JP2013522534A - Positive displacement rotary system - Google Patents

Abstract

An improved positive displacement rotary system that can be used in internal combustion engines, compressors, pumps, and other devices.
The positive displacement rotary system includes a main rotor (201) and a slotted rotor (202). The main rotor 201 includes an internal cavity and fixed blades (blades) 301 attached to the peripheral side wall 302 of the cavity. Slotted rotor 202 includes a slot 312 that is disposed within main rotor 201 and receives blade 301. The main rotor 201 and the slotted rotor 202 rotate about parallel axes that are offset from each other. As the rotor turns, a chamber is formed between the blade 301 and the seal between the rotors. The rotor-to-rotor seal is located at or near the rolling contact point between the outer surface of the slotted rotor 202 and the inner peripheral wall of the main rotor 201, and the chamber contracts and expands as the rotor rotates.
[Selection] Figure 3B

Description

  The present invention relates to an improved positive displacement rotary system that can be used in internal combustion engines, compressors, pumps and other devices.

  There are various well-known mechanisms for performing positive displacement compression and / or expansion of engines, pumps, compressors and other devices. For example, a reciprocating engine can employ a piston in a cylinder to compress an air / fuel mixture and output a mechanical force when the air / fuel mixture is ignited and expanded. Although reciprocating engines and other piston-type positive displacement systems are widely used, there are a number of drawbacks to such systems. Piston type systems are very complex and can have many moving parts. The reciprocity of piston motion can limit the speed at which an engine or other piston-type device can operate. Other drawbacks are well known.

  Another type of positive displacement system utilizes rotational motion. For example, some rotary engines and pumps employ one or more vanes that are connected to a rotor that rotates in a cavity. The vanes maintain sliding contact with the cavity wall and define one or more chambers that change volume as the rotor turns.

  However, the design can have certain limitations. For example, maintaining an effective seal between the tip of the vane and the cavity wall can be problematic. Furthermore, “chattering” can occur between the blades and the cavity wall. To overcome the above and other problems, some designs include a relatively large number of vanes or otherwise employ other complex configurations.

  The present invention seeks to provide an improved positive displacement rotary system that can be used in internal combustion engines, compressors, pumps and other devices.

A summary of concepts further explained in the following detailed description will be introduced in a simplified form. This summary is not intended to identify key features or essential features of the invention.
In at least some embodiments of the invention, the positive displacement rotary system includes a main rotor and a slotted rotor. The main rotor includes an internal cavity and fixed vanes (i.e., blades) attached to the peripheral side wall of the cavity. The slotted rotor is disposed within the main rotor and includes a slot for receiving the main rotor blade. The main rotor and the slotted rotor rotate about parallel axes that are offset from each other. As the rotor turns, a chamber is formed between the blade and the seal between the rotors. The interrotor seal is located at or near the rolling contact point between the outer surface of the slotted rotor and the inner peripheral wall of the main rotor cavity. The chamber contracts and expands as the rotor rotates.

  Additional embodiments include systems that incorporate one or more main and slotted rotor pairs. Such systems include, but are not limited to, rotary internal combustion engines, fluid compressors, pumps, fluid drive motors, turbochargers, combinations of internal combustion engines and motor generators, and other systems. Additional embodiments include additional blades and / or one or more additional slotted rotors, including main and slotted rotor pairs.

It is a front view which shows the combination of the rotary engine and motor generator which concern on some embodiment. It is a side view which shows the combination of the rotary engine and motor generator which concern on some embodiment. It is a rear view which shows the combination of the rotary engine and motor generator which concern on some embodiment. It is sectional drawing cut | disconnected from the position shown to FIG. 1A. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. 2 is a front view of a slotted rotor for intake / compression of the engine and motor generator of FIGS. 1A-1C. FIG. 2 is a top view of a slotted rotor for intake / compression of the engine and motor generator of FIGS. 1A-1C. FIG. FIG. 2 is a rear view of the intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C. 2 is a front view of a slotted rotor for the engine and motor generator of FIGS. 1A-1C. FIG. 2 is a top view of a slotted rotor for the engine and motor generator of FIGS. 1A-1C. FIG. FIG. 2 is a rear view of the expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C. 2 is a front view of an intake / compression main rotor of the engine and motor generator of FIGS. 1A to 1C. FIG. It is sectional drawing cut | disconnected from the position shown to FIG. 5A. It is sectional drawing cut | disconnected from the position shown to FIG. 5A. It is a figure which shows the main rotor by another embodiment. It is a figure which shows the main rotor by another embodiment. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and intake / compression slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. 2 is a partial schematic view showing the relative positions of the main rotor and expansion / exhaust slotted rotor of the engine and motor generator of FIGS. 1A-1C at selected times during operation. FIG. It is a figure which shows a limited radial direction extension swing seal. It is a figure which shows a limited radial direction extension swing seal. FIG. 6 shows a limited radial extension swing seal according to another embodiment. FIG. 5 is a front view of a combination of a rotary engine and a motor generator according to an additional embodiment. FIG. 6 is a side view of a combination of a rotary engine and a motor generator according to certain additional embodiments. FIG. 6 is a rear view of a combination of a rotary engine and a motor generator according to an additional embodiment. It is sectional drawing cut | disconnected from the position shown to FIG. 9A. FIG. 5 is a front view of a combination of a rotary engine and a motor generator according to an additional embodiment. FIG. 6 is a side view of a combination of a rotary engine and a motor generator according to certain additional embodiments. FIG. 6 is a rear view of a combination of a rotary engine and a motor generator according to an additional embodiment. It is sectional drawing cut | disconnected from the position shown to FIG. 11A. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is sectional drawing cut | disconnected from the position shown in FIG. It is a figure which shows the main rotor for intake / compression of the engine of FIG. 11A-FIG. 11C, and a motor generator. It is a figure which shows the main rotor for intake / compression of the engine of FIG. 11A-FIG. 11C, and a motor generator. It is a figure which shows the main rotor for intake / compression of the engine of FIG. 11A-FIG. 11C, and a motor generator. FIG. 12 is a front view of the intake / compression slotted rotor of the engine and motor generator of FIGS. 11A-11C. 11A is a top view of the intake / compression slotted rotor of the engine and motor generator of FIGS. 11A-11C. FIG. FIG. 12 is a rear view of the intake / compression slotted rotor of the engine and motor generator of FIGS. 11A-11C. FIG. 12 is a partial schematic view showing the relative positions of the intake / compression slotted rotor and main rotor of the engine and motor generator of FIGS. 11A-11C at selected points in operation. FIG. 12 is a partial schematic view showing the relative positions of the intake / compression slotted rotor and main rotor of the engine and motor generator of FIGS. 11A-11C at selected points in operation. FIG. 12 is a partial schematic view showing the relative positions of the intake / compression slotted rotor and main rotor of the engine and motor generator of FIGS. 11A-11C at selected points in operation. FIG. 12 is a partial schematic view showing the relative positions of the intake / compression slotted rotor and main rotor of the engine and motor generator of FIGS. 11A-11C at selected points in operation. FIG. 12 is a partial schematic view showing the relative positions of the intake / compression slotted rotor and main rotor of the engine and motor generator of FIGS. 11A-11C at selected points in operation. FIG. 12 is a partial schematic view showing the relative positions of the main rotor and the slotted rotor for expansion / exhaust of the engine and motor generator of FIGS. 11A to 11C at selected time points during operation. FIG. 12 is a partial schematic view showing the relative positions of the main rotor and the slotted rotor for expansion / exhaust of the engine and motor generator of FIGS. 11A to 11C at selected time points during operation. FIG. 12 is a partial schematic view showing the relative positions of the main rotor and the slotted rotor for expansion / exhaust of the engine and motor generator of FIGS. 11A to 11C at selected time points during operation. FIG. 12 is a partial schematic view showing the relative positions of the main rotor and the slotted rotor for expansion / exhaust of the engine and motor generator of FIGS. 11A to 11C at selected time points during operation. FIG. 12 is a partial schematic view showing the relative positions of the main rotor and the slotted rotor for expansion / exhaust of the engine and motor generator of FIGS. 11A to 11C at selected time points during operation. It is a figure which shows the rotary internal combustion engine by another embodiment, and the motor generator connected. FIG. 6 is a cross-sectional view of a main rotor and slotted rotor pair according to another embodiment. FIG. 6 is a cross-sectional view of a combination of a rotary engine and a motor generator according to certain additional embodiments. FIG. 6 is a cross-sectional view of a combination of a rotary engine and a motor generator according to certain additional embodiments. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation. FIG. 7 is a partial schematic view showing the relative positions of a slotted rotor and a main rotor according to another embodiment at a selected time during operation.

FIG. 1A is a front view showing a combination 100 of a rotary engine and a motor generator according to some embodiments. For simplicity, the engine and motor generator 100 may be simply referred to as “engine 100”. 1B and 1C are a side view and a rear view of engine 100, respectively.
Engine 100 includes a housing 101. The shaft 102 extends from the front surface 103 and the rear surface 104 of the housing 101. The air inlet 105 is provided in the front surface 103. The exhaust port 106 is provided on the rear surface 104.

  For convenience, certain elements are not shown in FIGS. 1A-1C. For example, the housing 101 can be divided into one or more portions that are secured together with bolts and sealed with one or more gaskets. The housing 101 may also include one or more openings so that the wiring harness can extend to connect the internal motor generator element to an external load, battery, or the like. The housing 101 may also include one or more openings through which the coolant line passes, openings through which fuel lines or other fuel conduits deliver fuel to the combustion chamber within the housing 101, and the like. The selection of the location of these and other elements would be a natural design choice for those skilled in the art once given the information disclosed in this specification and the accompanying drawings.

FIG. 2 is a cross-sectional view of engine 100 cut from the position shown in FIG. 1A. The front portion of the engine 100 includes an intake / compression main rotor 201 and an intake / compression slotted rotor 202. The rear portion of the engine 100 includes an expansion / exhaust main rotor 203 and an expansion / exhaust slotted rotor 204.
Each of the main rotors 201 and 203 rotates around the main rotor axis AMR100. Slotted rotors 202 and 204 are each mounted on shaft 102. Slotted rotors 202 and 204 and shaft 102 all rotate about slotted rotor axis ASR100. As can be seen in FIG. 2, the axes AMR100 and ASR100 are offset from each other.

  Casing 101 includes internal components that can be configured to operate as a motor generator. As used herein, “motor generator” also includes a combination of components that can be configured to operate as a motor or a synchronous generator. Motor generator windings and other components (eg, permanent magnets in some embodiments) are provided around the circumference of the main rotors 201 and 203. In the embodiment of the engine 100, the armature 208 is mounted on the outer periphery of the main rotor 201 and rotates with respect to the stator 209 mounted on the inner wall of the housing 101. Similarly, the armature 210 is mounted on the outer periphery of the main rotor 203 and rotates with respect to the stator 211 mounted on the inner wall of the housing 101.

