extremal po;nts of a stroke, and minimum in t,he stroke~s middle point). As t,he piston SpiTl ne~fer stop" its torque and the torque of t,he shaft is neve,-r equal zero.
Such a des;gn has many advantages which mak.e this inverltior swperior t,o the design c~f tne traditionaL -reciprocating engine.
a) srnaller ene}~gy loss as tlle torque of the .shaft cc,mes straight from thf~ piWtC~I1S - no linear-to-roLary motion conversior!, no need for cornect,ing rod.9, joints, crankshaft, courlter-ba1ance, or crankcase.
b~ all motions associated with one symmetry axis whic:h allow.s for:
- shaft, and pistor primary c3uidance by unlimited travel bea:c-ings releasi,ng pistorls fr-om oeiny guided by t,he c:ylinder wall, - use of two cfrlirderf3, each installed at either end of the shaft that doubles power of the single engine nodwle.
- ircrf~ase in a piston area wit,h reduction of the sh~aft stroke, - use of t,wc~ stroke, no valve internal combustion system with additicnal c~c~mpression chamber below each piston for very efficient scaveng-,ng.
- use c~f special pist,on lubricatic>n system complete1y separat:ing fue] fr-om beinq blended with oil which so far caused th-- t-,wo st,roke enqine very polluting.
c) overall simpl;cit,y of design which makes the engine, easy t,o make and reE)ai-r (easy disassembly, part replacement, and -re-assembly), As t,herf, are two work.il1g pistons on one shaft, t,he ROTAREC engine is twice as powerful as its rraditional re,c~iprocatirlq counterpart of thf~ corr,parable si~e (wherl compression chamber capaci.ty is compared) and as it: work.f; i,n t,he two strolce syst,elr.is t,ht-~ol-et.ic:a]ly four-fold .IS powerful as tlle trad;t:;ona]ly reciprocatinq enqine working accordirlcg t:o the fouL- stroke principle. If t:hf- capacit:ies of the t,wo engines being c~ompared are simi]ar-, the engine of m~f design is also lighte,r, simpLer, smal]er so t,he power to we,ight, ratio is to its advantage. As mentioned, the RO']'ARE.C engine can be very ]ight as thc-~re are onl~ a few parts that have to be made of st:eel - use of a]um;num alloys or metal mat:rix com~posit,e.s is possihle. The engire is also simpler as t,her-e is no application for joints, connecting rods, and crankshaft. 'L'he small size as wel], as t:he slim ]ine c~f the el1gine is a resu]t of the existence of the cent:ral ]ine of symmetry that governs the ove.l~all de~s:ign allowing the E~istoll/shafL assemb]y motion tc be c:c,ntrolled bf~ ~n].imit,ed trave] sealf,d bearinc~s wfl1ich, in tw:rn, a]!c)ws fo-r- t'nf~ desiqrl of very light and very thin pistons as they are not only no ]onge.r guide,d by the cy]il1der walls but do rlot e~en touch cyl.in(ter ~falls except th:rough t.he sea]ing :rings- ~'rom now on, the piston ~becomes independer1t o~E the cylinder ~all. Th;S revolutionary break-llp of t:he ~20 years of dependence (tliat how old the recip,cocating interna] c~ombwstion engine is) also te:rminates the whole spectrum of detriment~il pherlomel1a which so far constiLut,ed ar,otheY- gr-oup of inbor~n weakness of thc~ cx~nvel1r,ional recipr-oc~ating engine includir,g:
piston/cylinder wear associated with mutual loose int,e,ract,ion, 21 q5~83 piston slap - piston's noisy and harmfu].:knock caused by throwing it.s other side against cylinder wherl reversing di.rection of its t,ravel, unusual wear at very low tempe-ratures caused by thermally shrunk cylindel~, generation or: abnormal heat caused by friction even in norma~ temperatures, and many other problems.
Similarly to the classical reciprocating engine, ROTAREC
pistons travel inside the cylinders performing Otto cycle but unlike the classical one make two types of movement simultaneously:
lj reciprocating - Fig.lA
2) rotating - Fig.l~
As a conr,equence any point on the si.de wa]l oF the pi.ston travels a10ns an e.llipse. 'I'he plane of this ellipse is in an angle t.o the ci.rcular plane that, results from the sect:ion perpendicular to the lonqitudinal axis of the cylinder.
The fig. l shows the basic diffe.rence in the operation of the pistons:
a) of the standard rec;procating engine.
b) ROTAREC engine.
In the standard reciprocating piston engine the extreme position of the piston in cyli.nder means its ~.ero ve10city and ~ero linear momenLum. As the shaft (crankshaft) is connected with pir,ton by means of the connecting rod, consequent,l.y bot,h shaft,'s moment as wel.l as it,s tora,ue is zero too. rrhe fact that the pistons and shaft of the RO'l'~EC engine not or.ly shuttle inr,ide the cy]inder but also rotat,e around the piston and shdft:'s 10rl(3itudir1al axis re-sults in funda[nental difference in physics of the two engines. As in the.
standard reciprocating engine ~ero linear momentum of piston resulted in zero torque of shaft, in case of ROTARE'C engine ~ero linear momentum of piston does no-~ mean its or shaft:'s torque is zero. Othe-rwise, the torque of the shaft is very uniformly distributed over the duration of one particular stroke.
The inventx~r then expect,.s the R.O':rAR.EC engine to:
- have excellent effective power to mass factor as two piStOIIS are in use, each inst,alled orl one, end of the sha:Et, light str-uctural materials are use.d, and eEEective, clean burnirlg 2-stroke system is applied.
- be, ve-ry efficient as steady torque i.s de1ivered directly from pist.on.s~shaft assen.bly.
- have relati.vely low vibl-ation level because of the oscillat,ing motion of the pist:on, r,o craLIk movement of shaft, no con11ectil19 rod or counterba3.ar1cing.
-- work in relat,ively lower temperatures then the standard reciprocat,ing engine because of the fast remova1 of the exhaust gases f.rorn the cylinder and constant cooling of the working surfaces of the cylinder.
- have bett:er overall effici.ency es~ecially because no contact at the piston/cylinder inte~Kface except for sealing rings.
~ have better, cleaner combustior, t,h~mks tx~ the swi.rl int,roduc,ed by spinning piston.
21 q5~P~3 .
- weac much less and have vtery good fuel efficiellcy.
bt- extremely easy to assemble, disassemble, and repa~
- bt, v;rtua]ly mainten;lnce free wit:h no val.ves to ce adjuste~d (nc~
timing needed).
As in case o:F the standard reciprocating engine RO'~'AR~.(' tngire's (3eleral de,sigrl carl be applied (with appr-opriate adju~stme7lt,.s) to kuilt a compresso:r, a liquid pump, as well as high and lo-v speed as o:l- hydr:aulic motor.
'I'he basic entlty of the ~c.OTA:~cl3C engine ;s an i.ndependentl.y working unit call.ed ROTAREC modul.e. The modul.- CollSiStS of four sections conrlected. toc~etheK into the workirlg entity. Two most outwar-d sections are identical: they a.re cy]inders in which the pistons move. 'I'he movement of piF,tons creates sealed chambecs of adjw~st:ablt~ vol.Lme surrourid_d ~by the cylinder walls. As the pi.st,or goes down the chamber expands, when it retu:rns the c'rla[rlber dilllinialles whicll i~s associ.a.ted wi.th the increase of p.ressure of the air inside. Of the two :inward sections (locatec- in commoll block one, calle~d Or,cillating E~otary searing section, is supposed to pro~ride secorlclary (effective) c~o7lt,:rol of the pistons/shaft assembl.y motion, tht, othel- one, call.ed Ball Spline 3earing section, is tv ret,rieve pure rc,tary moti.on to run an applica~ic)n. The pistc~:n/.shaft assembly is virtually only one moving part in the m,o~tule that is not a beari.ng of any kind. Tt cor.stitut:es an entity as t.he pistons are colmected to the ends of ttle stlaft r:ic3idly.
1) Cylinder Section - (only one is described as the other one is iderlt,ical) ~ works :here accoL~dirg to the two-stroke principle and althouqEI four st.roke ont-~ is alsc~ fwJly apclicable t,he foremer.tloned governinq svmrretrr line makes desigrl of this invent.io}l specifically attractive for and especially pot,ent,ially effectire, when working ac,cording to t.he two-st~foke rule,.
2) Oscillatillg ~ota:cy Bearing - (ORB) inverlti.ve by itse]f (many other applications possible! is to give the Pistons/shaft asstn~oly characteristic, undulating rotary mot,i.on which malces this e:ngine uniquely different: from ot.her existing engines. 'rE:I:LS IS
BASI('ALL'c'l'~lE MOS'l' INVE~'NTI'~'E AS WELL AS THE MOS'l' IMPOR'I'AM'r PAE~'l' ol;~
THE ENGIMF..
3) Ball ~Spl.in.e Rot:ary E?.earing ~ (BSR) is to ret,-rie,ve t,he pure rotary component o~ the oscillatirlg motion in the purpose of running the secorlda:l-y shaft a:nd t.hen a par~ticular application (car, boat, etc.!
41 ~iston/~Shaft Assemb]y corlstitutes just one pa-rt movillg in all foul- sections of the [nodule. 'I'wo pistons are installed on the shaft, eac-~tl moving in its own cylinder. TE..e outer rirlcT of the ORB
is attac~tled Lo i.t: in tE~ ORB secti.on to give the Pist,oTl/stlaft Assembly the undu]at;ng rotary motion. The spline bu.shirlg i.s instal.led on tho shaft in the 13al]. Spline secti.oll so that t.he bearinq can retrieve pure~ rotary component: to run the secondary shaft and '..hen an appli.cati.on As all the mlotlons of the shaft l~appen ~iLhin the imaginary cylinder of the diame',er equal to the diameter oc the shaft it i9 possible to use the body of the shaft for the special channellin~3 transpo.rting lubricatirg and coolinc3 oil to t:he pistorls. Th.e pistorls being guided by the urllimited travel bearings are not. in direct contact with cyl.inde.ls. 'I'hey move extremc:l.y c]ose to the cylirld~-?r walls and the. qap is filled by t:he piston rings. Those -rings can be lubri.cated by .neans oE the special in shaft lubricating/cooling syste~m.
