CA3002081C - Concentric rotary engine - Google Patents
Concentric rotary engine Download PDFInfo
- Publication number
- CA3002081C CA3002081C CA3002081A CA3002081A CA3002081C CA 3002081 C CA3002081 C CA 3002081C CA 3002081 A CA3002081 A CA 3002081A CA 3002081 A CA3002081 A CA 3002081A CA 3002081 C CA3002081 C CA 3002081C
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- rotor
- compression
- rotary engine
- admission
- vane
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C1/00—Rotary-piston machines or engines
- F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
- F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
- F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C19/00—Sealing arrangements in rotary-piston machines or engines
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Rotary Pumps (AREA)
Abstract
Same as all types of Rotary engines, the Concentric Rotary Engine wants to eliminate the reciprocating of the pistons and connecting rods. There were many types of rotary engine. Typically there was Wankel Rotary Engine. The difference between Concentric Rotary Engine and Wankel Rotary Engine and other Rotary Engines are: - In the Concentric Rotary Engine, the rotor and the cylinder (housing) and the shaft (crankshaft) are concentric and the rotor has only rotating movement. - In the Concentric Rotary Engine: During operation, the rotor always keeps concentric with housing (cylinder) and shaft (crankshaft) Therefore, the fabrication and repair of Concentric Rotary Engine is more simple. In general, the Concentric Rotary Engine can be used in vehicles, airplanes, ships, generators...but it is highly feasible in big marine engines or generators in power plants.
Description
TECHNICAL FIELD
This is invention relates to internal combustion engine that burns the fuel (gasoline, diesel), then converts that energy into mechanical power and make a movement (car, boat, airplane...). Similar to current internal combustion engines, this concentric rotary engine also has 4 strikes: admission, compression, explosion and exhaustion.
BACKGROUND OF THE INVENTION
Most current engines are cylinder-piston types having piston with reciprocating movement. The piston is moving in this direction then the engine will have to spend the energy to pull the piston moving back in the opposite direction. That's the reason why people try to invent the rotary engine with rotating rotor in order to replace for the reciprocating piston.
However, most of the invented rotary engines are having the rotor moving eccentrically with the housing. Therefore, the rotor actually still has little reciprocating movement around the center of the housing. And the housing therefore actually has non-rounded shape which is difficult to fabricate and repair.
It is known that one of the famous rotary engines is the Wankel rotary engine.
This rotary engine in fact has the rotor reciprocating in between the 2 centers of the 2 circles of the contour of the housing. Since the contour of the housing of the Wankel rotary engine has the shape of 2 crossed circles, it's very difficult to fabricate and repair.
SUMMARY OF THE INVENTION
In this invention, the rotor is absolutely concentric with the housing and therefore absolutely has no reciprocating movement of the rotor. The contour of the housing is therefore absolutely rounded. With this major specification, the concentric rotary engine is very easy to fabricate and repair The engine of this invention comprises 2 units. The first unit is called the "admission and compression unit" receiving the admission air through admission port, then compresses and supplies the compressed-air to the second unit through a passage which is called as compression channel.
The second unit is called the "explosion- expansion and exhaust unit", fuel will be injected into the compressed-air in the combustion chamber and this fuel mixture will then explodes creating very high pressure to push the rotor to rotate, making the engine shaft rotate. The exhaust gas then escapes through the exhaust port.
Date recue/ date received 2022-01-25 1 This invention will be highly appropriate and feasible for big engines such as marine engines and generators of power plants.
The tightness between working spaces are secured by apex seal, corner seal and face seal. This tightness is also secured by pressurized oil film produced by an oil pump.
BRIEF DESCRIPTION OF DRAWINGS
Fig. 1 describes the admission and compression unit. This figure comprises figure 1A and figure 1B. The figure 1B is the section view S-S of the figure 1A.
Fig.2 describes the explosion-expansion and exhaust unit. This figure comprises figure 2A and figure 2B. The figure 2B is the section view S-S of the figure 2A.
Fig.3 describes the face seals 4K and lateral seals 4j. To make the drawings clear, face seals and lateral seals are omitted in the figures 4, 5, 6 and 7.