  Armatures 208 and 210 and stators 209 and 211 can be used as electric motors that rotate rotors 201 to 204 when engine 100 is started. After the engine 100 is started and an internal combustion cycle that continues automatically proceeds, electric power can be generated using the rotation of the armatures 208 and 210 in the stators 209 and 211. Each of the rotors 201 and 203 includes an armature that is configured to rotate within a corresponding stator, but other embodiments include an engine and motor generator in which only one rotor includes the armature. . For example, other embodiments could include an engine in which only one main / slotted rotor pair includes a motor generator component.

The main rotor 201 is rotatably supported by the bearing 213 and the bearing 215. The main rotor 203 is rotatably supported by a bearing 217 and a bearing 219. The shaft 102 is rotatably supported by the bearing 221 and the bearing 223.
The front ring seal 230 is provided on the front side of the slotted rotor 202. A similar rear ring seal 231 is provided on the rear side of the slotted rotor 202. Seals 230 and 231 that may be fixed relative to the slotted rotor 202 and move relative to the inner surface of the main rotor 201 seal the rotor space formed between the slotted rotor 202 and the main rotor 201. To help. The operation of these chambers is described below in connection with FIGS. 6A-6F.

  The front ring seal 232 and the rear ring seal 233 are provided in the housing 101. Ring seal 233 works in conjunction with seal 230 to help prevent compressed air leaks from moving to the expansion / exhaust side of engine 100. The seal 232 interlocks with the seal 230 to prevent intake from the internal space of the casing 101 surrounding the main rotor 201, for example, so that intake into the chamber between the rotors 201 and 202 is surely brought from the port 105. To help.

  For certain embodiments where the ring seal is exposed to temperatures between -40 ° C. (-40 ° F.) and 100 ° C. (212 ° F.), the material of the ring seal is Buna-N, fluorosilicone, silicon, It could include neoprene, Teflon, Viton, rubber, nitrile and the like. For embodiments where the ring seal may be exposed to temperatures in excess of 100 ° C., the material of the ring seal is graphite, carbon graphite, a self-lubricating fluoride-metal composite such as fluoride-nichrome, low friction diamond It could include high temperature material coated with like carbon, and others as well.

  The front ring seal 236 is provided on the front side of the slotted rotor 204. A similar rear ring seal 237 is provided on the rear side of the slotted rotor 204. Seals 236 and 237 that may be fixed relative to the slotted rotor 204 and move relative to the inner surface of the main rotor 203 seal the rotor space formed between the slotted rotor 204 and the main rotor 203. To help. The operation of these chambers is described below in connection with FIGS. 7A-7F.

  The front ring seal 238 and the rear ring seal 239 are provided in the housing 101. The ring seal 238 works in conjunction with the seal 236 to help prevent leakage of expanding air. The seal 239 works in conjunction with the seal 237 to help prevent exhaust gas from being discharged from the port 106 and being pushed into the space of the casing 101 surrounding the main rotor 203. The ring seals 236-239 can be formed from materials similar to those used to form the ring seals 230-233.

  Fresh air is drawn into the intake / compression side of engine 100 from intake port 105. The air inlet 105 is connected to an annular air supply manifold 305, which will be described in detail below. The fresh air sucked from the manifold 305 is compressed between the main rotor 201 and the slotted rotor 202 and then output from the compressed air flow path 242 as described below.

  The flow path 242 flows into the combustion chamber 243. Although not shown in FIG. 2, the combustion chamber 243 also includes a fuel injector and a check valve. In some embodiments that utilize gasoline as the fuel for engine 100, combustion chamber 243 may include a spark plug, a preheat plug, or other ignition source. In certain other embodiments that utilize gasoline as fuel, the chamber 243 may include a fuel injector and the ignition source may be placed inside the inter-rotor expansion chamber of the rotors 203 and 204. Such an ignition source could be incorporated into a portion of the outer surface of the slotted rotor 204.

  In some embodiments, engine 100 could be configured to operate using any of a plurality of fuel types and include a plurality of ignition sources. For example, a first ignition source could be placed in the chamber 243 and a second ignition source could be placed inside the inter-rotor expansion chamber. When utilizing diesel fuel, kerosene, and various other fuel types, the first ignition source could be utilized to stop the second ignition source. If gasoline or various other fuel types are utilized, the first ignition source could be stopped and the second ignition source utilized. In still other embodiments, the chamber 243 may not include a fuel injector. For example, some embodiments could receive fuel / air mixtures from rotors 201 and 202 of inlet 105 from a carburetor provided upstream.

  Returning to FIG. 2, the compressed air and combustion products flow from the chamber 243 through the flow path 244 into the inter-rotor expansion chamber between the main rotor 203 and the slotted rotor 204. After the expansion of the compressed air and combustion products rotates the rotors 203 and 204 (and thus the rotors 201 and 202), the exhaust is scavenged and pushed out of the exhaust port 106.

  3A is a cross-sectional view of engine 100 taken from the first position shown in FIG. The cut surface is located on the front side of the slotted rotor 202, and the viewpoint in FIG. 3A faces the front of the engine 100. As can be seen from a part of FIG. 3A, the blade 301 is fixed to the inner peripheral wall 302 and the inner front wall 303 of the main rotor 201. The inner circumferential opening 304 of the main rotor 201 is exposed to the inner front surface of the housing 101 and several components provided on it. For example, the seal 232 (described above) can be visually recognized. An annular manifold 305 connected to the air inlet 105 is also visible. A check valve (not shown) could be provided at the inlet 105.

  3B is a cross-sectional view of engine 100 taken from the second position shown in FIG. The cut surface is located just behind the ring seal 230, and the viewpoint of FIG. The slotted rotor 202 includes an inlet port 310 connected to the inlet flow path 311. Only port 310 is exposed on the front side of rotor 202, as will be described in detail in connection with FIGS. In FIG. 3B, only the flow path 311 is visible due to the position of the cross section.

  The slotted rotor 202 further includes a slot 312 and a split trunnion seal 313. The seal 313 includes two halves 313a and 313b having a cylindrical shape. Seal half 313 a is adjacent to wall 315 and seal half 313 b is adjacent to wall 316. Walls 315 and 316 have a cylindrical shape that coincides with the outer surfaces of seal halves 313a and 313b. The blade 301 is provided inside a slot formed by the inner surfaces of the half bodies 313a and 313b. As the rotors 201 and 202 rotate, the seal 313 rotates pivotally about the shaft 314 and the blade 301 slides into the seal 313 or from the seal 313 as described below in connection with FIGS. 6A-6F. Slide out. The seal 313 prevents gas leakage from the slot 312 and around the inner tip of the blade 301. The seal 313 can be formed from a material similar to that used to form the ring seals 230-233.

The slotted rotor 202 also includes a limited radially extending leaf seal 321 at an outer edge 320 spaced about 60 ° apart. The leaf seal 321 helps prevent gas leakage from between the portions of the rotors 201 and 202 that make rolling contact and form a rotor-to-rotor seal and will be described in detail below.
3C is a cross-sectional view of engine 100 taken from the third position shown in FIG. The cut surface is located just in front of the ring seal 231. The viewpoint in FIG. 3C faces the front of the engine 100. The slotted rotor 202 further includes an outlet port 235 connected to the outlet flow path 326. As described in detail with reference to FIGS. 4A to 4C, only the port 325 is exposed on the rear side of the rotor 202. In FIG. 3C, only the flow path 326 is visible due to the position of the cross section.

  3D is a cross-sectional view of engine 100 taken from the fourth position shown in FIG. The cut surface is located on the rear side of the slotted rotor 202, and the viewpoint in FIG. 3D faces the rear of the engine 100. The blade 301 is also fixed to the inner rear wall 328 of the main rotor 201. The inner circumferential opening 329 of the main rotor 201 is exposed on the inner surface of the housing 101 and some components provided on it. For example, the seal 233 (described above) can be visually recognized. An arcuate manifold connected to the compressed air flow path 242 (FIG. 2) is also visible.

  As can be seen in FIGS. 3E-3H, the configuration of the main rotor 203 and slotted rotor 204 is very similar to the configuration of the main rotor 201 and slotted rotor 202. 3E is a cross-sectional view of engine 100 taken from the fifth position shown in FIG. The cut surface is located on the front side of the slotted rotor 204, and the viewpoint in FIG. 3E faces the front of the engine 100. As can be seen from part of FIG. 3E, the blade 334 is fixed to the inner peripheral wall 333 and the inner front wall 337 of the main rotor 203. The inner circumferential opening 335 of the main rotor 201 is exposed on the inner surface of the housing 101 and some components provided on it. For example, the seal 238 (described above) can be visually recognized. An arcuate manifold 336 connected to the flow path 244 (FIG. 2) is also visible.

In some embodiments, the arcuate manifold 336 provides a back pressure as the chamber 243 valve causes the next charge of heated and compressed air to enter the chamber 243 and the inter-rotor chambers of the rotors 203 and 204. In order to minimize, it extends over about 170 ° of rotation of the rotor 204.
3F is a cross-sectional view of engine 100 taken from the sixth position shown in FIG. The cut surface is located just behind the ring seal 236, and the viewpoint in FIG. 3F faces the rear of the engine 100. The slotted rotor 204 includes an inlet port 340 connected to the inlet flow path 341. As described in detail in connection with FIGS. 4A-4C, only the port 340 is exposed on the front side of the rotor 204. In FIG. 3F, only the flow path 341 is visible due to the position of the cross section. The slotted rotor 204 further includes a slot 342 and a split trunnion seal 343. The seal 343 includes two halves 343a and 343b having a cylindrical shape. Seal half 343 a is adjacent to wall 345 and seal half 313 b is adjacent to wall 346. Walls 345 and 346 have a cylindrical shape that matches the outer surface of seal halves 343a and 343b. Blade 334 is provided in a slot formed by the inner surfaces of halves 343a and 343b.

  As the rotors 202 and 204 rotate, the seal 343 pivots about the shaft 344 and the blade 334 slides into the seal 343, as described below in connection with FIGS. 7A-7F. Or slide out of. The seal 343 prevents gas leakage from the slot 342 and around the tip of the blade 334. The slotted rotor 204 further includes a leaf seal 321 at an outer edge 350 spaced about 60 ° apart. The leaf seal 321 helps form a rotor-to-rotor seal and prevents gas leakage between the portions of the rotors 203 and 204 that are in rolling contact.

  3G is a cross-sectional view of engine 100 taken from the seventh position shown in FIG. The cut surface is located just in front of the ring seal 237. The viewpoint in FIG. 3G faces the front of the engine 100. The slotted rotor 204 further includes an outlet port 351 connected to the outlet flow path 352. As described in detail in connection with FIGS. 4A-4C, only the port 351 is exposed on the rear side of the rotor 204. In FIG. 3G, only the flow path 352 is visible due to the position of the cross section.

  3H is a cross-sectional view of engine 100 taken from the eighth position shown in FIG. The cut surface is located on the rear side of the slotted rotor 204, and the viewpoint in FIG. 3H faces the rear of the engine 100. The blade 334 is also fixed to the inner rear wall 355 of the main rotor 203. The inner circumferential opening 357 of the main rotor 203 is exposed on the inner surface of the housing 101 and some components provided on it. For example, the seal 239 (described above) can be visually recognized. An annular manifold 356 connected to the exhaust port 106 (FIG. 2) is also visible.