5j Oil E'ump and the oil ]mbricat:ing/'coo1ir!g system - uses the spline bushir.g as a support for the pumE~illg p:iston. The piat.on t.rave]~Y inside the Pump bushillg asselllbly ~outer and inner pump bushir.gs assembled) pumE~int3 oil i.nto two circuits: larger whi.ch purpose is to cool down t.he cylindeYs and smal.ler for cc~c)].irlg and lubricating pistons and the rings installed oll the~ri. E'iston pumps oi] int-o the circuits on its way down. Wherl on the way up oil gets to the bypass chamlel where ;s fi].trated whell f].owing through the filter.
6) ~ery :important in the er,gine~s dea~iqn are the Block Closing Plater as they hol~.3 the Unlimited travel be.ar;nqs (slide bearings) whi C}l do the primary contro] of the E'iston/'shaft assembly. The third unlimit.ed t:rave] be.aYirlg is located in t:he block betweerl t.he ORB and E3SB sectiolls. 'E'he bronze gasket.s seal the irterfaces both bet.ween cylinder and clc~sing plate as wel.L as bc-?Lween c~losing plate and the modu]e block.
The most impo.r-t.ant a.spect in the view of tt~e potential.
engine's mallufacturillg is that its design does not appea.r in the technological vacuum as i.t ;s in case. of many invent.ion.s in the field of rotary engines. A]]. the. parts oE the enc~ine are eith-?r of-the-shelf p-roducts (rotary spline al.1 moti.on bearinqs) or can be easi].y machined ~engine block pistons shafts bushillgs charlne.ls etc.). E~ en i.n~renti.ve on its own Oscillatirlg :rotary bearing consist;s of the subparts WhiCIl are either ready to use o.r can be machined using existing tooling without any spec~ial. ac3justments to be made.
DEST~GN AND ASSEMBB~.
List of Parts According to the Pot,ential Material Applied.
Refer to Fig. Fig. 2.1, 2.2 AI.uminum or Light, Metal Matrix Composites.
l.Engirle block 2.Cyl;.nder block 3.Pistons 4.ORB ir.ner bushing 5.Pump outer bushing 6.PUmP piston 7.Rotary shaft bushing 8.Closing plates St,ee,l 9.Shaft 10.Rotary shaft ll.Cylinder inr.er bushing 12.Piston rings I3.ORB inner ring ]4.0RB raceway bushing 15.Sp1ine bushing 16.Spline bearing 17.Rotary bea:rings 18.Pump inner bushing l9.Unlimited Travel Ball Unit (UTBU) 2tJ.Sprocket, 21.Mountin~ bolt.s 22.Set screws Ceramic 28. IJnlimited travel bearings Polymer 24. Pump piston rim Bronze ?.5.Nipples 26.Gaskets 27.Filter cover Combined 7.8.Spar,k plugs 29.Fuel injector 30.Checking filter 31.Belleville springs 32. Keys Subassemblies I.I3lock Subassenrlbly - refer to tse Fig. Fig. 9, 1.1.1, 11.2 1'7.Rotary bearing 23.Unlimited t-ra~el bearing Unlimit.ed t,ravel bearing is to be p:ressed ir.to t.he cavity in the, block located at the end oE ball spline bearing chamber.
Rotary bea:ring is to be pressed ;.nto the very end of the -rotary shaft chamber.
Il.Cylinder Subasse[nbl~y - ref. to Fig. F'ig. 6A, 10 2 Cyl,inder bl.oc~k.
2/1 Scavengirlg channel 2,/2 Exhaust outle.t.
2/3 Air inlet 2~4 Cooling oil channel 2/5 Mounting hole 2/6 Ir.jector port 2/7 Spark plug por-t 2/8 Cooli,ng oil. ir.let 2/9 Cooling oi.l outl.et~
11 Insert bushing 11/1 Exhaust out.let port 11~2 Air i.nl.et: port 11/3 and 11/4 Scav--nging ports Insert bustring is to be located inslde the cylinder chambeL (key to key~ay). Injector and spark plugs to be th-readed into their ports.
Nippl.es threaded into tue approp:r-iat,e ports.
III. Pist:on~shaft subassembly - ref. t:o Fig. Fig. 4, 5B
3 Piston 3~'~. Pist,on/cylinder interface oil.ing ports 3/'2 oi3. receiving pOl' t S
Nippl.es threaded into tue approp:r-iat,e ports.
III. Pist:on~shaft subassembly - ref. t:o Fig. Fig. 4, 5B
3 Piston 3~'~. Pist,on/cylinder interface oil.ing ports 3/'2 oi3. receiving pOl' t S
12 Rings 9 SnafL
9/1 Oil collecting channel - in 9/2 Oil. col.lectinc~ chclnnel - out 9/3 Shaft c~hannel out 9/4 Sh.tft channel in 9~5 ORB ring set-, hole 9/6 Oil outlet to the pump 9/'7 Oil inlet, frcom the pump 9/8 Sections blinded after dril]irl-3 channe.ls ins;de the shaft 9/9 Shaft's threaded pa-rt for pi.ston inst:allation Rings to be installed on the pistons. Wllell tht~ piSton6 art,installed on shaft, (final assemblyi t,he inner ports of the chanrLels of the in-cylinder cooling/lubricat,ing systenn ~polar array~ a:re at t,he 1evel of t,he circular channels machired on the shaft. One of those chamlels delivers oil to and the other- receives ~he oil rrom the in-shatct chamlel]:irlc3 connecting pistons wit,h the oil pump in t,he splint, bearing st,ction (c3etci.il 3.1/3.2 and 9.1/9.2 on Fig. 4).
IV. Oscilla~:ing Kotary Bearing Sllbasse~bly - ref. to E~'ig. E'ig.
3, ~1.1 ~. ORB in}ler bushiIlq 4.1 Anti-compression and oil free-flow window 13. 0213 inner rinc~3 13/'. Mount,ing hole ]4. ORB raceway bushirlq 14/1. Raceway bushi.ng 19. Unlirni'Led 'I'ravel Ball IJnit,s ~UTBIJ lI}lit,6) ~9/1 Ba3.,1 19/2 Limit,er 19/3 Belleville spring l9/4 Secur-ing plug ]9J5 Thread ]g/6 Hex keyhole 19/'7 Recirculating balls 15/8 Support,irlg tak].e 19/9 Closing plug 19/lG Seal Inne:r ri}lg must be pressed fit int,o the centre c,f the inner bushing, inner bushi.rlg put into the raceway bushirlc3, ~'I'BU's pushed from in,side of the inner bushings into t,hei:r cavi~.:ies, Ba]~l of each unit must be in the app-ropriate, raceway Insertio}l of the Bellevi.lle sprin~E and t,hen thYeac3inq in the securinq plug ends instaLlati,oll of each unit,.
V. Ba]l Spline Bearing ref. to E~ig. 7 15. Sp~;ne bushing 16. Ball spline bearing 16/1. Nut 16/2. Bal1 r-etainer 16J3. E~ecirculatirg balls 16/4. Seals 16/5. I.ock 16/6. Mounting bushings (stationary) 16/7. Sprockt,t 16/3. Roller bearinq ]6/9. Thrust, bearing Ball spline bearing is an off-the shelc- product and is factory pre-21 ~5883 assembled.
V~:. Rotary shaft subassembly ref. to l;';g. E;'ig. SA, 11.2 '7. Bushing lO. E~otary shaft l7. Rotary beariny3 20 Sprock?,t, Shaft i6 Lo be inserted into the bushirlc3. ~rwo rotary bearings a:re pre.ssed into the cavi.ties in the bushi.ng (both sides~. Their i,nller r,ings .ti.t over the shaft, t,heir c~ut:er rinqs :fit in cavities. As a result shaft, spins freely in the bushing.
V:LI. Closing plate subassembly ref to E;'ig. 5C
8. Plate 8/].. Mountir.g holes 23. Unlir,ited t,ravel bearing EJrllirrlited t,ravel beari.ng is to be pressed f;t into the cavit.y i:n t,he cerlt,re of the plate. It must,.be done so the, long;tl.ldinal axis of the bearing is absolutely perpendicula:r to the plane of the plate - accur~-3cy is cruci.al he:re. Proximity sensor is inserted into the thin channf l .
VIII. Pump sllbr~3ssembly (spline bushillg and oil pump pistc~
L-ef. to the l~'ig. E~ig. ~, 6B, 8, 1.1.2 5. Outer bushing 5/1. Oi3. bypass with filter chanrlel 5/2. Oil inlet, 5/3. Gil 0-3tlet 6. Pump pi.ston 21.Mc~llrlting screws 15. Spli.ne bushing 1.5/l Splines 15/2 Or.-shaft mounting ho~e ~8 I:n.sert bushing 18/1. and 18/2. sypass ports 18/3. oil in - port 18/~. oil out, -- po3-t.
25. Nipples Insert bssl~i.ng is to be insert,ed into the oute:r bushing ~ key and keyhole for alignment.
21 95~83 .
F'inal Assembly - assembly o~ t,he subassemblies.
With all t,he suba.ssemb]ies completed the final assembly is very short and easy: 'I'he rota,ry shaft. subassf~mt)ly is to be i,nserted into t_he appropl-iat~, cavity in the bloclc - initially partial1.y as the spl-oclcet is t,o be inserted from the side into iLs ca~ity. 'L'hen the rotar~ shaft bushing is to be pushed in further so that the shaft goes t.hr-ough the sprockc-ts c~erltre hole and ;s finally inserted into the thil-d rotary bearing pre-inst.alled pre~iously in thf~ bloc~. The sprocket must then be secur-ed on the rotary shaft with the set screw ~hat goes ia~to the thL~eaded opening in the shaft.. Now, the Bal] spline bearing is t:o be inse:rted into it,~, own ca~i,t~t. r~'he P,SB
sprocket, is to engage the sprocket of the t-otary shaft. The spline bushirlg is to bc~ ir;f3t,allc,d on the .mair. shaft and .secu-c-f.d with the mountirlg screw threadec? into the app-rop.riat-~ opening. The main shaft with the spline bushirg installed on it is to be inserted int,o the BSB all the way SO that. spl.ine bushirlg is complete]y in t,he BSB ~recirculating ba]ls can slide o,-er splines. T}le main shaft, can tn]rn now in the middle of the unlimited travel beat-ing At this point the Oscillating rotary bearing is to be installed: the ORB's raceway bushing is to be i,nserte,d into the cavity in the block (k~y and ttle keyh,ole for the, alignment,~. The shaft will go t,hrough the, cent,re hc~le in the ORB inner ring. 'I'he securing screw is to be dr-iven into the hole ir. the inner ring right throug:tl up to the shaft for firm installat,ion of t-he OE~B inner bushing The pUlllp bushirlg subassembly is tc) be :inserted to secure 1he BSe,. rE'he pi.ston instaLlecl on the spline bushillg must, hide inside the inner bu.shing.