Fig. 4 comprises figure 4A and figure 4B. The figure 4A explains the admission and compression process. The figure 4B explains the explosion-expansion and exhaust process.
Fig. 5 explains the entire operation of the engine.
Fig. 6 comprises figure 6a and figure 6b.The figure 6a is the arrangement of the 2 units (admission and compression unit vs. explosion-expansion and exhaust unit) so that the compression channel is in line with the combustion chamber. The figure 6b is the section view X-X of the figure 6a.
Fig 7 explains the effect of apex seal which resembles the hook.
Fig.8 is the oil passages in the vane.
Fig. 9 is the oil passage in the rotor.
Fig.10 and fig.11: explain how engine shaft makes vane slide in and out of the housing DETAILS OF THE DESCRIPTION
The figure 1 describes the admission and compression unit and is defined as the housing type A. The housing type A of 5a contains rotor 6a, vane 2a and vane slot 28a. Cam disc 9a is mounted on the engine shaft 7, drives the rod linkage la through the roller 8a.
Refer to the figure 1A, the rotor 6a mounted on the engine shaft 7 concentrically rotates with the same center of the housing 5a. The housing 5a has admission port 10 which allows the admission air to enter into the admission space 27 (see fig. 4A). There is compression channel 3 which connects to the combustion chamber 12 in the figure 2A. There is a valve 12A
located in the compression channel. This valve is to separate the compression channel with the combustion channel and will be open timely by mechanical method or by solenoid. (Both mechanical and solenoid are common methods,
This is invention relates to internal combustion engine that burns the fuel (gasoline, diesel), then converts that energy into mechanical power and make a movement (car, boat, airplane...). Similar to current internal combustion engines, this concentric rotary engine also has 4 strikes: admission, compression, explosion and exhaustion.
BACKGROUND OF THE INVENTION
Most current engines are cylinder-piston types having piston with reciprocating movement. The piston is moving in this direction then the engine will have to spend the energy to pull the piston moving back in the opposite direction. That's the reason why people try to invent the rotary engine with rotating rotor in order to replace for the reciprocating piston.
However, most of the invented rotary engines are having the rotor moving eccentrically with the housing. Therefore, the rotor actually still has little reciprocating movement around the center of the housing. And the housing therefore actually has non-rounded shape which is difficult to fabricate and repair.
It is known that one of the famous rotary engines is the Wankel rotary engine.
This rotary engine in fact has the rotor reciprocating in between the 2 centers of the 2 circles of the contour of the housing. Since the contour of the housing of the Wankel rotary engine has the shape of 2 crossed circles, it's very difficult to fabricate and repair.
SUMMARY OF THE INVENTION
In this invention, the rotor is absolutely concentric with the housing and therefore absolutely has no reciprocating movement of the rotor. The contour of the housing is therefore absolutely rounded. With this major specification, the concentric rotary engine is very easy to fabricate and repair The engine of this invention comprises 2 units. The first unit is called the "admission and compression unit" receiving the admission air through admission port, then compresses and supplies the compressed-air to the second unit through a passage which is called as compression channel.
The second unit is called the "explosion- expansion and exhaust unit", fuel will be injected into the compressed-air in the combustion chamber and this fuel mixture will then explodes creating very high pressure to push the rotor to rotate, making the engine shaft rotate. The exhaust gas then escapes through the exhaust port.
Date recue/ date received 2022-01-25 1 This invention will be highly appropriate and feasible for big engines such as marine engines and generators of power plants.
The tightness between working spaces are secured by apex seal, corner seal and face seal. This tightness is also secured by pressurized oil film produced by an oil pump.
BRIEF DESCRIPTION OF DRAWINGS
Fig. 1 describes the admission and compression unit. This figure comprises figure 1A and figure 1B. The figure 1B is the section view S-S of the figure 1A.
Fig.2 describes the explosion-expansion and exhaust unit. This figure comprises figure 2A and figure 2B. The figure 2B is the section view S-S of the figure 2A.
Fig.3 describes the face seals 4K and lateral seals 4j. To make the drawings clear, face seals and lateral seals are omitted in the figures 4, 5, 6 and 7.