  4A-4C show the slotted rotor 202 attached to the shaft 102 but removed from the engine 100. FIG. For convenience, the rotor 202 is rotated about 30 ° from the position shown in FIGS. 3B and 3C so that the slot 312 is at top dead center. FIG. 4A is a front view of the rotor 202. For convenience, the leaf seal 321 is omitted from FIGS. 4A to 4C. In some embodiments, the rotor 202 can be machined from a single piece of aluminum or other suitable material. Using a key (not shown) or other suitable technique by machining a spline in the shaft 102 and machining a groove corresponding to the central hole of the rotor 202 from which the shaft 102 extends. The rotor 202 can be rotatably fixed to the shaft 102. An inlet port 310 is drilled in the front surface of the rotor 202 and intersects the internal flow path 311. As can be seen in FIG. 4B, which is a top view of the rotor 202 and the shaft 102, the flow path 311 is connected to the vent opening 402 of the outer edge 320 of the rotor 202. In this way, air received from the source on the front side of the rotor 202 can exit the vent 402 from the inlet 310 toward the internal flow path 311.

  FIG. 4C is a rear view of the rotor 202. An outlet port 325 is drilled in the rear surface of the rotor 202 and intersects the internal flow path 326. As can be seen in FIG. 4B, the flow path 326 connects to the vent opening 320 at the outer edge 320 of the rotor 202. In this manner, the compressed air in the room partitioned by the outer edge 320 can exit from the outlet 325 from the gas vent 401 toward the internal flow path 326. 4C, neither the inlet 310 nor the flow path 311 can be accessed from the rear surface of the rotor 202. Similarly, as can be seen in FIG. 4A, neither the outlet 325 nor the flow path 326 can be accessed from the front of the rotor 202.

  4D to 4F are a front view, a top view, and a rear view, respectively, of the slotted rotor 204. Again, the rotor 204 is rotated so that the slot 342 is at top dead center, and the leaf seal 321 is omitted for convenience. As can be appreciated by comparing FIGS. 4D-4F with FIGS. 4A-4C, the slotted rotor 204 is similar to the slotted rotor 202. A port 340 is drilled in front of the rotor 204 and intersects the internal flow path 341. The flow path 341 is connected to the vent opening 403 at the outer edge 350 of the rotor 204. In this way, compressed air and combustion products received from the source on the front side of the rotor 204 can be directed from the inlet 340 toward the internal flow path 341 and out of the vent 403. The outlet 351 intersects the flow path 352, and the flow path 352 is connected to the vent opening 404 of the outer edge 350. Thus, the exhaust in the inter-rotor chamber partitioned by the outer edge 350 can go from the gas vent 404 to the internal flow path 352 and exit from the outlet 351. Neither the inlet 340 nor the channel 341 can be accessed from the rear surface of the rotor 204. Similarly, neither the outlet 351 nor the channel 352 can be accessed from the front of the rotor 204.

  FIG. 5A is a front view of main rotor 201 removed from engine 100. FIG. 5B is a cross-sectional view of the main rotor 201 cut from the position shown in FIG. 5A. FIG. 5C is another cross-sectional view of the main rotor 201 cut from the second position shown in FIG. 5A. For convenience, the rotor 201 is rotated about 30 ° from the position shown in FIGS. 3A to 3D so that the blade 301 is at the top dead center. Rotors 201 and 203 can be formed from aluminum or other suitable material. As can be seen from FIG. 5A, the blade 301 extends downward and is visible from the opening 304. As can be seen from FIGS. 5B and 5C, the blade 301 is attached to the inner side of the rotor 201 by an inner peripheral wall 302, an inner front wall 303 and an inner rear wall 328.

  FIGS. 5A-5C show the rotor 201 as a monolithic element for simplicity, but each of the rotors 201 and 203 must be disassembled so that a slotted rotor can be inserted before accommodating the slotted rotor. It could also be formed from two or more parts that can be reassembled for this purpose. FIG. 5D shows a rotor 201 'according to one such embodiment. FIG. 5E is a partial cross-sectional view taken from the position shown in FIG. 5D after disassembly. The rotor 201 ′ is similar to the rotor 201 except that the rotor 201 ′ includes a front portion 513 and a rear portion 510 that are attached with fasteners (eg, screws) 512. A gasket or other sealing compound could be provided between the adjacent faces of portions 510 and 513.

  6A to 6F are partial schematic diagrams showing the relative positions of the main rotor 201 and the slotted rotor 202 at selected points in time during a complete rotation of the rotors 201 and 202. FIG. During a complete intake / compression cycle, the rotors 201 and 202 make a total of two rotations (ie, each rotate 720 °). In other words, each intake / compression cycle includes two revolution cycles. The first half of each cycle is an intake half cycle. During the intake half cycle, air is drawn into the first inter-rotor chamber between the rotors 201 and 202 during the first rotation (ie, the first 360 ° rotation). The second half of each intake / compression cycle is a compression half cycle. During the compression half cycle that occurs during the rotation that immediately follows the rotation of the intake half cycle (ie, the second 360 ° rotation), the air is compressed in the second inter-rotor chamber between the rotors and then released into the flow path 242. Is done. The rotors 201 and 202 perform two separate and overlapping intake / compression cycles simultaneously while rotating. During any given rotation, the rotors 201 and 202 are performing an intake half cycle of one intake / compression cycle and a compression half cycle of another intake / compression cycle. This configuration provides one power step for each 360 ° rotation of the rotor.

  6A to 6F are partial sectional views of the rotors 201 and 202 cut from a plane passing through the centers of the rotors 201 and 202 (that is, between the planes 3B-3B and 3C-3C in FIG. 2). Each viewpoint in FIGS. 6A to 6F faces the rear of engine 100. Manifolds 305 and 330 are in the front and back planes, respectively, of the cut plane used in FIGS. 6A-6F. The positions of the manifolds 305 and 330 in the other planes are drawn with dashed lines in the cut planes used in FIGS. 6A-6F. To distinguish between manifolds 305 and 330, the depiction of manifold 305 is shown with a finer dashed line.

  6A to 6F, the rotors 201 and 202 each rotate counterclockwise. Torque from the shaft 102 rotates the slotted rotor 202. The force of the slotted rotor 202 against the side surface 605 of the blade 301 causes the main rotor 201 to rotate. In FIG. 6A, both rotors 201 and 202 are at top dead center. Rotors 201 and 202 are about to begin the intake half cycle of one intake / compression cycle and the compression half cycle of another intake / compression cycle. The inter-rotor compression chamber 601 has a volume defined by the inner peripheral wall 302 of the rotor 201, the outer surface 320 of the rotor 202, and the front inner wall 303 and the rear inner wall 328 of the rotor 202. Chamber 601 contains air drawn from manifold 305, inlet 310, and flow path 311 during the intake half-cycle that occurred in the immediately preceding rotation of rotors 201 and 202.

  FIG. 6B shows that the rotor 202 has rotated clockwise. The main rotor 201 also rotates in response to the rotation of the rotor 202. The trunnion seal 313 rotates slightly clockwise, and the blade 301 is slightly retracted from the seal 313. The volume of the compression chamber 601 is decreasing. Specifically, the chamber 601 has one end in contact with the blade 301 and the other end between the rotors caused by rolling contact between the outer surface 320 of the rotor 202 and the inner wall 302 of the rotor 201 (eg, tangential contact or proximity line contact). It contacts the seal 603. As the rotors 201 and 202 rotate, both ends of the chamber 601 approach, so the volume of the chamber 601 decreases. As the volume of the chamber 601 decreases, the air stored in the chamber 601 is compressed.

For convenience, the position of the seal 603 is shown in the 12 o'clock position in FIGS. 6A to 6F. In practice, the exact position of the seal 603 may be shifted slightly to the right and / or to the left of the 12 o'clock position and will vary slightly as the various seals 321 approach or distant from the 12 o'clock position. The seal 321 is described below in connection with FIG.
As also illustrated in FIG. 6B, when the rotors 201 and 202 rotate past the top dead center, another inter-rotor intake chamber 602 is created. The volume of the chamber 602 also contacts the blade 301 and the inter-rotor seal 603. As the rotors 201 and 202 rotate, both ends of the chamber 602 move further apart, and the volume of the chamber 602 expands. Throughout the rotation of the rotor 202, the inlet 310 coincides with the manifold 305. Therefore, when the volume of the chamber 602 expands, fresh air can flow from the inlet 305 (FIG. 2) through the inlet 310 and the flow path 311 into the intake chamber 602.

  FIG. 6C shows that both the rotors 201 and 202 have been rotated 180 ° from the top dead center. The intake chamber 602 continues to expand and continues to draw fresh air from the manifold 305, the inlet 310, and the flow path 311. As a result of the compression chamber 601 continuing to contract, the air contained therein is further compressed. Since seal 313 rotates clockwise, it is in the same position (relative to slotted rotor 202) as illustrated in FIG. 6A. Blade 301 has reached its maximum retraction point from slot 312 (see FIG. 4A).

  FIG. 6D shows that the rotors 201 and 202 have further rotated. The intake chamber 602 continues to expand and continues to draw fresh air from the manifold 305, the inlet 310, and the flow path 311. The compression chamber 601 continues to contract and continues to compress the air contained therein. Here, the seal 313 is rotating slightly counterclockwise, and the blade 301 is beginning to re-enter the slot 315. Again, as illustrated in FIG. 6D, outlet 325 is beginning to coincide with manifold 330.

  FIG. 6E shows the rotors 201 and 202 rotating to a point where the outlet 325 begins to coincide with the manifold 330. Because of this match, compressed air in chamber 601 can more easily flow from flow path 326 and outlet 325 to manifold 330 and from manifold 330 to compressed air flow path 242 (see FIG. 2). The intake chamber 602 continues to expand and continues to suck fresh air from the manifold 305, the inlet 310, and the flow path 311.

  At this point in the rotation of the rotors 201 and 202, the valve in the chamber 243 (FIG. 2) is opened, and compressed air flows from the flow path 242, the chamber 243, and the flow path 244 into the expansion rotor chambers of the rotors 203 and 204. This expansion and the operation of the rotors 203 and 204 are described in further detail below in connection with FIGS. 7A-7F. The opening and closing of the valves in chamber 243 may be achieved by rotating (and / or rotating) rotors 201 and 202 by mechanical coupling with shaft 102 or another rotating component, gears, timing belts, camshafts, electrically controlled servomotors, or other mechanisms. Or the rotation of the rotors 203 and 204), and the valves could be rotary valves or other types of valves.