The r-otary shaft bushillg plays thf- role of t.lle kcey preventing the pump out:c~r bushing against rotation i!l t.he cavity Bronze washe-rs are to be placed then on each sides of the block and t:he c],c~sirlg pl,ates bolted to the bloclc with the flat head screws. The aligrlment.
must be chec]ced pric~r to and at the prooess of the careful fasteni,ng of t:he screws. Both shafts must mov~ freely wherl being rot.ated by hand. Now, t,wo more bronze gaskets are to be placed on the closing plates, t,he pistons must, be threaded onto both ends of the main shaft, and the cylinder assemblies aîe to be pressed onto both pist.ons ~bot.h sidt.s c>f the block~. Afte-r ali,glling ttle mount,ing holes on the~ cylindel~ flanges wit,ll hol.es in t.he block, the bo],ts nrust firmly secure both cylinders on the mod:ule bloc~k. ~gain, prior to the fast:ening the bolts the alignment must be checlced (free rotati.ol] of the piston/sllaft asse.mbly in the cylinders). Basic assembly is now done, what is left is the installatiorl of the nipples" hOse~s on nipples and connectillg the electrical inst.z]llatiorl. ',I'he tubing frc,m t:he fuel pump is to be attached into the i,n-jectc>rs. I'he filter unit is to be inserted into it.s cavity and the securing plug with the closing plare is to be ~bolted into the block. ']'lle ORB is t.o be fi,lled wit.h lubricatinq oil in appY~.
1~8 of its volume and the~ oil re.servoir of tht- oil cdrcuit, i.s t,o be filled wit.h cooling/lubricating c,il as well. The fuel is to be addlod t:o the fuel tank and the engine is rt-~ady t:o star-t.
PRINCIPLE OF OPERA'I'ION
l.CYI.INDER SECTION
Work. sequence:(Flgl5) As the piston moves up, the air in the chamber A above the pist,on gets compressed. Fresh, ambient pressure air is t,aken int,o the chalnber B below the piston through the intake porL, ("b"). .~'uel is injected as soon as t,he p;ston is on the way up. When the piston reaches extreme point, the chamber A is of the minimum si~e and compression of fuel/air there is of max. value. Chamber B below piston is of the rnaximum volume. A spark initiates ignition as soon as the piston starts to sp;n down. As combustion gases expand in t,he charnber A piston moves down. The air in the chamber ~ gets compressed. When the piston reaches point 1 both chambers become momelltarily connected by means of the scavenging channel ("a") and the exhaust port gets uncovered. Compressed air from the chamber B
hursts ;.nto chamber A with h;gh impact rushing the exhaust gases out from this cnamber through the port ~"c'l). As the clean air pushes the exhaust, gases out, the c]ean a;r finally occupies the A chamber at the end of the..scavengirlg process. The 2 st,ro~ce cycle ;ntake/compression, wc,rk/exhaust is now completed.
The sequence in the cyl;nder on the opposite .s;de of the module is exactly the same only the st,rc~kes are inversed one cylinder ;n respect to t,he other. So far, a'll resembles t,he ordinary two stroke eng;ne and the rotation of the piston does not seem to br;ng too much change in a general principle. The :rotation of the piston, though, might: bring some important charlges in the blending, combusting, and scavenging processes. The rotating piston with flap on top will introduce exce,llent swirl of a;r mixing fuel and air prior the ignition, then spread the expanding firebal! of exp]od;ng fuel evenly over the surface of the piston, and f;nally improve scavenging process as the incoming a;r- tends to concentrate in the middle o2' the combustion chamber due to the vortex that nat,llra11y :Eor-ms there in the standard two-stroke eng;ne. 1 believe, all the three above will substarltially imE~rc~ve power, efficiency, thermal cond;tions as well as clean combustion of the engine.
2. TWO-TIEII~ PIS'I'ON/S~AF"l' MOTION CONTROL SYSTEM.
There ;.5 an innovat;ve two-tiel- piston~shaft assembly mc~tio control syste,m applied in this engine.
~ 'irst tier consists of three unl,imited travel (linear slide) bearings in series t-hat, allow the shaft to perform any combinat,ion of rotary and l:inear motions but, t,h,e linear motion is limited in range by both ontward flat: walls of both cylinders (walls Wit spark plugs and injectors). As the shaft moves in the triad of the 21 95~83 .
ali.qned all motion bearings the contact betwt-en the pistons and the cylinder walls is no longer nec~et,Sary. .SUCh a direct contact is a must in the stal1dard recipl-ocat;ng engine to guide the pi.ston in its linedr rnotion. Here only the sealing rings provide the contact at th~ interface of pist:on and cylinder. 'I'otal indepenc~erlce oE
piston from the cylinde~r brings many promirlent advant:ages of this engine over the tradi.tional reciprocating one like less :resistance in motior1 less wear of both ent.ities much thinner and lighte-r piston of mucll larger top surface area with much less st:roke poss;ble to be designed.
Second tier is a fine tuning subsystem narrowinq the motion achieved thanks to the firs tier down to the specitic harmonic osci.l]..3ting and rotating Inotion. It assures steady und.llating action of the shaft~pistons assembly. 9uch a combination of ROT~tion and RE'Ciprocc3tic~n exce-pt of 9i.Vill9 the name of the engine (RO'I'~R]3C~ ensuYes re(.~ulaL- en]arge~merlt and diminishirlg of the chamb~J-s in the cy1inder that e~rlable the Otto cycle and gives the shat-ts torque .straiqht from the pistons wit:hout the famous or rather inEamouF li.nea:r-to-rotary motic~l1 cc~rl~e:rsion. The new kind invent;ve device that gives the shaft/piston assernbly the harmoni~
oscillating rotary motion is a new kind of bearing called an ORB or Osci]lating Rotary Bearing.
3.01~B SECT]:ON.
As mentic~lled be'c-ore the purpose of the o.scillating r-otary bearing (OKBj is to give the shaEt/pist.oll assembly a compound motion: a combination of the simple moti.on components: :rotary and reciprc~c~atirlg. A simple .roiary bearing consists of two rings -inner and outer or,es with the bearing balls between them. Tht ba1.1s r-oll between two rinqs minimizing fr-i.ction. The rings do not fall apart: because the path.s called r.3ceways on which t.h._ ba]ls -run are concave (F19~3A! and the bal]s themselves keep the rings together. The OKT3 is quite simiJa:r in its genera] principle with a prominerlt exception: the raceways machinésd on the inside of the outer rinq a.re nc~t circular but elliptical (F'i~.3-14/l). The inner ring d.oes not contain any raceways but the bal.ls are placed around its ci1:c-lmfelence in the individua1 units of the drum-like shape t:hat are usuall-y used in the transfer t:ab]es and are cal].c~d ]~3all Transfer Unit:s. E]ere they are ca]led the Unlimited 'I'ravel Ball Uni.ts (uTl3Uls!~ The main c)~11 secured iII the cnqvit:y (Fig.3-19j iS
placed on t.he sma11e.Y balls supported b-y the concave table. 'l'here is a space behind thr~ table as wel] so as the big :bal] rotates the small bal]s rotate and travel recircu]ating aroLInd the ta.ble (];'ig.3 l9/3). Such a :recirculating principle sets t:he t~ig bal]
completely fre~ as far the directiori ot its motion is conce:rn.
Additiol1ally big bal]~s rc~tatioll is accompar1ied with very little friction. Lf then a Eew more or le.ss equa1ly spaceci elliptical raceways a:re macllir.ed on t.he inside of the outer ring and respective number of IJT13U's is insta]led in the inner rirl(3 so that each ball runs on the approp:r:iate raceway, then the :inr1er ring will rotate in the c~ute1- on~ in an undulatil1~3 Lota:7y motion. o~ course, t:he rac~-ways are ell;.ptical when looked at from Lhe side of the .rings. They are perfect~r circwlar when look.ed at from the top of the rirgs t.hough. The distance b-~-~tween the e.ctreme polnts c~f the raceway as measured along the side of the ring (F'ig.1'7:~ is the stro~e of the bearinq and then conseq-uentl~, as the ORB contrc~lls the shaft, tht- strolce of the sha~t and pistons. Practically, one full rotat;on of t.he inner ring in the c~uter one is accompanied by the two strokes t~I,ONG t:he longitudin,-ll axir, o:f both .rinc~s: up and down. :rn other words one strok.e 07 the inner ring brings half of its re,-olwtion, this t.ime AROUND the sam.- longitudinal axis. The ORB with three racewa,~s and three IJ'['E3U's is presented i:n this disclosu7-e, but tl1e numbe7- of both entities is not r;gorous. 'I'he number- c~t rac~eways mllst be equal to the nunlber of U'l'B~Is though.
Theoretically, the more of both entit:ies in the whole ORB the strongt.r and more resistant the structu:re is. On the other hand, more racewavs means nr,ore of the;r ;ntersections on the outer r;ng.
The number of the intersections grows as the numbe:r of raceways c3rows acco:rding to the formulas,:
C~= SIGMA 2(n-1) or C= n!/(n-2!!
n=1,2,3... for n~l ~here C - rumber- 07t in're-rsections n - nuITlber of racewavs Accordil1g to both fc~rmwla.s there will be two intersect;orls for two raceways, six intersections for thlee raceways, 12 for ~, 90 fo.r l0, etc.