Fig. 4 comprises figure 4A and figure 4B. The figure 4A explains the admission and compression process. The figure 4B explains the explosion-expansion and exhaust process.
Fig. 5 explains the entire operation of the engine.
Fig. 6 comprises figure 6a and figure 6b.The figure 6a is the arrangement of the 2 units (admission and compression unit vs. explosion-expansion and exhaust unit) so that the compression channel is in line with the combustion chamber. The figure 6b is the section view X-X of the figure 6a.
Fig 7 explains the effect of apex seal which resembles the hook.
Fig.8 is the oil passages in the vane.
Fig. 9 is the oil passage in the rotor.
Fig.10 and fig.11: explain how engine shaft makes vane slide in and out of the housing DETAILS OF THE DESCRIPTION
The figure 1 describes the admission and compression unit and is defined as the housing type A. The housing type A of 5a contains rotor 6a, vane 2a and vane slot 28a. Cam disc 9a is mounted on the engine shaft 7, drives the rod linkage la through the roller 8a.
Refer to the figure 1A, the rotor 6a mounted on the engine shaft 7 concentrically rotates with the same center of the housing 5a. The housing 5a has admission port 10 which allows the admission air to enter into the admission space 27 (see fig. 4A). There is compression channel 3 which connects to the combustion chamber 12 in the figure 2A. There is a valve 12A
located in the compression channel. This valve is to separate the compression channel with the combustion channel and will be open timely by mechanical method or by solenoid. (Both mechanical and solenoid are common methods,
2 Date recue/ date received 2022-01-25 1 to simplify the description, solenoid is introduced). In the compression channel, there is section view of valve stem 3a and solenoid 3b.
The vane 2a slides in the vane slot 28a. During operation, the vane 2a always keeps a very small gap to the surface of the rotor 6. This small gap is a gap that is under the effect of expansion or contraction due to variation in temperature still enough to keep the vane from directly scrubbing with the rotor surface.
There is apex seal 4 that is mounted on the vane 2a. This apex seal always keeps tight contact with the surface of the rotor 6a to secure tightness between working spaces. These apex seals are also mounted on the rotor and always in tight contact with the housing surface. Refer to the figure 1B which is the section view S-S of the figure 1A: The cam-disc 9a acting as flywheel will drive the rod linkage la through the roller 8a making the vane 2a slide in the vane slot 28a.
Refer to the figure 10 for a typical design on how the vane 2a slides when the engine shaft 7 rotates: The engine shaft 7 is connected to the cam disc 8a though the key 1k. The vane 2a is connected to the 2 rollers 8a through rod linkages la and 1r. Therefore when the engine shaft 7 rotates, the cam disc 9a will rotate and through the two rollers 8a making the rod linkage lr move up and down and therefore the rod linkage la move up and down. The bushing 8bsh is to guide the rod linkage 1r. Refer to the figure 11: the cam disc 9a has a guiding lobe 9Ib of which the center line 9c is the same pattern of the perimeter 9p of the rotor 9a. This makes the bottom of the vane 2a always keep same distance of small gap to the rotor surface during the rotation of the engine. This gap is adjusted and secured by 2 nuts in.
Refer to the figure 2A that is for the explosion-expansion and exhaust unit and is defined as the housing type B. Similar to the housing type A, this housing type B of 5b contains rotor 6b, rod linkage lb, vane slot 28b, and vane 2b. The figure 2B is the section view S-S of the figure 2A. There is cam-disc 9b, mounted on the engine shaft 7 driving the rod linkage lb through roller 8b. Different from the housing type A, the housing type B has combustion chamber 12 which connects to the compression channel 3 in the figure 1A. In the section view of the combustion chamber, we can see the valve 12a which is located in the compression channel 3 because both are in line. Exhaust gas from the exhaust space 29 (see figure 4b) escapes through exhaust port 11. Two nuts lm is to adjust and secure small gap from rotor surface to the sliding vane.
The vane 2a slides in the vane slot 28a. During operation, the vane 2a always keeps a very small gap to the surface of the rotor 6. This small gap is a gap that is under the effect of expansion or contraction due to variation in temperature still enough to keep the vane from directly scrubbing with the rotor surface.