  FIG. 6F shows the rotors 201 and 202 after the rotation starting in FIG. 6A is complete. The intake / compression cycle that started the compression half cycle in FIG. 6A is now complete. The intake / compression cycle that started the intake half cycle in FIG. 6A has now completed the intake half cycle and is about to begin the compression half cycle. Specifically, when the rotors 201 and 202 rotate again to the top dead center, the chamber 602 becomes a compression chamber. A new inter-rotor air intake chamber is also formed to draw fresh air as part of the new intake half cycle of the intake compression cycle.

  7A to 7F are partial schematic views showing the relative positions of the main rotor 203 and the slotted rotor 204 at selected points in time during a complete rotation of the rotors 203 and 204. During a complete expansion / exhaust cycle, the rotors 203 and 204 also make a total of two rotations (ie, each rotate 720 °). In other words, each expansion / exhaust cycle includes two rotation cycles. The first half of each expansion / exhaust cycle is an expansion half cycle. During the expansion half cycle, compressed air and combustion products are blown into the first inter-rotor chamber between the rotors 203 and 204 during the first rotation (ie, the first 360 ° rotation). The second half of each expansion / exhaust cycle is an exhaust half cycle. During the exhaust half cycle that occurs during the rotation that immediately follows the rotation of the expansion half cycle (that is, the second 360 ° rotation), the exhaust in the second inter-rotor chamber between the rotors is scavenged and pushed out from the exhaust port 106. As the rotors 203 and 204 rotate, they perform two separate and overlapping expansion / exhaust cycles simultaneously. During any given rotation, the rotors 203 and 204 are performing an expansion half cycle of one expansion / exhaust cycle and an exhaust half cycle of another expansion / exhaust cycle.

  While simultaneous and overlapping intake / compression cycles occur at rotors 201 and 202, simultaneous and overlapping expansion / exhaust cycles occur at rotors 203 and 204. However, the correspondence between FIGS. 6A to 6F and FIGS. 7A to 7B is not necessarily intended. That is, the rotation phase of rotors 203 and 204 represented in one of FIGS. 7A-7F ending with a capital letter is the rotation represented in that of FIGS. 6A-6F with rotors 201 and 202 ending with the same capital letter. It may or may not be the rotational phase that the rotors 203 and 204 will perform when performing the phase.

  Each of FIGS. 7A-7F is a partial cross-sectional view of rotors 203 and 204 taken from a plane passing through the centers of rotors 203 and 204 (ie, intermediate between planes 3F-3F and 3G-3G in FIG. 2). . Each viewpoint in FIGS. 7A to 7F faces the rear of engine 100. Manifolds 336 and 356 are in the front and back planes, respectively, of the cut plane used in FIGS. 7A-7F. The positions of manifolds 336 and 356 in the other planes are drawn with dashed lines in the cut planes used in FIGS. 7A-7F. In order to distinguish between manifolds 336 and 356, the depiction of manifold 356 is shown using finer dashed lines.

  In FIG. 7A, the rotors 203 and 204 are both at top dead center. Rotors 203 and 204 are about to begin an expansion half cycle of one expansion / exhaust cycle and an exhaust half cycle of another expansion / exhaust cycle. The volume of the inter-rotor exhaust chamber 701 is defined by the inner peripheral wall 333 of the rotor 203, the outer surface 350 of the rotor 204, and a part of the front inner wall 337 and the rear inner wall 355 of the rotor 204. Chamber 701 contains the exhaust that remains after compressed air and combustion products are pushed out of manifold 336, inlet 340 and flow path 341 during the previous rotation.

  FIG. 7B shows where the rotors 203 and 204 have rotated clockwise as a result of the momentum from the previous rotation. Due to rotation from top dead center, inlet 340 and manifold 336 coincide. The trunnion seal 343 rotates slightly clockwise, and the blade 334 is slightly retracted from the seal 343. An inter-rotor expansion chamber 702 is also created. The volume of the chamber 702 is in contact with the blade 334 at one end and the inter-rotor seal 705 resulting from rolling contact between the outer surface 350 of the rotor 204 and the inner wall 333 of the rotor 203 at the other end. Similar to the inter-rotor seal 603 described in connection with FIGS. 6B-6E, in FIGS. 7B-7E, the position of the seal 705 is shown at the 12 o'clock position for convenience. In practice, the exact position of the seal 705 is slightly shifted to the left and / or right of the 12 o'clock position and varies slightly as the various seals 321 approach or distant from the 12 o'clock position.

  Because inlet 340 and manifold 336 are coincident, heated and compressed gas (air and combustion products) passes from combustion chamber 243 through flow path 244, manifold 336, inlet 340, flow path 341, and vent opening 403. , Can easily flow into the expansion chamber 702. The expansion pressure of this heated and compressed gas further expands chamber 702. Specifically, the expansion pressure pushes the blade 334 away from the seal 705 to create a larger volume to accommodate the expanding gas. The resulting force continues to rotate the rotors 203 and 204.

When the expansion chamber 702 expands, the exhaust chamber 701 contracts. This contraction scavenges the exhaust gas remaining from the previous expansion half cycle (during the previous rotation) and vents the scavenged exhaust gas 404, flow path 352, outlet 351, manifold 356 and exhaust port 106. Push through.
In FIG. 7C, the inlet 340 is still coincident with the manifold 336 and the expanding gas continues to flow into the chamber 702. As a result, the continued expansion of the volume of the chamber 702 continues to provide rotational force to the rotors 203 and 204. Chamber 701 continues to contract, thereby continuing with exhaust gas scavenging and exhaust. The seal 343 is still rotated clockwise and the blade 334 is further retracted from the slot 342.

FIGS. 7D and 7E are where the rotors 203 and 204 continue to rotate in response to the gas expanding in the chamber 702. The exhaust chamber 701 continues to contract and continues to scavenge the exhaust. Seal 343 is rotating counterclockwise and blade 334 is beginning to re-enter slot 342 (see FIG. 4D).
FIG. 7F shows the rotors 203 and 204 after the rotation starting in FIG. 7A is complete. The expansion / exhaust cycle that started the exhaust half cycle in FIG. 7A is now complete. The expansion / exhaust cycle that started the expansion half cycle in FIG. 7A has now completed the expansion half cycle and is about to begin the exhaust half cycle. Specifically, when the rotors 203 and 204 rotate again to the top dead center, the inter-rotor chamber 702 becomes an exhaust chamber. A new inter-rotor expansion chamber is also formed to receive a new injection of heated and compressed gas from the combustion chamber 243 as part of the expansion half cycle of the new expansion / exhaust cycle.

  FIG. 8A is an enlarged view from the position shown in FIG. 3B and shows additional details of the leaf seal 321. The seal 321 extends across the entire width of the outer surface 320 of the rotor 202. The seal 321 includes a flexible leaf element 801 that is biased away from the outer surface 320. The base end 802 of the leaf element 801 is held in place by a bracket 803 that is secured to the rotor 202 using one or more fasteners 804. The bracket 803 and the fastener 804 are sufficiently embedded so that the leaf element 801 is flush (or substantially flush) with the surface 320 when the surface 320 rolls against the inner circumferential surface 302 of the rotor 201. Yes.

FIG. 8B is similar to FIG. 8A, but shows the seal 321 after the relative rotation of the rotors 201 and 202 has brought the seal 321 to near the point where the rotor is in rolling contact. The free end 806 of the leaf element 801 is pressed against the wall 302 of the rotor 201. This forms a seal that prevents gas flow from side 807 to side 808.
The rotor 204 also has a plurality of leaf seals 321 that operate similarly to the seals 321 of the rotor 202. In some embodiments, the rotor has at least five seals 321 and each of the five seals and the center of the slot has a radially equal position. Specifically, for each radius passing through the center of the seal 321, the radius from the rotor centerline to the slot center is N × 60 °, where N = 1, 2, 3, 4 or 5. Additional seals 321 could also be included. The leaf element 801 could be formed from a nickel-based or cobalt alloy material, and could be a ribbon shim stock with the rolling contact surface coated with a low friction diamond-like carbon or other coating. The leaf element could be hinged to the slotted rotor or rigidly secured.

  FIG. 8C shows a leaf element 801 'according to another embodiment. FIG. 8C shows the element 801 ′ immediately after rolling at a point where the portion of the surface 320 ′ into which the element 801 ′ is inserted is in rolling contact with the inner peripheral surface of the main rotor 201 ′. The surface 320 ′ could be a slotted rotor surface similar to the rotor 202. Rotor 201 'could be similar to rotor 201. Element 801 'could be formed from the same materials that can be used for element 801.

  The shaft 102 of the engine 100 can be connected to a pump, turbocharger or another device and used to provide mechanical power to the connected device. The power from the shaft 102 could also be used to connect to the transmission or alternatively to provide motive power. In other embodiments, the engine may not include a shaft. For example, FIGS. 9A-9C are a front view, a side view, and a rear view, respectively, of a combination 900 of a rotary engine and motor generator according to another embodiment. Similar to engine 100, engine 900 includes a housing 901, an intake port 905 provided on front surface 903, and an exhaust port 906 provided on rear surface 904. However, unlike engine 100, engine 900 does not include an external shaft. The engine 900 could be used only to generate power, for example. Like FIGS. 1A-1C, FIGS. 9A-9C do not show various elements such as fuel line connections, wiring harness connections, and the like.

  FIG. 10 is a cross-sectional view of engine 900 cut from the position shown in FIG. 9A. Engine 900 includes an intake / compression main rotor 1001 and an intake / compression slotted rotor 1002. The rear portion of engine 900 includes an expansion / exhaust main rotor 1003 and an expansion / exhaust slotted rotor 1004. The main rotors 1001 and 1003 rotate about the main rotor axis AMR900. Slotted rotors 1002 and 1004 each rotate about a slotted rotor axis ASR900. However, unlike the rotors 202 and 204 of the engine 100, the rotors 1002 and 1004 are not mounted on the axle. The rotor 1002 is rotationally supported on the bearing 1021, and the rotor 1004 is rotationally supported on the bearing 1023. The rotors 1001 and 1003 are connected to each other by a flange 1057, and this connection coordinates the rotation of the rotor set of the engine 900.

  The rotors 1001 and 1003 are rotatably supported by bearings 1013, 1015, 1017 and 1019. The armature 1008 is mounted on the rotor 1001 and rotates within the stator 1009. The armature 1010 is mounted on the rotor 1003 and rotates within the stator 1011. The intake port 905 supplies air to a manifold 1006 similar to the manifold 305 of the engine 100. The rotor 1001 is the same as the rotor 201 of the engine 100. The rotor 1002 is the same as the rotor 202 of the engine 100 except that it is rotatably attached only to the bearing 1021 instead of the axle, and has similar ports, flow paths, leaf seals, and the like. The compressed air from the rotors 1001 and 1002 is output to a manifold (not shown) similar to the manifold 330 of the engine 100, and this compressed air flows from the flow path 1042 to the combustion chamber 1043 similar to the combustion chamber 242. Heated compressed gas (air and combustion products) flows from the chamber 1043 through the flow path 1044 to a manifold (not shown) similar to the manifold 336.