As t.he :ball. passes the intersection there is a risk. oc collision between '.he ball and the corners of the int:ersectior1. rrhel-e is a solution to th;s problem, though. 'rhe d:istrik.uL;on of t.h-_ -.raceways can be man;pulate.d. They can be displaced both jII t'he X as well as in the y d:ir--ction wh.-n shown on t.he cirurn surface cut along and flatten on the plane (Fig.16!. Any raceway dir,plac~ement resu].ts in the inttrs~ctiorls being displaced t:oo. :[:n the r:egular array of raceways (F'ig.16A) t:he intersect.iorls are exactly on the same level and equally spaced around the ci:rcumference (the s;ne l:ines of r.lceways are '~in phase~. As a conseqllel1ce all balls p.iss their intersections simultar.eously and at the rnornent of such patssage thP
inner ring is out of control. Common co]lision between balls and open sides 07 their raceways can happtn result.;ng in the crash of all bear:ing. Callcellation of the recgwlQrity of the si.ne lines al-ray by displac-;7lg them eithe:r along x (on the circ~umferer1ce) or y (up or down the ring~ axes may bring the situation :in which the raceways ar.- still distributed fairly uniformLy but ONI.Y ONE' s~
PASSES AN :rt~TE~RSECT::ION AT rrHF-~rlME~ (F;.g.16B). Other balls a:re t:hr-.tully bo:rclered raceways at- that mom~rt. Those other kall.s w;ll lead (~r;a inner ring) the :interr3ection passing ball exactly alo.ng the middle of its path helping it to a~oid any contact w;th oprn sides of the intersec~tic~n.
SecuL-irlq t-he smooth mc,tion ot t:he inner r;ng when ball.s pass -~3-.
the intersected race~qays of the oute.r ring ; 5 the main inventive.
idea behind the dcsign of ORP..
The bal]s of the inner ring wi~l carry relatively little 10ad as the shaft is primari.ly g~ided by the triad of un1.irnited trave]
beari.nqs. All. the load that afftcts Lhe balls comes fYc~m the ~uiding forces of Lhe raceways. The inner ri.ng has larc~e wirldows on i.ts t-ront surface. rrheir purpose is to: l) allow the insertion and installati.or, of the ~TBUIs in the inne:r ring (F'ig.3) as well insertioll and installat:ion of the set screws (Fig.3-~.3/1i whi.ch purpose is to ~pr~operly and firmly secure t11e ir.ne:r L'ill-3 on the main shaft: ~) to allow free f}.ow of ai.r and oil insid-- the chamt,er to avoid any compKession on eithe1- side of the :ring and to ensure :better oi1 penetrati.otl of the :raceways and all areas of the UTE3rJl 6 .
4.BAr.r splllNrll3E:ARIMG sE~:c~r~
The Ba].l Spline P~earing extract.s puKe rotary motion (necessary t.o run tht~ secondary shact and finally al1y applicatiorl) ~rom the oscillating motion givt-ll to t:he shaft by ttle ORB bearirg (as e~plai/1ed in the previous section). BSB passes aLl .reciproc;ltin~3 compor1erlt unengaged but engages all rot.ary component. '1'he part: t:hat does the engageme.r.t is ca1].ed a spline rut. The spline nut usual.ly contairls t.hree pairs of o.blong channel~s with arrays of hearing balls tr-avelling one. after anot.11er in closed circuits. Pa.rt of the channe1 is completely hi.dden i.nside of the nut but part is par-tially open towards the shaft and .splines that separat:e the array one from a:not:her. T}1ose ball~3 that tempor.lril.y stick out of the inner surface of the nut are in cont:act of the shaEt's surface arld its splines t:~hose balls w}1ic~h are retarded are temporarily hidderl ln ~he recirculating channe1 behind those that stick out (l~ig.'7--l6/3). 'l'he 1onc3itudi.:na1. movements of the shaft cause the balls to reci.rculate alo:nc t.he splines and such movements pass t.he bearil1g freely with minimùm friction. ~s the b.31.1s can only travel alonc3 the shatt's splir.es any of shaft-s rotary motions engages the nut fi.rmly and causes it to rotate together qi.th shaft. There are BSBs made by many compani.es that. have sprockets install.ed 0l1 t:he spli.ne nuts and mounting rings on both sides of the s~p:rockets with lining an thrust balls/rollers for easy and ~so].id installation. The splines are usually machined 011 the sh~3ft. Ilere the spline bushi.ng is proposed to be instal]ed on the roul1d sur-face oE the shafi: for easy insta}.l.ation and .replacement if brolcen. Another reasorl fo.r the spline bushing ;..s to have a better background for t.he~ ;nstalk~tion of the pump piston of the pist.c~n/cy].inder cooling/lubricating system.
5 . C1001.1 NG AND ~UBRICA'I'IO~ SYSTEMS.
As t:he sp].ine bushing reciprocates (and rot.at:es) in the challlber it is possible to u~te thi.s situlatic~n to desic3n an oi]. pump that would supp]y a].l the areas that need ',o be cc~o~ect and/c~r:
]ubric.at:.ed Wit}l low temperature oil. ~s this Chambt'r iS also 2 1 95~83 intercon1lect.ed witn the ball spline bearirly's and rotaKy shaft gear cha1nber as well ac wit.h tht~ middle all-mction beaLi}1s cavi.ty ir is a very good central, original point i.n the~ engir.e for such a di,stribution .
The, piston t.hat is in.stalled on the top of the sp]ine bushing pumps the oil down into th.e two circuits at once.
~ i'he large circuit.,rl-ovides oil for coo!ing down the cy1inders.
~s t,he cpiston rnoves away from the BSB it, pumps the oil tempoI-a1-ily out of the er1gine, t}rroug}l tne outlet ("Ot" on Fig.8A2) down to the out,side piping and then, through the, in~et (Fig.9-25a1 down to the coolir.g channels i.n t,he, cyliL1del-s. 'rhe oil cools down the cyli,1lders, leaves the cy1i,nders tl.lrough t,he outlets (Fig.9-~.5b), flows to the radiato:r and returns cooled t,o the pump through t,he inlet ("In" on Fig.~A2). As the pi,.ston st.arts to move in the opposit.t? direct:ion the oil is pumped through the b~passing charlr1e!
(1;'ig.8"bsc") back to the chamber (Fig.8".~"). TheLe is an oil fi,lter in the cha1lne1 that cleans the oil i:rom all impu,rities. There is also an arrav of leaf pl.at,es below the filter that allow t,he flow of oi1 orl1.y down to the chamber ("A") but: not, back to the chamber ("Bl'). The volume of t,he cha1nber ('IAll) is Vl, the volum- of t,he chamber ("B") is V2. As Vl~V2 there i.s an accumu1ato:r right at the outlet of t,he chambe-r (li'ig.8 IlOtll) that stores the Vl-V2 vo],ume during the oil-out st.roke.
Tht innovative small circuit of oil directs part of the. oi]
moved 'oy the pump down to t,he channels inside t,he, shaft throuc3h the port (I~'ig. 8--9/7). The oil flows t,o the very pistons where splits i,r.t,o the pola1- array of cha}mels (Fig.~ explains the, inte,:rface coo],in~3/lubl-icating subsystem) which bring i,t t:o the a.rea at the piston/cylir,der- bus~ lg i,nte.rface. This area is sea]ed from both ot:t1er sides by the sea].ing rings that are being lubr~i.cated by t.he oil as they slide over the cylinder surface up and dOWIl. 'I'he hot:
oil is being scooped down to the array of t.he receiving channe1s in the r~e,ve,r.sed stroke of the pump, collected in the focal point ~ ig.~ g/2) and directed into the channe~], (Fi.g.~ 9/3) do~qrl to the pump. It enters the pump thLough the port (Fig.4-9/6~. This ci:rcuit does not need any check valve as t.he stroke of t,he pump forces it to t.he channels ir. the shaft but the reversed stroke does not push it back as it is no-resistance stroke for t:hc pump and tt~e, fl.ow through the filter channel is prefer-ential.
The smal1 circlli,t is very importaIlt then. It cools the pist:on, cy]inde:L-, ],ubri,c~ates rings, and does not allow any oil/fuel b]ending which has been so far an Achi.lles heel of anv trype of two-stroke engine. The proport.ion of oi,l pumped betweerl two circui,ts can be adju.sted by l) thrc~tt,le at the outlet of the pump and i,he 2 vo]urt1e of the accumulator.
'15 21 q~883 .
APL'F.NDIX
l. Mu1ti modular Engine Configurations.
As the single ROTAREC module is an i,ndependently working structure, any eng;ne that consists of more than one of such modules is just a free agglomeration of such autonomous units each passing its rotary n-lotion to the common shaft that eventua11y runs a vehicle or any other machine. Although the mod,ules can even be attached one to each ot,he.r they still .retain their independence, especia11y if they pass their motion to the common sha:Et: through any clutching mechanism. Then, any module of any given Multi modular engine can be simply declutched and turned off even during the engine's operation. E.g. three modules of the tri-modular engine can be used in the city driving but one or two can be turned off and de-clut,ched when the car gets on the freeway for better economy, or, three modules are normally used in the pi,ck-up truck but fourth is t,urne,d on and clutched when the truck is full of load or is to haul a trailer. There are many more similar applications possible. Also, the modules can be stacked in many ways: they might be connected in series, or gathered in the. parallel way - as polar clusters or square arrays (F'ig.l9). A combined linear/parallel corlfiguratiorls are also possible depending on the requirement of a given application (e.g. a bus might use flat linear/parallel stack of modul,es under it,s floor but a helicopter can have a cluster of modules right over its cabin. A small plane can have a propeller attached to the shaft of the module installed like a turbine under a wing, etc.). Also, a who1e family of vehicles or machines can be based on only one module design. The increased s;ze of the vehicle of machine can simply be counterbalanced by t:he nlmlbe.r of modules in their engines (e.g. 2 module engine for a small car, 3 for a minivan, 4 for a light truck, and 5 for a full s;ze truck or a bus.
'I'he number of modules increases but i,t is always the same design.
Tt might~ be an excellent cost saver for a car maker to have a capability to build a fleet of cars with only one engine plant in the whole company.