There is apex seal 4 that is mounted on the vane 2a. This apex seal always keeps tight contact with the surface of the rotor 6a to secure tightness between working spaces. These apex seals are also mounted on the rotor and always in tight contact with the housing surface. Refer to the figure 1B which is the section view S-S of the figure 1A: The cam-disc 9a acting as flywheel will drive the rod linkage la through the roller 8a making the vane 2a slide in the vane slot 28a.
Refer to the figure 10 for a typical design on how the vane 2a slides when the engine shaft 7 rotates: The engine shaft 7 is connected to the cam disc 8a though the key 1k. The vane 2a is connected to the 2 rollers 8a through rod linkages la and 1r. Therefore when the engine shaft 7 rotates, the cam disc 9a will rotate and through the two rollers 8a making the rod linkage lr move up and down and therefore the rod linkage la move up and down. The bushing 8bsh is to guide the rod linkage 1r. Refer to the figure 11: the cam disc 9a has a guiding lobe 9Ib of which the center line 9c is the same pattern of the perimeter 9p of the rotor 9a. This makes the bottom of the vane 2a always keep same distance of small gap to the rotor surface during the rotation of the engine. This gap is adjusted and secured by 2 nuts in.
Refer to the figure 2A that is for the explosion-expansion and exhaust unit and is defined as the housing type B. Similar to the housing type A, this housing type B of 5b contains rotor 6b, rod linkage lb, vane slot 28b, and vane 2b. The figure 2B is the section view S-S of the figure 2A. There is cam-disc 9b, mounted on the engine shaft 7 driving the rod linkage lb through roller 8b. Different from the housing type A, the housing type B has combustion chamber 12 which connects to the compression channel 3 in the figure 1A. In the section view of the combustion chamber, we can see the valve 12a which is located in the compression channel 3 because both are in line. Exhaust gas from the exhaust space 29 (see figure 4b) escapes through exhaust port 11. Two nuts lm is to adjust and secure small gap from rotor surface to the sliding vane.
3 Date recue/ date received 2022-01-25 1 Figure 3 comprises figure 3A and figure 3B. Figure 3A is the section view of the figure 3B. The face seals 4k are to secure tightness avoiding leak to shaft through rotor. The lateral seal 4j are to secure tightness avoiding leak though both sides of the vane.
Figure 4 comprises figure 4A and figure 4B. Figure 4A describes the operation of the admission and compression unit. When the engine shaft rotates, making the rotor rotate, it will create suction in the admission space 27 enabling the admission air to enter through the admission port 10. This admission air will then be compressed in the compression space 14, then go to the combustion chamber 12 (fig.4) through the compression channel 3.
Figure 4B describes the operation of the explosion- expansion and exhaust unit. The fuel injector 13 will inject fuel into the compression chamber 12;
the fuel mixture will then be exploded and expanded in the expansion space 17.
The exhaust gas in the exhaust space 29 will then escape the engine through the exhaust port 11.
Figure 5 describes the entire operation of the concentric rotary engine.
Figure 5A and figure 5B describe the admission and the compression process:
Admission air 15 enters into the admission space 27 through admission port 10 then it will be compressed in the compression space 14, then go to combustion chamber 12 through compression channel 3.
Figure 5C describes the explosion-expansion and exhaust. At the end of the compression process, the fuel injector 13 will inject fuel into the compression chamber 12. (In case fuel used is gasoline, the injector 13 will be replaced by spark plug).
Explosion and expansion happen making the rotor rotate and then the engine shaft rotate. Finally, the exhaust gas 16 escapes through port 11.
The figure 6a shows the arrangement of the admission and compression unit 20 vs. the explosion-expansion and exhaust unit 19: These 2 units are arranged in an angle Z so that the compression channel 3 is in line with the combustion chamber 12. The figure 6b is the section view X-X of the figure 6a, showing clearly the way the compressed air going into the combustion chamber. The valve 3v kept in place by spring 3c and will be open timely by selonoid 3b.