  The rotor 1003 is the same as the rotor 203 of the engine 100. The rotor 1004 is similar to the rotor 204 of the engine 100 except that it is rotatably attached only to the bearing 1023 instead of the axle, and has similar ports, flow paths, leaf seals, and the like. The heated and compressed gas enters the rotor 1004 as in the case of the rotor 204, causing the rotors 1003 and 1004 to rotate. Similar to the case described with respect to rotors 203 and 204, the exhaust is scavenged from rotors 1003 and 1004 and pushed out of manifold 1007 (similar to manifold 356) and exhaust 906.

  Other embodiments include a number of additional variations. By way of example only, channels such as channels 311 and 352 need not be formed as illustrated in connection with engine 100. In some embodiments, the intake flow path can be formed as a groove on the front surface of the intake / compression slotted rotor and the exhaust flow path can be formed as a groove on the rear surface of the expansion / exhaust slotted rotor. Will.

  In still another embodiment, a main rotor that is a combination of a rotary engine and a motor generator is mounted on the shaft. 11A-11C are front, side, and rear views, respectively, of a rotary engine and motor generator combination 1100 according to one such embodiment. Similar to engines 100 and 900, engine 1100 includes a housing 1101, an intake port 1105 provided on front surface 1103, and an exhaust port 1106 provided on rear surface 1104. The shaft 1102 extends through the front surface 1103 and the rear surface 1104 and is connected to a main rotor in the engine 1100. Similar to the embodiment described above, FIGS. 11A to 11C do not show various elements such as the fuel line connection portion, the coolant line connection portion, and the wiring harness connection portion.

  12 is a cross-sectional view of engine 1100 cut from the position shown in FIG. 11A. The front portion of engine 1100 includes an intake / compression main rotor 1201 and an intake / compression slotted rotor 1202. The rear portion of the engine 1100 includes an expansion / exhaust main rotor 1203 and an expansion / exhaust slotted rotor 1204. Main rotors 1201 and 1203 are each connected to shaft 1102 by blades, as described in more detail in connection with FIGS. 13A and 13E. The shaft 1102 is rotatably supported by bearings 1221 and 1223. The main rotor 1201 is rotatably supported by bearings 1213 and 1215. The main rotor 1203 is rotatably supported by bearings 1217 and 1219.

  The slotted rotor 1202 is provided in the main rotor 1201 and is rotatably supported by bearings 1286 and 1285. The slotted rotor 1204 is provided in the main rotor 1203 and is rotatably supported by bearings 1284 and 1283. Slotted rotors 1202 and 1204 rotate about axis ASR 1100. Main rotors 1201 and 1203 and shaft 1102 rotate about axis AMR 1100.

  Fresh air is drawn from the inlet 1105 and supplied to the circular manifold 1206. The opening on the front surface of the main rotor 1201 allows fresh air to flow into the inter-rotor air intake chamber created between the rotors 1201 and 1202, which will be described in connection with FIG. 14A. When the inter-rotor compression chamber between the rotors 1201 and 1202 compresses the air, a slot in the rear wall of the main rotor 1201 (described in connection with FIG. 14C) causes the compressed air to flow into the compressed air flow path 1242. . The flow path 1242 flows into the combustion chamber / valve 1243. Fuel is also added to chamber 1243. After the fuel and compressed air mixture is ignited, the valve in chamber 1243 causes the resulting heated and compressed gas to flow into flow path 1244.

  The flow path 1244 connects to an arcuate manifold on the wall of the housing 1101 adjacent to the front surface of the main rotor 1203. The arcuate manifold is shown in FIG. 13D. The opening on the front surface of the main rotor 1203 allows the heated and compressed gas to enter the inter-rotor expansion chamber between the rotors 1203 and 1204. As the gas expands, the resulting force rotates the rotors 1203 and 1204. After the gas expands, the exhaust is scavenged into the inter-rotor exhaust chamber formed by the rotors 1203 and 1204 and then pushed out of the circular manifold 1207 and the exhaust port 106.

  Ring seals 1298 and 1299 are provided on the wall of the housing 1101 facing the front of the main rotor 1201. Seals 1298 and 1299 help ensure that only fresh air from inlet 1105 is supplied to manifold 1206. Ring seals 1295 and 1294 are provided on the wall of the housing 1101 facing the rear surface of the main rotor 1201. Seals 1295 and 1294 help contain the compressed air between the rotors 1201 and 1202 to prevent the compressed air from leaking into portions of the housing 1101 other than the flow path 1242. A ring seal 1297 on the front of the slotted rotor 1202 and a ring seal 1296 on the rear of the slotted rotor 1202 help prevent compressed air from leaking out of the compression chamber formed by the rotors 1201 and 1202.

  Ring seals 1293 and 1292 are provided on the wall of housing 1101 facing the front surface of main rotor 1203. Seals 1293 and 1292 help contain the gas flowing in from the flow path 1244 so that the heated and compressed gas enters the inter-rotor expansion chamber between the rotors 1203 and 1204. Ring seals 1289 and 1288 are provided on the wall of the housing 1101 facing the rear surface of the main rotor 1203. Seals 1289 and 1288 help the exhaust through port 1106. The ring seal 1291 on the front of the slotted rotor 1204 and the ring seal 1290 on the rear of the slotted rotor 1204 help prevent the expanding gas from leaking from the inter-rotor expansion chamber formed by the rotors 1203 and 1204.

  13A is a cross-sectional view taken from the first position shown in FIG. As can be seen more clearly in FIG. 13A, the inlet 1105 is connected to the manifold 1206. The manifold 1206 extends over the entire circumference of the portion of the housing 1101 that faces the front surface of the main rotor 1201. In some embodiments, a check valve could be provided at the inlet 1105 to prevent backflow from the rotors 1201 and 1202 from passing to the inlet 1105.

  13B is a cross-sectional view taken from the second position shown in FIG. The blade 1301 connects the inner peripheral wall 1302 of the main rotor 1201 to the shaft 1102. Two halves 1313 a and 1313 b of the cylindrical split trunnion seal 1313 are received in the slot 1312 of the slotted rotor 1202. Blade 1301 slides between halves 1313a and 1313b and seal 1313 can rotate within slot 1312. Seal 1313 operates in the same manner as seal 313 described in connection with engine 100 and prevents gas from passing into slot 1312. As described below in connection with FIGS. 16A-16E, the seal 1313 can form an inter-rotor chamber for intake and compression between the wall 1302 and the outer surface 1320 of the slotted rotor 1202. Although not shown, a leaf seal similar to leaf seal 321 could be included on surface 1320.

13C is a cross-sectional view taken from the third position shown in FIG. As can be seen in FIG. 13C, the arcuate manifold 1330 extends in a small arc on the portion of the housing 1101 facing the rear surface of the main rotor 1201. Manifold 1330 is connected to flow path 1242.
13D is a cross-sectional view taken from the fourth position shown in FIG. As can be seen in FIG. 13D, arcuate manifold 1336 extends in a small arc on the portion of housing 1101 that faces the front of main rotor 1203. Manifold 1336 is connected to flow path 1244. In some embodiments, arcuate manifold 1336 is used when a valve in chamber 1243 places the next charge of heated and compressed air into chamber 1243 and further into the inter-rotor chamber of rotors 1203 and 1204. In order to minimize back pressure, it extends over approximately 170 ° of rotation of the rotor 1204.

  13E is a cross-sectional view taken from the fifth position shown in FIG. The blade 1334 connects the inner peripheral wall 1333 of the main rotor 1203 to the shaft 1102. Two halves 1343 a and 1343 b of the cylindrical split trunnion seal 1343 are received in slots 1342 of the slotted rotor 1204. Blade 1334 slides between the halves of seal 1343 and seal 1343 can rotate within slot 1342. Seal 1343 operates in the same manner as seal 343 described in connection with engine 100 and prevents gas from passing into slot 1342. As described in connection with FIGS. 17A-17E, the seal 1343 enables the creation of an inter-rotor chamber for expansion and exhaust between the wall 1333 of the slotted rotor 1204 and the outer circumferential surface 1320. . Although not shown, a leaf seal similar to leaf seal 321 could also be included on surface 1320.

FIG. 13F is a cross-sectional view taken from the sixth position shown in FIG. As can be seen more clearly in FIG. 13F, the outlet 1106 is connected to the manifold 1207. The manifold 1207 extends over the entire circumference of the portion of the housing 1101 facing the rear surface of the main rotor 1203.
FIG. 14A is a front view of the main rotor 1201 that is removed from the engine 1100 but attached to the shaft 1102. 14B is a cross-sectional view of main rotor 1201 and shaft 1102 cut from the position shown in FIG. 5A. FIG. 14C is a rear view of the main rotor 1201 that is removed from the engine 1100 but attached to the shaft 1102. For convenience, the rotor 1201 is rotated about 30 ° from the position shown in FIG. 13B so that the blade 1301 comes to the top dead center. The rotor 1203 may be substantially the same as the rotor 1201. Rotors 1201 and 1203 can be formed from aluminum or other suitable material. As can be seen from FIG. 14A, the blade 1301 extends downward and is connected to the shaft 1102. As can be seen from FIG. 14B, the blade 1301 is attached to the inside of the rotor 1201 by the inner peripheral wall 1302, the inner front wall 1410, and the inner rear wall 1411.

  An intake opening 1499 in the front 1498 of the rotor 1201 cooperates with the manifold 1206 so that air enters the inter-rotor intake chamber between the rotors 1201 and 1202. A similar opening at the front of the rotor 1203 cooperates with the manifold 1336 to allow heated and compressed gas to flow into the inter-rotor expansion chamber between the rotors 1203 and 1204. An outlet opening 1497 in the rear 1496 of the rotor 1201 cooperates with the manifold 1330 so that heated and compressed gas flows from the inter-rotor compression chamber between the rotors 1201 and 1202 to the flow path 1242. A similar opening at the rear of the rotor 1203 cooperates with the manifold 1207 so that the exhaust flows from the inter-rotor exhaust chamber between the rotors 1203 and 1204 to the exhaust outlet 1106.

  14A-14C show the rotor 1201 and shaft 1102 as monolithic elements for simplicity, but each of the rotors 1201 and 1203 is disassembled for insertion into a slotted rotor and then slotted. It could be formed from a plurality of members that can be reassembled to accommodate the rotor. The end of the blade 1301 could be placed in a groove cut into the shaft 1102. Similarly, the end of the blade 1334 of the main rotor 1203 could be placed in another groove cut into the shaft 1102.

  15A to 15C are a front view, a top view, and a rear view of the slotted rotor 1202, respectively. The slotted rotor 1204 is substantially identical. For convenience, the rotor 1202 is rotated about 30 ° from the position shown in FIG. 13B so that the slot 1312 is at top dead center. The first notch 1501 is formed in the front portion of the rotor 1202 and cooperates with the opening 1499 of the rotor 1201. The second notch 1502 is formed in the rear part of the rotor 1202 and cooperates with the opening 1497 of the rotor 1201. A notch in the front of the rotor 1204 similar to the notch 1501 cooperates with an opening in the rotor 1203 similar to the opening 1499 in the rotor 1201. A notch in the rear of the rotor 1204, similar to the notch 1502, cooperates with an opening in the rotor 1203 similar to the opening 1497 in the rotor 1201.