2. Module design modi,fications.
In a traditional reciprocat,i,n~3 engine there is a requirement for a long, low-diameter piStOI1 as it enables the piston to be properly guided by the cylinder (among others it reduces the piston slap). As in the ROTAREC engine the cyl;l1der does not guide the piston that, in t-.urrl, can be very flat and its diameter can be t,heo,retically unlimited. If the trad;tional piston is of 8 cm diameter, is 8 cm high, and its stroke i.s also 8 cm, then the length oE cylinder is mirlimum ].6 cm and the maximum volume of the compress;on chamber is approximately 400 cubic cm. If then in the ROTAREC engine the piston of, for example, 14 cm diameter is used and its thickness is 3 cm then the stroke required to obtain the same chamber volume - 400 cc ;s appx. only 2.5 cm. The ORL3's angle 21 q5883 .
of ascent, is only appx. 10 degrees. Two automatic advantages are:
1) very powerful yet short module ~appx. 35 cm with two pistons), 2) very low vib-ration coming from the oscillating inner ring of the O~B. Such a flat,, wide piston veraion of the module seems to be ideal for the 2 stroke diesel ~compression ignition) engine.
Injected fuel is swirled by the rotating piston helping to spread the ignition evenly over the piston's large area ~Fig.18"A").
3. UTBU modification An UTB-~ in which the main bal.l travels on the layer of the recirculating balls can be substituted by the one where the recirculating balls are replaced by the layer of oi] ~hydraulic bearing). rhe new UTBtJ has a funnel-like clanrlel at its back so when the i.nner bushing of the ORB rotates the oil spla.shed by it lands on the channel inlet and its t,hen pushed into it by the centrifugal force of the rotating uni,t. The oil gets between the bed and the ball creati.ng the bearing layer. Some of the oil gets out of the bed chamber through the seals ont,o t,he raceway ~]ubricatinq the raceway anyway) but is immediat,ely replaced by the fresh recirculating oil. agai.n getting into the area from the channel inlet side ~Fig.18"B").
~. Four-stroke module version.
So far it has been assutlled that the engine's module works acco:rding to t,h,e two--stroke princi,ple. It has been so because certain desi~n particular-ities seemed to make the engine especially attractive to the two-stroke principle application. It does not mean in any way that t,he ~OI'AREC engine cannot wor-k according to t,he four-stroke :rule. Otherwise, The four-stroke principle seems to be as viable as the two-stroke al.ternative. To work in the four-stroke system each of the cylinders has to be equ;pped with two valves - intake and exhaust ones - as any other traditional reciprocating four-stroke engine ~Fig la~c~
5. Other Applications of the ROTAREC Basic Mechanical Design.
Ot,her applicatix~ns of the ROTAREC engine include compressor, liquid pump, as well as air/hydrau!ic low or high speed motors. Both compressor as well as liquid pump must be driven by external source of power, usually an electric motor. The vacuum o'c the expanding chamber draws the pumped or compKessed medium into it and the pressure of the diminishing chamber causes t,he substance to be expelled outside with an impact~ In case oE the compressor/]iquid pump the external power is applied to the rotary shaft that passes the torque to tl-e shaft/piston assembly. The medium is taken into the expanditlg chatnber and in another stroke it is forced out of the _ ~J _ 21 ~5883 .
now d;miniRh;ng chambe,r. The main modifi,cation to the basi.c design of t,he UOTAREC module i9 the set of the check valves (leaf valves) that are inst,a]led at both the inlet and tne owtlet of each of the four working chambers (the compressor/pump has now ~ similarly working chambers - 2 above and 2 under of each piston) (Fig,19"A").
The inlet check valves allow the medium to enter the expanding chamber but stop the return ~low, tne outlet check valves enable the medium to leave diminisrling chamber but do not, allow any retmrnir]g movement, The advantage of such a compressing/pumping wnit is t,hat the volume o~ the pumped medium is quadrupled in each stroke ~2 double sided pi.st,ons) in comparison with the ordinary one-pistor, reciprocating unit. Also, the:re in no high impact, knock of the piston at the end of each stroke - the action o~ the new compresso.r/pump is mucn smoother and ste.ady flow of medi.um is obtained at the end of the out,let manifold.
I'he basic mechanical design of the RO'IAR~.C can also be used Lo build a lor~7/h-igrl speed compressed air/hydraulic motor. Some modificatic~ns are necessary. F,ach of the fou7- chambers (one below and one above of each piston is equipped with a pair of valves with a common passage to the cyl;nde.r. Each valve is equipped with a double sided valve head that toggles between two saddles so either inlet of the medium is open to trle particular chamber and outlet closed si,mult.aneously or vice versa. The valve heads are bei.ng moved to open/close posiLion by me.ans of synchronized cams be;ng run, by t,he rota-cy shaft (Fig,l9"P.").
-l6-
9/1 Oil collecting channel - in 9/2 Oil. col.lectinc~ chclnnel - out 9/3 Shaft c~hannel out 9/4 Sh.tft channel in 9~5 ORB ring set-, hole 9/6 Oil outlet to the pump 9/'7 Oil inlet, frcom the pump 9/8 Sections blinded after dril]irl-3 channe.ls ins;de the shaft 9/9 Shaft's threaded pa-rt for pi.ston inst:allation Rings to be installed on the pistons. Wllell tht~ piSton6 art,installed on shaft, (final assemblyi t,he inner ports of the chanrLels of the in-cylinder cooling/lubricat,ing systenn ~polar array~ a:re at t,he 1evel of t,he circular channels machired on the shaft. One of those chamlels delivers oil to and the other- receives ~he oil rrom the in-shatct chamlel]:irlc3 connecting pistons wit,h the oil pump in t,he splint, bearing st,ction (c3etci.il 3.1/3.2 and 9.1/9.2 on Fig. 4).
IV. Oscilla~:ing Kotary Bearing Sllbasse~bly - ref. to E~'ig. E'ig.
3, ~1.1 ~. ORB in}ler bushiIlq 4.1 Anti-compression and oil free-flow window 13. 0213 inner rinc~3 13/'. Mount,ing hole ]4. ORB raceway bushirlq 14/1. Raceway bushi.ng 19. Unlirni'Led 'I'ravel Ball IJnit,s ~UTBIJ lI}lit,6) ~9/1 Ba3.,1 19/2 Limit,er 19/3 Belleville spring l9/4 Secur-ing plug ]9J5 Thread ]g/6 Hex keyhole 19/'7 Recirculating balls 15/8 Support,irlg tak].e 19/9 Closing plug 19/lG Seal Inne:r ri}lg must be pressed fit int,o the centre c,f the inner bushing, inner bushi.rlg put into the raceway bushirlc3, ~'I'BU's pushed from in,side of the inner bushings into t,hei:r cavi~.:ies, Ba]~l of each unit must be in the app-ropriate, raceway Insertio}l of the Bellevi.lle sprin~E and t,hen thYeac3inq in the securinq plug ends instaLlati,oll of each unit,.
V. Ba]l Spline Bearing ref. to E~ig. 7 15. Sp~;ne bushing 16. Ball spline bearing 16/1. Nut 16/2. Bal1 r-etainer 16J3. E~ecirculatirg balls 16/4. Seals 16/5. I.ock 16/6. Mounting bushings (stationary) 16/7. Sprockt,t 16/3. Roller bearinq ]6/9. Thrust, bearing Ball spline bearing is an off-the shelc- product and is factory pre-21 ~5883 assembled.
V~:. Rotary shaft subassembly ref. to l;';g. E;'ig. SA, 11.2 '7. Bushing lO. E~otary shaft l7. Rotary beariny3 20 Sprock?,t, Shaft i6 Lo be inserted into the bushirlc3. ~rwo rotary bearings a:re pre.ssed into the cavi.ties in the bushi.ng (both sides~. Their i,nller r,ings .ti.t over the shaft, t,heir c~ut:er rinqs :fit in cavities. As a result shaft, spins freely in the bushing.
V:LI. Closing plate subassembly ref to E;'ig. 5C
8. Plate 8/].. Mountir.g holes 23. Unlir,ited t,ravel bearing EJrllirrlited t,ravel beari.ng is to be pressed f;t into the cavit.y i:n t,he cerlt,re of the plate. It must,.be done so the, long;tl.ldinal axis of the bearing is absolutely perpendicula:r to the plane of the plate - accur~-3cy is cruci.al he:re. Proximity sensor is inserted into the thin channf l .
VIII. Pump sllbr~3ssembly (spline bushillg and oil pump pistc~
L-ef. to the l~'ig. E~ig. ~, 6B, 8, 1.1.2 5. Outer bushing 5/1. Oi3. bypass with filter chanrlel 5/2. Oil inlet, 5/3. Gil 0-3tlet 6. Pump pi.ston 21.Mc~llrlting screws 15. Spli.ne bushing 1.5/l Splines 15/2 Or.-shaft mounting ho~e ~8 I:n.sert bushing 18/1. and 18/2. sypass ports 18/3. oil in - port 18/~. oil out, -- po3-t.
25. Nipples Insert bssl~i.ng is to be insert,ed into the oute:r bushing ~ key and keyhole for alignment.
21 95~83 .
F'inal Assembly - assembly o~ t,he subassemblies.
With all t,he suba.ssemb]ies completed the final assembly is very short and easy: 'I'he rota,ry shaft. subassf~mt)ly is to be i,nserted into t_he appropl-iat~, cavity in the bloclc - initially partial1.y as the spl-oclcet is t,o be inserted from the side into iLs ca~ity. 'L'hen the rotar~ shaft bushing is to be pushed in further so that the shaft goes t.hr-ough the sprockc-ts c~erltre hole and ;s finally inserted into the thil-d rotary bearing pre-inst.alled pre~iously in thf~ bloc~. The sprocket must then be secur-ed on the rotary shaft with the set screw ~hat goes ia~to the thL~eaded opening in the shaft.. Now, the Bal] spline bearing is t:o be inse:rted into it,~, own ca~i,t~t. r~'he P,SB
sprocket, is to engage the sprocket of the t-otary shaft. The spline bushirlg is to bc~ ir;f3t,allc,d on the .mair. shaft and .secu-c-f.d with the mountirlg screw threadec? into the app-rop.riat-~ opening. The main shaft with the spline bushirg installed on it is to be inserted int,o the BSB all the way SO that. spl.ine bushirlg is complete]y in t,he BSB ~recirculating ba]ls can slide o,-er splines. T}le main shaft, can tn]rn now in the middle of the unlimited travel beat-ing At this point the Oscillating rotary bearing is to be installed: the ORB's raceway bushing is to be i,nserte,d into the cavity in the block (k~y and ttle keyh,ole for the, alignment,~. The shaft will go t,hrough the, cent,re hc~le in the ORB inner ring. 'I'he securing screw is to be dr-iven into the hole ir. the inner ring right throug:tl up to the shaft for firm installat,ion of t-he OE~B inner bushing The pUlllp bushirlg subassembly is tc) be :inserted to secure 1he BSe,. rE'he pi.ston instaLlecl on the spline bushillg must, hide inside the inner bu.shing.