This arrangement is to secure minimal travelling distance of air from compression channel to the compression chamber with the purpose of keeping minimal unused amount of compressed air that still remains in the compression channel when the valve is closed and therefor fails to come into
Figure 4 comprises figure 4A and figure 4B. Figure 4A describes the operation of the admission and compression unit. When the engine shaft rotates, making the rotor rotate, it will create suction in the admission space 27 enabling the admission air to enter through the admission port 10. This admission air will then be compressed in the compression space 14, then go to the combustion chamber 12 (fig.4) through the compression channel 3.
Figure 4B describes the operation of the explosion- expansion and exhaust unit. The fuel injector 13 will inject fuel into the compression chamber 12;
the fuel mixture will then be exploded and expanded in the expansion space 17.
The exhaust gas in the exhaust space 29 will then escape the engine through the exhaust port 11.
Figure 5 describes the entire operation of the concentric rotary engine.
Figure 5A and figure 5B describe the admission and the compression process:
Admission air 15 enters into the admission space 27 through admission port 10 then it will be compressed in the compression space 14, then go to combustion chamber 12 through compression channel 3.
Figure 5C describes the explosion-expansion and exhaust. At the end of the compression process, the fuel injector 13 will inject fuel into the compression chamber 12. (In case fuel used is gasoline, the injector 13 will be replaced by spark plug).
Explosion and expansion happen making the rotor rotate and then the engine shaft rotate. Finally, the exhaust gas 16 escapes through port 11.
The figure 6a shows the arrangement of the admission and compression unit 20 vs. the explosion-expansion and exhaust unit 19: These 2 units are arranged in an angle Z so that the compression channel 3 is in line with the combustion chamber 12. The figure 6b is the section view X-X of the figure 6a, showing clearly the way the compressed air going into the combustion chamber. The valve 3v kept in place by spring 3c and will be open timely by selonoid 3b.
This arrangement is to secure minimal travelling distance of air from compression channel to the compression chamber with the purpose of keeping minimal unused amount of compressed air that still remains in the compression channel when the valve is closed and therefor fails to come into
4 Date recue/ date received 2022-01-25 1 the compression channel.
The figure 7 showing the apex seal which looks like a hook applied for the apex seal that is directly facing the high pressure space. The purpose is to avoid being lifted by the high pressure itself. Refer to the figure 7a: For the normal apex seal 4: it can be lifted by the high pressure P in the high pressure space; for the apex seal 18, pressure P exists on both sides therefore lifting force is zero. (Also please be noted that apex seals mounted in the rotor can be of normal apex seal if the centrifugal force caused by that apex while rotating can overcome the lifting force) The figure 8 showing the oil passages in the vane 2. Pressured oil supplied from passage 22, slipped out through gaps between vane 2 and apex seal 4, apex seal 18 and finally become oil splash 23 (number 5 is the housing and number 6 is the rotor).
is The figure 9 shows the oil passage in the rotor 6. Oil film between rotor 6 and shaft 7 goes through passages 24 to gaps between corner seal 30 and rotor 6, fills gaps between apex seal and corner seal 30 and finally becomes oil splash 23 (number 5 is the housing and number 6 is the rotor). Oil from oil passages 24 also supplies to gaps between rotor and face seal 4k.
The figure 7 showing the apex seal which looks like a hook applied for the apex seal that is directly facing the high pressure space. The purpose is to avoid being lifted by the high pressure itself. Refer to the figure 7a: For the normal apex seal 4: it can be lifted by the high pressure P in the high pressure space; for the apex seal 18, pressure P exists on both sides therefore lifting force is zero. (Also please be noted that apex seals mounted in the rotor can be of normal apex seal if the centrifugal force caused by that apex while rotating can overcome the lifting force) The figure 8 showing the oil passages in the vane 2. Pressured oil supplied from passage 22, slipped out through gaps between vane 2 and apex seal 4, apex seal 18 and finally become oil splash 23 (number 5 is the housing and number 6 is the rotor).
is The figure 9 shows the oil passage in the rotor 6. Oil film between rotor 6 and shaft 7 goes through passages 24 to gaps between corner seal 30 and rotor 6, fills gaps between apex seal and corner seal 30 and finally becomes oil splash 23 (number 5 is the housing and number 6 is the rotor). Oil from oil passages 24 also supplies to gaps between rotor and face seal 4k.