  16A to 16E are partial schematic views showing the relative positions of the main rotor 1201 and the slotted rotor 1202 at selected points in time during a complete rotation of the rotors 1201 and 1202. As with engine 100, rotors 1201 and 1202 make a full two revolutions (ie, each rotate 720 °) during the intake / compression cycle. In other words, each intake / compression cycle includes two revolution cycles. The first half of each cycle is an intake half cycle. During the intake half cycle, air is drawn into the inter-rotor intake chamber between the rotors 1201 and 1202 during the first rotation (ie, the first 360 ° rotation). The second half of each intake / compression cycle is a compression half cycle. During the compression half cycle that occurs during the rotation that immediately follows the rotation of the intake half cycle (that is, the second 360 ° rotation), the intake chamber becomes a compression chamber and air is compressed. As the rotors 1201 and 1202 rotate, they perform two separate and overlapping intake / compression cycles simultaneously. During any given rotation, the rotors 1201 and 1202 are performing an intake half cycle of one intake / compression cycle and a compression half cycle of another intake / compression cycle.

  16A to 16E are partial cross-sectional views of the rotors 1201 and 1202 cut from the plane used in FIG. 13B. Each viewpoint in FIGS. 16A to 16E faces the rear of the engine 1100. For simplicity, the locations of manifolds 1206 and 1330 and the locations of openings 1499 and 1497 are not drawn in the cut planes of FIGS. 16A-16E. However, the positions of these manifolds and openings can be easily estimated by comparing FIGS. 16A to 16E with FIGS. 13A to 13C, 14A and 14C.

  In FIGS. 16A to 16E, the rotors 1201 and 1202 each rotate counterclockwise. Torque from the shaft 1102 rotates the main rotor 1201. The force of the blade 1301 rotates the slotted rotor 1202. In FIG. 16A, the rotors 1201 and 1202 are both at top dead center. Rotors 1201 and 1202 are about to begin an intake half cycle of one intake / compression cycle and a compression half cycle of another intake / compression cycle. The inter-rotor compression chamber 1601 has a volume defined by the inner peripheral wall 1302 of the rotor 1201, the outer surface 1320 of the rotor 1202, and parts of the front inner wall 1410 and the rear inner wall 1411. Chamber 1601 contains the air drawn from manifold 1206 and opening 1499 in the intake half cycle that occurred during the previous rotation of rotors 1201 and 1202.

  FIG. 16B shows that the rotors 1201 and 1202 have rotated counterclockwise. The trunnion seal 1313 is rotating slightly clockwise, and the blade 1301 has just begun to exit the slotted rotor 1202. The volume of the compression chamber 1401 is decreasing. Specifically, one end of the chamber 1401 is in contact with the blade 1301, and the other end is in contact with the inter-rotor seal 1605 resulting from the rolling contact between the outer surface 1320 of the rotor 1202 and the inner wall 1302 of the rotor 1201. When the rotors 1201 and 1202 rotate, both ends of the chamber 1601 approach each other, so that the volume of the chamber 1601 decreases. By reducing the volume of the chamber 1601, the air stored in the chamber 1601 is compressed.

In some embodiments, the compression chamber 1401 remains in fluid communication with the flow path 1242 (FIG. 12) throughout the compression cycle. The valve in chamber 1243 remains closed until the cycle in which compressed gas flows from chamber 1243 into flow path 1244 and further into the inter-rotor chambers of rotors 1203 and 1204.
As can be seen from FIG. 16B, when the rotors 1201 and 1202 rotate past the top dead center, another inter-rotor intake chamber 1602 is generated. The volume of the chamber 1602 also contacts the blade 1301 and the rolling contact seal 1605. When the rotors 1201 and 1202 rotate, both ends of the chamber 1602 are further separated from each other, and the volume of the chamber 1602 is expanded. As the volume of the chamber 1602 expands, fresh air flows from the manifold 1206 to the intake chamber 1602.

  FIG. 16C shows that both rotors 1201 and 1202 have been rotated 180 ° from top dead center. Intake chamber 1602 continues to expand and continues to draw fresh air from manifold 1206 and opening 1499. As a result of the compression chamber 1601 continuing to contract, the air contained therein is further compressed. The seal 1313 is rotating clockwise so that it is in the same position (relative to the rotor 1202) as illustrated in FIG. 16A. Blade 1301 has reached its maximum retreat point from slot 1312.

  FIG. 16D shows that the rotors 1201 and 1202 have further rotated. The intake chamber 1602 continues to expand and continues to draw fresh air from the manifold 1206. The compression chamber 1601 continues to contract and continues to compress the air contained therein. The seal 1313 is rotating slightly counterclockwise here, and the blade 1301 begins to re-enter the slot 1312. At approximately this point in the compression cycle, fuel is injected into the chamber 1243 (FIG. 12) and ignited, and the valve in the chamber 1243 opens, so that compressed air flows from the chamber 1601 through the opening 1497, the flow path 1242, the chamber 1243, the flow path. 1244, through manifold 1336, escapes to rotor space between rotors 1203 and 1204. The operation of the rotors 1203 and 1204 will be described in connection with FIGS. 17A to 17E.

  FIG. 16E shows the rotors 1201 and 1202 after the rotation starting in FIG. 16A is complete. The intake / compression cycle that started the compression half cycle in FIG. 16A is now complete. The intake / compression cycle that started the intake half cycle in FIG. 16A has now completed the intake half cycle and is about to start the compression half cycle. Specifically, when rotors 1201 and 1202 rotate again to top dead center, chamber 1602 becomes a compression chamber. A new inter-rotor air intake chamber is also formed to draw fresh air as part of the new intake half cycle of the intake compression cycle.

  17A to 17E are partial schematic diagrams showing the relative positions of the main rotor 1203 and the slotted rotor 1204 at selected points in time during a complete rotation of the rotors 1203 and 1204. FIG. During a complete expansion / exhaust cycle, the rotors 1203 and 1204 also make a total of two rotations (ie, rotate 720 ° each). In other words, each expansion / exhaust cycle includes two rotation cycles.

The first half of each expansion / exhaust cycle is an expansion half cycle. During the expansion half cycle, when the rotors 1203 and 1204 are subjected to the first rotation (ie, the first 360 ° rotation), the compressed air and combustion products are blown into the inter-rotor expansion chamber between the rotors 1203 and 1204.
The second half of each expansion / exhaust cycle is an exhaust half cycle. The expansion chamber becomes the exhaust chamber during the exhaust half cycle that occurs during the rotation immediately following the rotation of the expansion half cycle (ie, the second 360 ° rotation). The exhaust in the exhaust chamber is scavenged and pushed out from the exhaust port 1106. As the rotors 1203 and 1204 rotate, they perform two separate and overlapping expansion / exhaust cycles simultaneously. During any given rotation, the rotors 1203 and 1204 are performing an expansion half cycle of one expansion / exhaust cycle and an exhaust half cycle of another expansion / exhaust cycle.

  While simultaneous and overlapping intake / compression cycles occur in rotors 1201 and 1202, simultaneous and overlapping expansion / exhaust cycles of rotors 1203 and 1204 occur. However, the correspondence between FIGS. 16A to 16E and FIGS. 17A to 17E is not necessarily intended. That is, the rotation phase of rotors 1203 and 1204 depicted in one of FIGS. 17A-17E ending with a capital letter is the rotation phase depicted in FIGS. 16A-16E with rotors 1201 and 1202 ending with the same capital letter. May or may not be the rotational phase that the rotors 1203 and 1204 will perform when performing.

  17A to 17E are partial cross-sectional views of the rotors 1203 and 1204 cut from the plane used in FIG. 13E. Each viewpoint in FIGS. 17A to 17E faces the rear of the engine 1100. For simplicity, the positions of the manifolds 1336 and 1207 and the position of the rotor 1203 openings similar to the openings 1499 and 1497 of the rotor 1201 are not depicted in the cut planes of FIGS. 17A-17E. However, the positions of these manifolds and openings can be easily estimated by comparing FIGS. 17A-17E with FIGS. 13D-13F, 14A and 14C.

  In FIG. 17A, the rotors 1203 and 1204 are both at top dead center. Rotors 1203 and 1204 are about to begin the expansion half cycle of one expansion / exhaust cycle and the exhaust half cycle of another expansion / exhaust cycle. The volume of the inter-rotor exhaust chamber 1701 is defined by the inner periphery 1333 of the rotor 1203, the outer surface 1350 of the rotor 1204, and a part of the front and rear inner walls of the rotor 1203. Chamber 1701 contains the exhaust that remains after compressed air and combustion products are pushed out of manifold 1336 and the front opening of rotor 1203 (similar to front opening 1499 of rotor 1201) during the previous rotation.

  FIG. 17B shows where the rotors 1203 and 1204 have rotated clockwise as a result of the momentum from the previous rotation. The trunnion seal 1343 is rotating slightly clockwise, and the blade 1334 is slightly retracted from the slot 1342. An inter-rotor expansion chamber 1702 is also formed. One end of the chamber 1702 is in contact with the blade 1334 and the other end is in contact with the rotor-to-rotor seal 1705 resulting from rolling contact between the outer surface 1350 of the rotor 1204 and the inner wall of the rotor 1203.

  Because the manifold 1336 matches the opening at the front of the rotor 1203, heated and compressed gas (air and combustion products) passes from the combustion chamber 1243 through the flow path 1244, the manifold 1336 and the front opening of the rotor 1203, It can easily flow into the expansion chamber 1702. The expansion pressure of this heated and compressed gas further expands chamber 1702. Specifically, since the expansion pressure pushes the blade 1334 away from the seal 1705, the volume for accommodating the expanding gas becomes larger. The resulting force continues to rotate rotors 1203 and 1204.

When the expansion chamber 1702 expands, the exhaust chamber 1701 contracts. This contraction forces exhaust gas remaining from the previous expansion half-cycle (during the previous rotation) to the rear opening of the rotor 1203 (similar to the rear opening 1497 of the rotor 1201), the manifold 1207, and the exhaust port 1106.
FIG. 17C shows that both rotors 1203 and 1204 have rotated 180 ° from top dead center. The continued expansion of the gas in chamber 1702 continues to provide rotational force to rotors 1203 and 1204. Chamber 1701 continues to contract, thereby continuing to scavenge and exhaust the exhaust gas. Since seal 1343 rotates clockwise, it is in the same position (relative to slotted rotor 1204) as illustrated in FIG. 17A. Blade 1334 has reached its maximum retraction point from slot 1342.