The r-otary shaft bushillg plays thf- role of t.lle kcey preventing the pump out:c~r bushing against rotation i!l t.he cavity Bronze washe-rs are to be placed then on each sides of the block and t:he c],c~sirlg pl,ates bolted to the bloclc with the flat head screws. The aligrlment.
must be chec]ced pric~r to and at the prooess of the careful fasteni,ng of t:he screws. Both shafts must mov~ freely wherl being rot.ated by hand. Now, t,wo more bronze gaskets are to be placed on the closing plates, t,he pistons must, be threaded onto both ends of the main shaft, and the cylinder assemblies aîe to be pressed onto both pist.ons ~bot.h sidt.s c>f the block~. Afte-r ali,glling ttle mount,ing holes on the~ cylindel~ flanges wit,ll hol.es in t.he block, the bo],ts nrust firmly secure both cylinders on the mod:ule bloc~k. ~gain, prior to the fast:ening the bolts the alignment must be checlced (free rotati.ol] of the piston/sllaft asse.mbly in the cylinders). Basic assembly is now done, what is left is the installatiorl of the nipples" hOse~s on nipples and connectillg the electrical inst.z]llatiorl. ',I'he tubing frc,m t:he fuel pump is to be attached into the i,n-jectc>rs. I'he filter unit is to be inserted into it.s cavity and the securing plug with the closing plare is to be ~bolted into the block. ']'lle ORB is t.o be fi,lled wit.h lubricatinq oil in appY~.
1~8 of its volume and the~ oil re.servoir of tht- oil cdrcuit, i.s t,o be filled wit.h cooling/lubricating c,il as well. The fuel is to be addlod t:o the fuel tank and the engine is rt-~ady t:o star-t.
PRINCIPLE OF OPERA'I'ION
l.CYI.INDER SECTION
Work. sequence:(Flgl5) As the piston moves up, the air in the chamber A above the pist,on gets compressed. Fresh, ambient pressure air is t,aken int,o the chalnber B below the piston through the intake porL, ("b"). .~'uel is injected as soon as t,he p;ston is on the way up. When the piston reaches extreme point, the chamber A is of the minimum si~e and compression of fuel/air there is of max. value. Chamber B below piston is of the rnaximum volume. A spark initiates ignition as soon as the piston starts to sp;n down. As combustion gases expand in t,he charnber A piston moves down. The air in the chamber ~ gets compressed. When the piston reaches point 1 both chambers become momelltarily connected by means of the scavenging channel ("a") and the exhaust port gets uncovered. Compressed air from the chamber B
hursts ;.nto chamber A with h;gh impact rushing the exhaust gases out from this cnamber through the port ~"c'l). As the clean air pushes the exhaust, gases out, the c]ean a;r finally occupies the A chamber at the end of the..scavengirlg process. The 2 st,ro~ce cycle ;ntake/compression, wc,rk/exhaust is now completed.
The sequence in the cyl;nder on the opposite .s;de of the module is exactly the same only the st,rc~kes are inversed one cylinder ;n respect to t,he other. So far, a'll resembles t,he ordinary two stroke eng;ne and the rotation of the piston does not seem to br;ng too much change in a general principle. The :rotation of the piston, though, might: bring some important charlges in the blending, combusting, and scavenging processes. The rotating piston with flap on top will introduce exce,llent swirl of a;r mixing fuel and air prior the ignition, then spread the expanding firebal! of exp]od;ng fuel evenly over the surface of the piston, and f;nally improve scavenging process as the incoming a;r- tends to concentrate in the middle o2' the combustion chamber due to the vortex that nat,llra11y :Eor-ms there in the standard two-stroke eng;ne. 1 believe, all the three above will substarltially imE~rc~ve power, efficiency, thermal cond;tions as well as clean combustion of the engine.
2. TWO-TIEII~ PIS'I'ON/S~AF"l' MOTION CONTROL SYSTEM.
There ;.5 an innovat;ve two-tiel- piston~shaft assembly mc~tio control syste,m applied in this engine.
~ 'irst tier consists of three unl,imited travel (linear slide) bearings in series t-hat, allow the shaft to perform any combinat,ion of rotary and l:inear motions but, t,h,e linear motion is limited in range by both ontward flat: walls of both cylinders (walls Wit spark plugs and injectors). As the shaft moves in the triad of the 21 95~83 .
ali.qned all motion bearings the contact betwt-en the pistons and the cylinder walls is no longer nec~et,Sary. .SUCh a direct contact is a must in the stal1dard recipl-ocat;ng engine to guide the pi.ston in its linedr rnotion. Here only the sealing rings provide the contact at th~ interface of pist:on and cylinder. 'I'otal indepenc~erlce oE
piston from the cylinde~r brings many promirlent advant:ages of this engine over the tradi.tional reciprocating one like less :resistance in motior1 less wear of both ent.ities much thinner and lighte-r piston of mucll larger top surface area with much less st:roke poss;ble to be designed.
Second tier is a fine tuning subsystem narrowinq the motion achieved thanks to the firs tier down to the specitic harmonic osci.l]..3ting and rotating Inotion. It assures steady und.llating action of the shaft~pistons assembly. 9uch a combination of ROT~tion and RE'Ciprocc3tic~n exce-pt of 9i.Vill9 the name of the engine (RO'I'~R]3C~ ensuYes re(.~ulaL- en]arge~merlt and diminishirlg of the chamb~J-s in the cy1inder that e~rlable the Otto cycle and gives the shat-ts torque .straiqht from the pistons wit:hout the famous or rather inEamouF li.nea:r-to-rotary motic~l1 cc~rl~e:rsion. The new kind invent;ve device that gives the shaft/piston assernbly the harmoni~
oscillating rotary motion is a new kind of bearing called an ORB or Osci]lating Rotary Bearing.
3.01~B SECT]:ON.
As mentic~lled be'c-ore the purpose of the o.scillating r-otary bearing (OKBj is to give the shaEt/pist.oll assembly a compound motion: a combination of the simple moti.on components: :rotary and reciprc~c~atirlg. A simple .roiary bearing consists of two rings -inner and outer or,es with the bearing balls between them. Tht ba1.1s r-oll between two rinqs minimizing fr-i.ction. The rings do not fall apart: because the path.s called r.3ceways on which t.h._ ba]ls -run are concave (F19~3A! and the bal]s themselves keep the rings together. The OKT3 is quite simiJa:r in its genera] principle with a prominerlt exception: the raceways machinésd on the inside of the outer rinq a.re nc~t circular but elliptical (F'i~.3-14/l). The inner ring d.oes not contain any raceways but the bal.ls are placed around its ci1:c-lmfelence in the individua1 units of the drum-like shape t:hat are usuall-y used in the transfer t:ab]es and are cal].c~d ]~3all Transfer Unit:s. E]ere they are ca]led the Unlimited 'I'ravel Ball Uni.ts (uTl3Uls!~ The main c)~11 secured iII the cnqvit:y (Fig.3-19j iS
placed on t.he sma11e.Y balls supported b-y the concave table. 'l'here is a space behind thr~ table as wel] so as the big :bal] rotates the small bal]s rotate and travel recircu]ating aroLInd the ta.ble (];'ig.3 l9/3). Such a :recirculating principle sets t:he t~ig bal]
completely fre~ as far the directiori ot its motion is conce:rn.
Additiol1ally big bal]~s rc~tatioll is accompar1ied with very little friction. Lf then a Eew more or le.ss equa1ly spaceci elliptical raceways a:re macllir.ed on t.he inside of the outer ring and respective number of IJT13U's is insta]led in the inner rirl(3 so that each ball runs on the approp:r:iate raceway, then the :inr1er ring will rotate in the c~ute1- on~ in an undulatil1~3 Lota:7y motion. o~ course, t:he rac~-ways are ell;.ptical when looked at from Lhe side of the .rings. They are perfect~r circwlar when look.ed at from the top of the rirgs t.hough. The distance b-~-~tween the e.ctreme polnts c~f the raceway as measured along the side of the ring (F'ig.1'7:~ is the stro~e of the bearinq and then conseq-uentl~, as the ORB contrc~lls the shaft, tht- strolce of the sha~t and pistons. Practically, one full rotat;on of t.he inner ring in the c~uter one is accompanied by the two strokes t~I,ONG t:he longitudin,-ll axir, o:f both .rinc~s: up and down. :rn other words one strok.e 07 the inner ring brings half of its re,-olwtion, this t.ime AROUND the sam.- longitudinal axis. The ORB with three racewa,~s and three IJ'['E3U's is presented i:n this disclosu7-e, but tl1e numbe7- of both entities is not r;gorous. 'I'he number- c~t rac~eways mllst be equal to the nunlber of U'l'B~Is though.
Theoretically, the more of both entit:ies in the whole ORB the strongt.r and more resistant the structu:re is. On the other hand, more racewavs means nr,ore of the;r ;ntersections on the outer r;ng.
The number of the intersections grows as the numbe:r of raceways c3rows acco:rding to the formulas,:
C~= SIGMA 2(n-1) or C= n!/(n-2!!
n=1,2,3... for n~l ~here C - rumber- 07t in're-rsections n - nuITlber of racewavs Accordil1g to both fc~rmwla.s there will be two intersect;orls for two raceways, six intersections for thlee raceways, 12 for ~, 90 fo.r l0, etc.