5 Date recue/ date received 2022-01-25
Claims (9)
1- A concentric rotary engine is of an internal combustion engine using energy from burning fuel acting on a rotor which is mounted on an engine shaft making said rotor rotate and therefore said engine shaft rotate; comprising an admission and compression unit connected to an explosion-expansion and exhaust unit through a passage which is named as compression channel and is located in said admission and compression unit; said compression channel is connected to a compression chamber which is located in said explosion-expansion and exhaust unit; both said admission and compression unit as well as said explosion-expansion and exhaust unit comprising said rotor which has a shape of a cam fixed on said engine shaft rotates concentrically with a center of a housing and a vane driven by said engine shaft through a cam-disc which has a guiding lobe of which the center has same shape and exact dimension with said shape of said cam of said rotor then though rod linkages which cause said vane to slide in and out of said housing and always keep minimal distance with perimeter surface of said rotor in order to avoid directly scrubbing of said vane to said perimeter surface of said rotor; wherein volume confined by said perimeter surface of said rotor and said housing and said vane is changing during rotation of said engine shaft making said volume work as admission or compression or explosion or expansion or exhaust; said volume is kept tight by seals located in said rotor where said perimeter surface of said rotor is adjacent to inner surface of said housing and located at bottom of said vane where said minimal distance of said vane and said perimeter surface of said rotor is being kept.
2- A concentric rotary engine as claimed in the claim 1 wherein said housing of said admission and compression unit has an admission port for fuel mixture which is mixture of said fuel with air to enter into said admission and compression unit to act as admission cycle.
3- A concentric rotary engine as claimed in the claim 1 wherein said housing of said explosion-expansion and exhaust unit has an exhaust port to release exhaust gas which is produced by said fuel mixture after being burnt and exploded and expanded to act as exhaust cycle.
6 Date Recue/Date Received 2022-06-02 A concentric rotary engine as claimed in the claim 1 wherein said fuel mixture is compressed in said admission and compression unit and enters into said compression chamber via said compression channel where said fuel mixture is burnt by spark plug and is exploded in said compression chamber and is expanded in said explosion-expansion and exhaust unit and causes said rotor to rotate and therefore said engine shaft to rotate.
5- A concentric rotary engine as claimed in the claim 4 wherein air is compressed in said admission and compression unit and enters into said compression chamber via said compression channel where said fuel is injected into said compression chamber and is exploded in said compression chamber and is expanded in said explosion-expansion and exhaust unit in case Diesel is used as said fuel.
6- The concentric rotary engine as claimed in the claim 1 wherein said compression channel is aligned with said compression chamber to keep minimal travelling distance of said compressed fuel mixture or said compressed air in case of Diesel is used as said fuel from said compression channel to said compression chamber in order to keep minimal of unused amount of said compressed fuel mixture or unused amount of said compressed air.
7- The concentric rotary engine as claimed in the claim 6 wherein unused amount of said compressed fuel mixture or unused amount of said compressed air is an amount of said compressed fuel mixture or said compressed air that still remains in said compression channel and fails to come to said compression chamber.
8- The concentric rotary engine as claimed in the claim 1 wherein said minimal distance of said vane and said perimeter surface of said rotor is kept at minimum value but always enough to keep said vane from directly scrubbing with said perimeter surface of said rotor under effect of expansion or contraction due to variation in temperature.
9- The concentric rotary engine as claimed in the claim 8 wherein said minimal distance from said vane to said surface of said rotor is adjusted and locked by 2 nuts on rod linkage Date Recue/Date Received 2022-06-02
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3002081A CA3002081C (en) | 2018-04-18 | 2018-04-18 | Concentric rotary engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA3002081A CA3002081C (en) | 2018-04-18 | 2018-04-18 | Concentric rotary engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA3002081A1 CA3002081A1 (en) | 2019-10-18 |
| CA3002081C true CA3002081C (en) | 2023-04-25 |
Family
ID=68235786
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA3002081A Active CA3002081C (en) | 2018-04-18 | 2018-04-18 | Concentric rotary engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA3002081C (en) |
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2018
- 2018-04-18 CA CA3002081A patent/CA3002081C/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CA3002081A1 (en) | 2019-10-18 |
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