In FIG. 17D, rotors 1203 and 1204 continue to rotate in response to the expansion of the gas in chamber 1702. The exhaust chamber 1701 continues to shrink and continues to scavenge the exhaust gas. Seal 1343 is rotating counterclockwise and blade 1334 is beginning to re-enter slot 1342.
FIG. 17E shows the rotors 1203 and 1204 after the rotation starting in FIG. 17A is complete. The expansion / exhaust cycle that started the exhaust half cycle in FIG. 17A is now complete. The expansion / exhaust cycle that started the expansion half cycle in FIG. 17A has now completed the expansion half cycle and is about to begin the exhaust half cycle. Specifically, when the rotors 1203 and 1204 rotate to the top dead center again, the chamber 1702 becomes an exhaust chamber. A new inter-rotor expansion chamber is also formed to receive a new injection of heated and compressed gas from the combustion chamber 1243 as part of the expansion half cycle of the new expansion / exhaust cycle.

  FIG. 20A is a cross-sectional view of a combination 2000 of an engine and a motor generator. 20B is a cross-sectional view taken from the position shown in FIG. 20A. Engine 2000 includes main rotors 2001 and 2003 that are rotatably supported by bearings of housing 2059 and slotted rotors 2002 and 2004. Engine 2000 is similar to engine 1100 except that its rotors 2001 and 2003 are connected to each other and to shaft 2092. This connection reduces the torque applied to the main rotor blade (eg, blade 2093 shown in FIG. 20B).

In the embodiment described above, the armature and the stator of the motor generator surround the main rotor of the rotary internal combustion engine and are accommodated in the same housing. Other embodiments include a rotary internal combustion engine similar to that previously described, but the motor generator component is contained within the same housing, but does not surround the main rotor.
An example of such an embodiment is illustrated in FIG. FIG. 18 is a cross-sectional view taken from the same position as that used in FIGS. 2, 10, and 12. The rotary internal combustion engine 1800 is similar to the engine 1101 but without the armature and stator surrounding the main rotor. Another motor generator 1880 (with armature 1808 and stator 1809) is coupled to shaft 1802 of engine 1800. In still other embodiments, another motor generator in another housing can be coupled to the shaft of the rotary internal combustion engine.

  In the embodiment of FIGS. 1-18, 20A and 20B, each main rotor contained one blade. In other embodiments, the main rotor may have additional blades. FIG. 19 is a partial schematic cross-sectional view of a main rotor and a slotted rotor according to such an embodiment. FIG. 19 shows a main rotor 1901 having a fixed blade 1979 and two swing blades 1978 and 1977. The fixed blade 1979 is fitted in the split trunnion seal 1913 in the slot 1912. As rotors 1901 and 1902 rotate, blade 1979 moves within slot 1912 as described in connection with blade 301. The blade 1978 fits within a split trunnion seal 1976 in slot 1975. The end 1960 of the blade 1978 is caught in the groove 1961 and acts as a hinge pivot of the blade 1978. The blade 1977 is fitted in the split trunnion seal 1974 in the slot 1973. An end 1962 of the blade 1977 is caught in the groove 1963 and acts as a hinge pivot of the blade 1977. The side surface of the blade 1979 is fixed to the inner wall of the main rotor 1901 as in the case illustrated in relation to the rotor 201. The sides of the blades 1978 and 1977 form a sliding seal that swings across the inner wall of the main rotor 1901.

  The addition of blades 1978 and 1977 creates two additional rotor chambers between the rotors 1901 and 1902. In the main / slotted rotor pair used for compression, these additional chambers can be used for additional compression stages. In the main / slotted rotor pair used for expansion, the additional chamber can be used for additional expansion stages. Other embodiments include a main rotor having one fixed blade and one swing blade. Other embodiments include a main rotor having three or more swing blades.

  21A to 21F are partial schematic diagrams showing the relative positions of the main rotor 2101 and the slotted rotor 2102 according to another embodiment at selected points in the rotation cycle. 21A-21F are cross-sectional views based on cut planes similar to those used in connection with FIGS. 6A-6F, 7A-7F, 16A-16E, and 17A-17E.

  The rotors 2101 and 2102 are the same as the rotors 1201 and 1202 (and the rotors 1203 and 1204), and the blade 2193 is fixed to the inner peripheral surface of the main rotor 2101 and rotates around the same axis as the main rotor 2101. Seal 2113 is similar to seals 1313 and 1343. However, unlike the embodiments of the rotors 1201 and 1202, the blade 2193 is attached to the inner hub rotor 2191. Hublotter 2191 is mounted on shaft 2192. The shaft 2192 can be coupled to another group of rotors and / or external components. Main rotor 2101, hub rotor 2191, shaft 2192 and blade 2193 all rotate about a common axis (this common axis is at the center of shaft 2192 in FIGS. 21A-21F). The slotted rotor 2102 rotates about another axis that is parallel to and offset from the common axis.

  Hublotter 2191 and blade 2193 operate to create two additional chambers that contract and expand as the rotor rotates. Specifically, the outer surface of the hub rotor 2191 is in rolling contact with the inner peripheral wall of the slotted rotor 2102 so as to form an inter-rotor seal 2185. A leaf seal could also be included on the outer surface of the hub rotor 2191 to help make the seal 2185. As can be seen in FIG. 21A, two internal chambers 2183 and 2184 exist when the rotor is at top dead center. Each of the chambers 2183 and 2184 contacts the seal 2185 and the blade 2193 at the ends. The front and rear sides of the chambers 2183 and 2184 could be formed by the inner surface of the main rotor 2101 and / or the inner surface of the housing (not shown). An outer chamber 2181 (similar to chambers 1601 and 1701) can also be seen in FIG. 21A.

FIG. 21B is where the rotors 2101, 2102 and 2191 have rotated clockwise. An outer chamber 2182 (similar to chambers 1602 and 1702) is formed between the blade 2193 and the inter-rotor seal 2105. The outer chamber 2181 and the inner chamber 2183 are contracted. The inner chamber 2184 is inflated.
FIG. 21C shows the rotors 2101, 2102 and 2191 rotated 180 ° counterclockwise. The inner chamber 2183 is no longer here, and the inner chamber 2184 has reached maximum expansion. The outer chamber 2181 continues to contract and the outer chamber 2182 continues to expand.

FIG. 21D shows the rotors 2101, 2102 and 2191 rotating counterclockwise beyond 180 °. The outer chamber 2181 continues to contract. The outer chamber 2182 continues to expand. Inner chamber 2184 begins to contract. A new inner chamber 2186 is formed between the blade 2193 and the rotor seal 2185.
FIG. 21E shows the rotors 2101, 2102 and 2191 further rotated counterclockwise. The outer chamber 2181 and the inner chamber 2184 continue to contract. The outer chamber 2182 and the inner chamber 2186 continue to expand.

FIG. 21F shows the rotors 2101, 2102 and 2191 returning to top dead center. The inner chamber 2184 is similar to the chamber 2183 in FIG. 21A here. Inner chamber 2186 is similar to chamber 2184 in FIG. 21A here. The outer chamber 2181 is gone and the outer chamber 2182 is similar here to the chamber 2181 of FIG. 21A.
A rotor configuration similar to rotors 2101, 2102 and 2191 can be used to incorporate intake / compression and power / exhaust into a set of rotors with appropriate lines and manifolds. For example, the inner chamber could be used for intake and compression to direct compressed air from the inner chamber to the expansion outer chamber. Alternatively, a rotor configuration similar to rotors 2101, 2102 and 2191 could be used for multistage compression or expansion.

  While various embodiments include an engine having one main / slotted rotor pair for intake and compression and another main / slotted rotor pair for expansion and exhaust, other embodiments have different configurations. You may have. Some embodiments may include a main / slotted rotor pair as described in the previous embodiment, but this is not used with another main / slotted rotor pair. For example, a main / slotted rotor pair could be connected to an electric motor and used as a compressor. As another example, a main / slotted rotor pair could be connected to a source of surplus heated gas (eg, gas extracted from a gas turbine engine) and used as an auxiliary power source. Certain embodiments could also have one or more stages of compression main / slotted rotor pairs coupled to one or more stages of expansion main / slotted rotor pairs.

Still other embodiments include a plurality of slotted rotors and / or one or more swing blades in one main rotor, as described in the aforementioned provisional patent application 61 / 313,833. A slotted rotor may be included.
In some embodiments, an intake / compression is provided to provide a rotary valve or other type of valve at the inlet (eg, any port 105, 905 or 1105) to shut off the intake at some point in the rotation cycle. It will be possible to synchronize the timing with the rotation of the rotor pair. In embodiments where more than one main / slotted rotor pair is used in the engine, the rotation cycles of the rotor pair need not be in phase (eg, one pair is at top dead center and another pair is Could be deviated from the dead point). However, in at least some embodiments, the phase of the intake / compression rotor pair and the expansion / exhaust rotor pair is a combination of heated and compressed gas released by the flow path valve between the two rotor pairs. To receive, the timing is adjusted so that the exhaust space between the rotors has a sufficient volume. In some embodiments, the flow path in the shaft is used in conjunction with one or more valves inside the slotted rotor to facilitate inflow into and out of the rotor space. Will be able to.

  Internal combustion engines and other systems that utilize a main and slotted rotor pair as described above can provide a number of advantages. The system may require fewer moving components and seals. In order to further reduce energy loss, heating and wear, well-known low friction and / or self-lubricating materials can be used on surfaces that make sliding or rolling contact. A positive displacement shape according to some embodiments may provide greater than 270 ° intake or fuel / air mixture compression and combustion gas expansion during each 360 ° blade rotation. The chamber dimensions and fluid transfer ports can be sized to accommodate intake compression ratios, eg, 6 to 20, and combustion gas exhaust at approximately atmospheric pressure. Conventional fuels and alternative fuels can be used to achieve energy efficient operation and low emissions. The use of hard and durable low friction materials and coatings on the load bearing surface can provide an engine that can operate reliably and oil-lubricated, fuel-lubricated, or perhaps lubricated. Embodiments can include engines and other systems that can operate at high rotational speeds (eg, 60,000 rpm or higher). Engines and other systems according to various embodiments can include rotors of various sizes. For example, some embodiments may include a main rotor that is less than 1 inch in diameter. As another example, some embodiments may have a main rotor that is several feet or more in diameter.

  The rotary engine and motor generator according to at least some embodiments will be small and light, have high power density, and be able to provide an efficient power source for hybrid electric vehicles or other applications. Main and slotted rotor pairs, such as those described herein, can also be incorporated into fluid compressors, fluid pumps, fluid driven motor generators, turbochargers, and other systems.

Some embodiments may utilize fuel as a lubricant and / or increase blade seals. The internal combustion engine according to various embodiments may utilize various fuels (eg, gasoline, diesel, biofuel, other alternative fuels).
The following provides a non-exhaustive list of features that may be present in some of the embodiments described above and / or other embodiments. Not all embodiments need to have all of the features described below (or described above), and the following list is not intended to be a list of essential features.