As t.he :ball. passes the intersection there is a risk. oc collision between '.he ball and the corners of the int:ersectior1. rrhel-e is a solution to th;s problem, though. 'rhe d:istrik.uL;on of t.h-_ -.raceways can be man;pulate.d. They can be displaced both jII t'he X as well as in the y d:ir--ction wh.-n shown on t.he cirurn surface cut along and flatten on the plane (Fig.16!. Any raceway dir,plac~ement resu].ts in the inttrs~ctiorls being displaced t:oo. :[:n the r:egular array of raceways (F'ig.16A) t:he intersect.iorls are exactly on the same level and equally spaced around the ci:rcumference (the s;ne l:ines of r.lceways are '~in phase~. As a conseqllel1ce all balls p.iss their intersections simultar.eously and at the rnornent of such patssage thP
inner ring is out of control. Common co]lision between balls and open sides 07 their raceways can happtn result.;ng in the crash of all bear:ing. Callcellation of the recgwlQrity of the si.ne lines al-ray by displac-;7lg them eithe:r along x (on the circ~umferer1ce) or y (up or down the ring~ axes may bring the situation :in which the raceways ar.- still distributed fairly uniformLy but ONI.Y ONE' s~
PASSES AN :rt~TE~RSECT::ION AT rrHF-~rlME~ (F;.g.16B). Other balls a:re t:hr-.tully bo:rclered raceways at- that mom~rt. Those other kall.s w;ll lead (~r;a inner ring) the :interr3ection passing ball exactly alo.ng the middle of its path helping it to a~oid any contact w;th oprn sides of the intersec~tic~n.
SecuL-irlq t-he smooth mc,tion ot t:he inner r;ng when ball.s pass -~3-.
the intersected race~qays of the oute.r ring ; 5 the main inventive.
idea behind the dcsign of ORP..
The bal]s of the inner ring wi~l carry relatively little 10ad as the shaft is primari.ly g~ided by the triad of un1.irnited trave]
beari.nqs. All. the load that afftcts Lhe balls comes fYc~m the ~uiding forces of Lhe raceways. The inner ri.ng has larc~e wirldows on i.ts t-ront surface. rrheir purpose is to: l) allow the insertion and installati.or, of the ~TBUIs in the inne:r ring (F'ig.3) as well insertioll and installat:ion of the set screws (Fig.3-~.3/1i whi.ch purpose is to ~pr~operly and firmly secure t11e ir.ne:r L'ill-3 on the main shaft: ~) to allow free f}.ow of ai.r and oil insid-- the chamt,er to avoid any compKession on eithe1- side of the :ring and to ensure :better oi1 penetrati.otl of the :raceways and all areas of the UTE3rJl 6 .
4.BAr.r splllNrll3E:ARIMG sE~:c~r~
The Ba].l Spline P~earing extract.s puKe rotary motion (necessary t.o run tht~ secondary shact and finally al1y applicatiorl) ~rom the oscillating motion givt-ll to t:he shaft by ttle ORB bearirg (as e~plai/1ed in the previous section). BSB passes aLl .reciproc;ltin~3 compor1erlt unengaged but engages all rot.ary component. '1'he part: t:hat does the engageme.r.t is ca1].ed a spline rut. The spline nut usual.ly contairls t.hree pairs of o.blong channel~s with arrays of hearing balls tr-avelling one. after anot.11er in closed circuits. Pa.rt of the channe1 is completely hi.dden i.nside of the nut but part is par-tially open towards the shaft and .splines that separat:e the array one from a:not:her. T}1ose ball~3 that tempor.lril.y stick out of the inner surface of the nut are in cont:act of the shaEt's surface arld its splines t:~hose balls w}1ic~h are retarded are temporarily hidderl ln ~he recirculating channe1 behind those that stick out (l~ig.'7--l6/3). 'l'he 1onc3itudi.:na1. movements of the shaft cause the balls to reci.rculate alo:nc t.he splines and such movements pass t.he bearil1g freely with minimùm friction. ~s the b.31.1s can only travel alonc3 the shatt's splir.es any of shaft-s rotary motions engages the nut fi.rmly and causes it to rotate together qi.th shaft. There are BSBs made by many compani.es that. have sprockets install.ed 0l1 t:he spli.ne nuts and mounting rings on both sides of the s~p:rockets with lining an thrust balls/rollers for easy and ~so].id installation. The splines are usually machined 011 the sh~3ft. Ilere the spline bushi.ng is proposed to be instal]ed on the roul1d sur-face oE the shafi: for easy insta}.l.ation and .replacement if brolcen. Another reasorl fo.r the spline bushing ;..s to have a better background for t.he~ ;nstalk~tion of the pump piston of the pist.c~n/cy].inder cooling/lubricating system.
5 . C1001.1 NG AND ~UBRICA'I'IO~ SYSTEMS.
As t:he sp].ine bushing reciprocates (and rot.at:es) in the challlber it is possible to u~te thi.s situlatic~n to desic3n an oi]. pump that would supp]y a].l the areas that need ',o be cc~o~ect and/c~r:
]ubric.at:.ed Wit}l low temperature oil. ~s this Chambt'r iS also 2 1 95~83 intercon1lect.ed witn the ball spline bearirly's and rotaKy shaft gear cha1nber as well ac wit.h tht~ middle all-mction beaLi}1s cavi.ty ir is a very good central, original point i.n the~ engir.e for such a di,stribution .
The, piston t.hat is in.stalled on the top of the sp]ine bushing pumps the oil down into th.e two circuits at once.
~ i'he large circuit.,rl-ovides oil for coo!ing down the cy1inders.
~s t,he cpiston rnoves away from the BSB it, pumps the oil tempoI-a1-ily out of the er1gine, t}rroug}l tne outlet ("Ot" on Fig.8A2) down to the out,side piping and then, through the, in~et (Fig.9-25a1 down to the coolir.g channels i.n t,he, cyliL1del-s. 'rhe oil cools down the cyli,1lders, leaves the cy1i,nders tl.lrough t,he outlets (Fig.9-~.5b), flows to the radiato:r and returns cooled t,o the pump through t,he inlet ("In" on Fig.~A2). As the pi,.ston st.arts to move in the opposit.t? direct:ion the oil is pumped through the b~passing charlr1e!
(1;'ig.8"bsc") back to the chamber (Fig.8".~"). TheLe is an oil fi,lter in the cha1lne1 that cleans the oil i:rom all impu,rities. There is also an arrav of leaf pl.at,es below the filter that allow t,he flow of oi1 orl1.y down to the chamber ("A") but: not, back to the chamber ("Bl'). The volume of t,he cha1nber ('IAll) is Vl, the volum- of t,he chamber ("B") is V2. As Vl~V2 there i.s an accumu1ato:r right at the outlet of t,he chambe-r (li'ig.8 IlOtll) that stores the Vl-V2 vo],ume during the oil-out st.roke.
Tht innovative small circuit of oil directs part of the. oi]
moved 'oy the pump down to t,he channels inside t,he, shaft throuc3h the port (I~'ig. 8--9/7). The oil flows t,o the very pistons where splits i,r.t,o the pola1- array of cha}mels (Fig.~ explains the, inte,:rface coo],in~3/lubl-icating subsystem) which bring i,t t:o the a.rea at the piston/cylir,der- bus~ lg i,nte.rface. This area is sea]ed from both ot:t1er sides by the sea].ing rings that are being lubr~i.cated by t.he oil as they slide over the cylinder surface up and dOWIl. 'I'he hot:
oil is being scooped down to the array of t.he receiving channe1s in the r~e,ve,r.sed stroke of the pump, collected in the focal point ~ ig.~ g/2) and directed into the channe~], (Fi.g.~ 9/3) do~qrl to the pump. It enters the pump thLough the port (Fig.4-9/6~. This ci:rcuit does not need any check valve as t.he stroke of t,he pump forces it to t.he channels ir. the shaft but the reversed stroke does not push it back as it is no-resistance stroke for t:hc pump and tt~e, fl.ow through the filter channel is prefer-ential.
The smal1 circlli,t is very importaIlt then. It cools the pist:on, cy]inde:L-, ],ubri,c~ates rings, and does not allow any oil/fuel b]ending which has been so far an Achi.lles heel of anv trype of two-stroke engine. The proport.ion of oi,l pumped betweerl two circui,ts can be adju.sted by l) thrc~tt,le at the outlet of the pump and i,he 2 vo]urt1e of the accumulator.
'15 21 q~883 .
APL'F.NDIX
l. Mu1ti modular Engine Configurations.
As the single ROTAREC module is an i,ndependently working structure, any eng;ne that consists of more than one of such modules is just a free agglomeration of such autonomous units each passing its rotary n-lotion to the common shaft that eventua11y runs a vehicle or any other machine. Although the mod,ules can even be attached one to each ot,he.r they still .retain their independence, especia11y if they pass their motion to the common sha:Et: through any clutching mechanism. Then, any module of any given Multi modular engine can be simply declutched and turned off even during the engine's operation. E.g. three modules of the tri-modular engine can be used in the city driving but one or two can be turned off and de-clut,ched when the car gets on the freeway for better economy, or, three modules are normally used in the pi,ck-up truck but fourth is t,urne,d on and clutched when the truck is full of load or is to haul a trailer. There are many more similar applications possible. Also, the modules can be stacked in many ways: they might be connected in series, or gathered in the. parallel way - as polar clusters or square arrays (F'ig.l9). A combined linear/parallel corlfiguratiorls are also possible depending on the requirement of a given application (e.g. a bus might use flat linear/parallel stack of modul,es under it,s floor but a helicopter can have a cluster of modules right over its cabin. A small plane can have a propeller attached to the shaft of the module installed like a turbine under a wing, etc.). Also, a who1e family of vehicles or machines can be based on only one module design. The increased s;ze of the vehicle of machine can simply be counterbalanced by t:he nlmlbe.r of modules in their engines (e.g. 2 module engine for a small car, 3 for a minivan, 4 for a light truck, and 5 for a full s;ze truck or a bus.
'I'he number of modules increases but i,t is always the same design.
Tt might~ be an excellent cost saver for a car maker to have a capability to build a fleet of cars with only one engine plant in the whole company.
2. Module design modi,fications.
In a traditional reciprocat,i,n~3 engine there is a requirement for a long, low-diameter piStOI1 as it enables the piston to be properly guided by the cylinder (among others it reduces the piston slap). As in the ROTAREC engine the cyl;l1der does not guide the piston that, in t-.urrl, can be very flat and its diameter can be t,heo,retically unlimited. If the trad;tional piston is of 8 cm diameter, is 8 cm high, and its stroke i.s also 8 cm, then the length oE cylinder is mirlimum ].6 cm and the maximum volume of the compress;on chamber is approximately 400 cubic cm. If then in the ROTAREC engine the piston of, for example, 14 cm diameter is used and its thickness is 3 cm then the stroke required to obtain the same chamber volume - 400 cc ;s appx. only 2.5 cm. The ORL3's angle 21 q5883 .
of ascent, is only appx. 10 degrees. Two automatic advantages are:
1) very powerful yet short module ~appx. 35 cm with two pistons), 2) very low vib-ration coming from the oscillating inner ring of the O~B. Such a flat,, wide piston veraion of the module seems to be ideal for the 2 stroke diesel ~compression ignition) engine.
Injected fuel is swirled by the rotating piston helping to spread the ignition evenly over the piston's large area ~Fig.18"A").
3. UTBU modification An UTB-~ in which the main bal.l travels on the layer of the recirculating balls can be substituted by the one where the recirculating balls are replaced by the layer of oi] ~hydraulic bearing). rhe new UTBtJ has a funnel-like clanrlel at its back so when the i.nner bushing of the ORB rotates the oil spla.shed by it lands on the channel inlet and its t,hen pushed into it by the centrifugal force of the rotating uni,t. The oil gets between the bed and the ball creati.ng the bearing layer. Some of the oil gets out of the bed chamber through the seals ont,o t,he raceway ~]ubricatinq the raceway anyway) but is immediat,ely replaced by the fresh recirculating oil. agai.n getting into the area from the channel inlet side ~Fig.18"B").
~. Four-stroke module version.
So far it has been assutlled that the engine's module works acco:rding to t,h,e two--stroke princi,ple. It has been so because certain desi~n particular-ities seemed to make the engine especially attractive to the two-stroke principle application. It does not mean in any way that t,he ~OI'AREC engine cannot wor-k according to t,he four-stroke :rule. Otherwise, The four-stroke principle seems to be as viable as the two-stroke al.ternative. To work in the four-stroke system each of the cylinders has to be equ;pped with two valves - intake and exhaust ones - as any other traditional reciprocating four-stroke engine ~Fig la~c~
5. Other Applications of the ROTAREC Basic Mechanical Design.
Ot,her applicatix~ns of the ROTAREC engine include compressor, liquid pump, as well as air/hydrau!ic low or high speed motors. Both compressor as well as liquid pump must be driven by external source of power, usually an electric motor. The vacuum o'c the expanding chamber draws the pumped or compKessed medium into it and the pressure of the diminishing chamber causes t,he substance to be expelled outside with an impact~ In case oE the compressor/]iquid pump the external power is applied to the rotary shaft that passes the torque to tl-e shaft/piston assembly. The medium is taken into the expanditlg chatnber and in another stroke it is forced out of the _ ~J _ 21 ~5883 .
now d;miniRh;ng chambe,r. The main modifi,cation to the basi.c design of t,he UOTAREC module i9 the set of the check valves (leaf valves) that are inst,a]led at both the inlet and tne owtlet of each of the four working chambers (the compressor/pump has now ~ similarly working chambers - 2 above and 2 under of each piston) (Fig,19"A").
The inlet check valves allow the medium to enter the expanding chamber but stop the return ~low, tne outlet check valves enable the medium to leave diminisrling chamber but do not, allow any retmrnir]g movement, The advantage of such a compressing/pumping wnit is t,hat the volume o~ the pumped medium is quadrupled in each stroke ~2 double sided pi.st,ons) in comparison with the ordinary one-pistor, reciprocating unit. Also, the:re in no high impact, knock of the piston at the end of each stroke - the action o~ the new compresso.r/pump is mucn smoother and ste.ady flow of medi.um is obtained at the end of the out,let manifold.
I'he basic mechanical design of the RO'IAR~.C can also be used Lo build a lor~7/h-igrl speed compressed air/hydraulic motor. Some modificatic~ns are necessary. F,ach of the fou7- chambers (one below and one above of each piston is equipped with a pair of valves with a common passage to the cyl;nde.r. Each valve is equipped with a double sided valve head that toggles between two saddles so either inlet of the medium is open to trle particular chamber and outlet closed si,mult.aneously or vice versa. The valve heads are bei.ng moved to open/close posiLion by me.ans of synchronized cams be;ng run, by t,he rota-cy shaft (Fig,l9"P.").
-l6-
Claims (20)
1. Claimed is an internal combustion engine in which working piston(s) not only reciprocate, but also spin in cylinder(s), around common for each piston and its respective cylinder longitudinal symmetry axis.
2. Claimed is a basic mechanical structure of the ROTAREC
engine that consists of:
- piston(s) working in cylinder and attached to the main shaft the way they both constitute an entity, - device that can lead the shaft/piston entity or assembly in an oscillating, rotary motion, - device that can extract a pure rotary motion from the oscillating piston/shaft assembly, - rotary shaft that can transmit an extracted rotary motion outside the engine for any possible application, - sliding bearings that allow the main shaft to perform both linear and rotary motions and also making the piston's motion independent of the cylinder walls (no piston guidance by cylinder walls).
engine that consists of:
- piston(s) working in cylinder and attached to the main shaft the way they both constitute an entity, - device that can lead the shaft/piston entity or assembly in an oscillating, rotary motion, - device that can extract a pure rotary motion from the oscillating piston/shaft assembly, - rotary shaft that can transmit an extracted rotary motion outside the engine for any possible application, - sliding bearings that allow the main shaft to perform both linear and rotary motions and also making the piston's motion independent of the cylinder walls (no piston guidance by cylinder walls).
3. Claimed is the basic, independent module of the ROTAREC
engine that except of the basic mechanical structure consists of such auxiliary subsystems as: fuel installation (fuel pump, fuel line, and fuel injector <fuel injecting version>, or carburetor), electric installation (battery, cables, high voltage coil, sensor, timing device and spark plug), cooling oil circulating installation (oil hoses, accumulator, and radiator).
engine that except of the basic mechanical structure consists of such auxiliary subsystems as: fuel installation (fuel pump, fuel line, and fuel injector <fuel injecting version>, or carburetor), electric installation (battery, cables, high voltage coil, sensor, timing device and spark plug), cooling oil circulating installation (oil hoses, accumulator, and radiator).
4. Claimed is a module with two cylinders and two pistons installed on both ends of the main shaft, as well as a single piston version.
5. Claimed is a design of the oscillating rotary bearing (ORB)- a device which purpose is to give the piston/shaft assembly an oscillating rotary motion as well as the following elements of the ORB :
- stationary outer ring with an array of the elliptical raceways machined on its perimeter (inward), - moving inner ring with an array of the unlimited travel ball units on its perimeter (outward), - assembly of the two above so that the balls of the unlimited travel ball units run inside the raceways giving the inner ring and the main shaft on which the inner ring is installed an oscillating rotary motion, - adjusted location of the raceways (irregular array) so that only one ball of the unlimited travel ball units array crosses any intersection at the time in this way preventing any crash of the ball with open sides of the raceway ( as one ball passes a raceway all other balls are in fully bordered raceways, - installation of the inner bushing on the main shaft (inner ring).
5. Claimed is the use of the ball spline bearing for the recovery of the pure rotary motion from the elliptically rotating main shaft.
- stationary outer ring with an array of the elliptical raceways machined on its perimeter (inward), - moving inner ring with an array of the unlimited travel ball units on its perimeter (outward), - assembly of the two above so that the balls of the unlimited travel ball units run inside the raceways giving the inner ring and the main shaft on which the inner ring is installed an oscillating rotary motion, - adjusted location of the raceways (irregular array) so that only one ball of the unlimited travel ball units array crosses any intersection at the time in this way preventing any crash of the ball with open sides of the raceway ( as one ball passes a raceway all other balls are in fully bordered raceways, - installation of the inner bushing on the main shaft (inner ring).
5. Claimed is the use of the ball spline bearing for the recovery of the pure rotary motion from the elliptically rotating main shaft.
6. Claimed is the use of a gear and a rotary shaft to relay the extracted pure rotary motion to outside to run any application.
7. Claimed is the internal/external system of cooling and lubricating and its two circuits:
- large one to cool cylinder(s) and lubricate ball spline bearing and the main shaft/rotary shaft transmission gear, - small one, for cooling the piston and lubricating the piston rings as well as to cool the piston/cylinder interface dynamical while piston is moving.
- large one to cool cylinder(s) and lubricate ball spline bearing and the main shaft/rotary shaft transmission gear, - small one, for cooling the piston and lubricating the piston rings as well as to cool the piston/cylinder interface dynamical while piston is moving.
8. Claimed is simple thread-on installation of the piston on main shaft.
9. Claimed is the channelling inside of the main shaft to transport the cooling/lubricating oil to and from the piston.
10. Claimed is a large area, flat piston version of the engine.
11. Claimed is 2- as well as 4-stroke version of the engine.
12. Claimed is use of any material to build the engine: steel, aluminium alloy, metal matrix composites or any polymer.
13. Claimed is the engine's basic mechanical design to build a compressor, pump or low/high speed hydraulic or compressed gas motor.
14. Claimed is a carburetor as well as fuel injection version of the engine.
15. Claimed is a spark ignition as well as compression ignition (Diesel) version of the engine.
16. Claimed is the modified version of the UTBU as per Appendix.
17. Claimed is an independent, basic module of the engine as well as any combination of two or more of such modules wether linear, parallel, or mixed.
18. Claimed is any application of the engine (one or more modules) to be used in any mean of machine wether be on or off road, car, bus, truck, aeroplane or helicopter.
19. Claimed is its use in industry and production.
20. Claimed is a second compression chamber in cylinder located right under the piston, sealed around the shaft by an unlimited motion bearing.
-~0-
-~0-
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2195883 CA2195883A1 (en) | 1997-01-24 | 1997-01-24 | Internal combustion engine with rotating and reciprocating pistons |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2195883 CA2195883A1 (en) | 1997-01-24 | 1997-01-24 | Internal combustion engine with rotating and reciprocating pistons |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2195883A1 true CA2195883A1 (en) | 1998-07-24 |
Family
ID=4159739
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2195883 Abandoned CA2195883A1 (en) | 1997-01-24 | 1997-01-24 | Internal combustion engine with rotating and reciprocating pistons |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2195883A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120192830A1 (en) * | 2008-09-01 | 2012-08-02 | Are Engines Limited | Internal combustion rotary piston engine |
-
1997
- 1997-01-24 CA CA 2195883 patent/CA2195883A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120192830A1 (en) * | 2008-09-01 | 2012-08-02 | Are Engines Limited | Internal combustion rotary piston engine |
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