  A rotary internal combustion engine can include a housing having one or more cavities. Each cavity includes a main rotor, a smaller slotted rotor mounted on a parallel axis offset from the main rotor, an intake and exhaust, and a combustion chamber having a fuel injector or carburetor. An ignition source (eg, spark plug, preheat plug or compression heating depending on the fuel) may be accommodated. The blades can be mechanically mounted and sealed to the inner radial surface of the main rotor and the inner side of the cavity in the main rotor. The slot of the slotted rotor is sealed against the side of the blade, and the slot seal reciprocates along the blade with each rotation of the rotor. When the main rotor and slotted rotor rotate at the same rotational speed (rpm), a portion of the outer surface of the slotted rotor remains in close contact with a portion of the inner surface of the main rotor cavity, thereby opposing the blade The rotor chamber expands and contracts with each rotation. These volume changes in the sealed chamber can perform the functions of a four-cycle internal combustion engine: intake, compression, combustion expansion and exhaust of air or fuel-air mixture.

  The internal combustion engine may or may not include a power shaft, and may or may not include an integral motor generator. The motor generator may include an armature provided on the outer surface of the main rotor and a stator provided on the inner surface of the housing surrounding the main rotor. Combining an efficient, lightweight and high power density engine and motor generator with the addition of a battery to start the engine and provide and store power may be suitable for hybrid electric vehicle or other generator set applications, for example. I will. The power of the hybrid electric vehicle drivetrain could be provided by a rotary internal combustion engine, a motor generator, another electric traction motor, or any combination of these elements.

In addition to the fixed main rotor blades, additional blades can be added that extend through the transverse slots of the slotted rotor or terminate in the transverse slots of the slotted rotor. The additional blade can be pivotally attached to the axle or hub of the main rotor or the inner surface of the main rotor body by a hinge fitting.
In combination with the blades, tangential contact or proximity line contact between the outer surface of the slotted rotor and the radially inner surface of the main rotor can define a crescent-shaped sealed operating rotor chamber. In certain embodiments and applications, in combination with the blades, tangential or proximity contact between the radially inner surface of the slotted rotor and the outer surface of the main rotor hub may define a radially inner sealed working chamber. Limited extended radial seals that are laterally mounted and equally or non-uniformly spaced can be provided around the inner surface of the main rotor cavity or the outer surface of the slotted rotor. The spacing and radial extension of the seal is such that at least one seal must be in sealing contact between the inner surface of the main rotor cavity and the outer surface of the slotted rotor between the inlet and exhaust. Would be able to. For example, a back-facing pressure compensating leaf seal could be spaced ± 30 ° from the main rotor blade, and four additional leaf seals could be 60 ° radially spaced between the two seals. Similarly, pressure compensated forward leaf seals could be provided at 60 ° intervals along the inner surface of the main rotor cavity or the outer surface of the slotted rotor. In some embodiments, a limited radial extension seal around the inner surface of the main rotor cavity or the outer surface of the slotted rotor may be a leaf seal, foil seal, hinged swing seal, sliding blade seal, roller seal, or other similar Could be made. The seal between the side of the blade and the slot of the slotted rotor could be an industry standard blade seal material. The sliding surface of the seal could preferably be a low-friction self-lubricating, fluid-lubricating or non-lubricating material.

  An engine or other system would include a single shaft attached to a slotted rotor, and the main rotor could be attached to a parallel axis that is offset from the slotted rotor axis. An engine or other system would include a single shaft attached to the main rotor, and the slotted rotor could be attached to a parallel axis that is offset relative to the main rotor axis. The engine or other system may be without a shaft, attached to rotate the main rotor to the end plate of the housing, and mounted to rotate the slotted rotor to a parallel axis offset from the main rotor axis of the housing Would be able to.

The blade seal can include two generally partial cylindrical seals that fit into a substantially cylindrical pedestal of the rotor, with the blade positioned between the two partial cylindrical seals.
The engine or other system may include a plurality of limited radially extending seals mounted laterally around the outer surface of the slotted rotor. A limited radial extension seal is effective between the slotted rotor and the outer wall of the main rotor cavity on the arc that borders the radial outer surface of the slotted rotor and the location where the main rotor peripheral wall contacts It can be shaped and dimensioned to provide a secure seal. Alternatively (or in addition) the seal could be attached to the peripheral wall.

The blade may be mechanically secured to the main rotor cavity and sealed. The blade may be mechanically secured (and sealed if possible) to the shaft of the main rotor.
The combustion chamber is transferred between the output of the inter-rotor compression chamber from one main / slotted rotor pair and the inlet of the inter-rotor combustion gas expansion chamber (or power chamber) of the second main / slotted rotor pair. It can be provided in the channel. The transfer channel may have a check valve (or other one-way valve) provided near the output of the compression chamber. In some embodiments, the combustion chamber is in the rotary valve of the transfer channel between the output of the compression chamber and the inlet of the combustion gas expansion chamber.

  In some embodiments, the inter-rotor combustion chamber is provided in a space defined by the inner surface of the main rotor cavity and the outer surface of the slotted rotor (eg, chambers 702, 1702). In these and other embodiments, the fuel / air mixture is taken from a carburetor provided upstream of the intake / compression main / slotted rotor pair, similar to the inter-rotor compression chambers (eg, chambers 601 and 1601). Room). In other embodiments, fuel is injected into the inter-rotor compression chamber by a fuel injector. In still other embodiments, the fuel is injected into the transfer channel (or the rotary valve or rotary cylinder compression valve of the transfer channel) between the output of the inter-rotor compression chamber and the intake port of the inter-rotor expansion chamber by a fuel injector. Be injected.

In some embodiments, fuel is injected by a fuel injector into the inter-rotor space defined by the inner surface of the main rotor cavity of the expansion / exhaust main / slotted rotor pair and the outer surface of the slotted rotor.
Other embodiments include engines having multiple fuel injection positions and / or multiple ignition positions, and embodiments in which combustion self-continues when initiated with an ignition source.

An engine according to some embodiments drives an additional compression chamber that functions as a positive displacement turbocharger to provide additional intake in communication with the power chamber exhaust to provide pressurized intake to the engine compression chamber. A combustion gas expander may be included.
An engine according to some embodiments may include one or more additional blades mounted concentrically around the outer surface of the main rotor axle or hub. The additional blade may extend through the transverse slot of the slotted rotor to the inner surface of the main rotor. Additional blades can be pivotally attached to the main rotor axle or hub (eg, by hinged fittings), and the blade end and side slot seals can be biased by springs, fluid pressure, centrifugal force or other means to reduce the main rotor Maintain sealed contact with the cavity interior surface.

  An engine according to some embodiments may include one or more additional blades mounted laterally around the inner surface of the main rotor cavity. The additional blades may extend through the transverse slot of the slotted rotor or may terminate at the transverse slot of the slotted rotor. Additional blades may be pivotally attached to the inner circumferential surface of the main rotor cavity (eg, by hinge fittings) and the blade end and side slot seals provide sealing contact with other inner surfaces of the main rotor cavity. maintain.

  An engine according to some embodiments includes an inlet for introducing air or fuel / air mixture into the inter-rotor compression chamber, and a powered (combustion product expansion) rotor from the compressed air or fuel / air mixture transfer tube. An exhaust transfer pipe and a port for transferring to the interchamber may be included. The transfer pipe is a check valve (check ball valve, foil check valve, reed check valve, leaf check valve, dual plate check valve, swing check valve, lift check valve, etc.), rotary valve, A rotating cylinder compression valve and other similar ones could be accommodated. The transfer tube and valve can also accommodate a fuel injector and ignition source.

An engine according to some embodiments includes a normally open inlet for introducing air or a fuel / air mixture into the inter-rotor compression chamber, and a normally open for exhausting combustion products (gas) from the inter-rotor exhaust chamber. And an exhaust port.
Engines according to some embodiments have a low friction gas seal on the housing (e.g., within + 45 ° to -45 ° of the near contact line of the rotor) on the main and / or slotted rotor side during each rotation of the rotor. When aligned with the opening of the rotor, the air or fuel / air mixture is released into the manifold before the blade of the inter-rotor compression chamber and further transferred to the space behind the blade of the inter-rotor power (expansion) chamber Can be configured.

Embodiments include air-cooled or liquid-cooled engines and other systems.
Embodiments include engines and other systems that synchronize the rotation of the main rotor and slotted rotor at the same rotational speed (rpm) by sliding contact between the blades and the blade seal of the slotted rotor slot. Embodiments also include engines and other systems that synchronize the rotation of the main and slotted rotors at the same rotational speed (rpm) by gears, belts, rods, hinges, and the like.

Embodiments include: (i) a hard material coating based on any of borides, carbides and nitrides, (ii) cemented steel, (iii) self-lubricating material, and (Iv) Includes engines including one or more of diamond-like carbon coatings as well as other systems.
Embodiments include engines and other systems in which at least one of the load bearing surfaces includes a low friction diamond-like carbon coating.

Embodiments include oil lubricated, fuel lubricated and non-lubricated engines.
Embodiments include as a fuel one of liquefied petroleum gas, biodiesel, butanol, natural gas, biogas, methanol, Fischer-Tropsch fuel, ethanol, n-pentene, hexane, n-heptane, isooctane and hydrogen, or Includes engines configured to use multiple.

  In the embodiment, the fuel additive is molybdenum disulfide, graphite, soybean-derived oil, canola oil, polytetrafluoroethylene (PTFE), zinc dialkyldithiophosphate, polyalphaolefin, ashless fatty acid ester, polybutenyl succinic acid Further included is a fuel lubricated engine comprising one or more of an imide, an ashless aliphatic amine, a dibasic acid organic ester and a mineral oil.

  In some embodiments including multiple main and slotted rotor pairs, not all of the main rotors need to rotate about axes that are coincident with each other, and all of the slotted rotors rotate about the coincident axis. do not have to. For example, one main / slotted rotor pair may include a first shaft coupled to the slotted rotor of the first rotor pair. The second slotted rotor pair may include a second shaft coupled to the slotted rotor of the second rotor pair. The first and second shafts may rotate about axes that are not coincident, and the axes may not even be parallel. The first and second shafts could be connected by gears or mechanical elements that are configured to transmit rotational motion.

In some embodiments, the slotted rotor could be coupled in the same manner as when connecting the rotors 1001 and 1003 (eg, a flange attached to each of the two slotted rotors).
In various embodiments, various types of bearings can be used to rotationally support shafts, rotors, and other rotating members. Types of such bearings include, for example, ball bearings, roller bearings, tapered roller bearings, fluid bearings, air bearings, foil air bearings, magnetic bearings and the like.

  The foregoing description of the embodiments has been presented for purposes of illustration and description. The foregoing description is not intended to be exhaustive or to limit the embodiments to the precise forms disclosed, and can be modified and varied in light of the above teachings or from the implementation of various embodiments. You may learn. The embodiments described herein are provided in accordance with the principles and properties of the various embodiments, so that one skilled in the art can utilize the invention in various embodiments and with specific modifications intended for the particular application contemplated. As well as selected and explained to illustrate their practical applications. Not all embodiments necessarily achieve all of the objectives or advantages specified above. Any permutation of the various features described herein is within the scope of the invention. As used herein, two components are “in fluid communication” when a gas or other fluid can flow from one component to another. The flow may be routed through one or more intermediate (and not specifically described) other components. The flow may be selectively shut off (eg, using a valve) or metered or not.

  This application is a continuation-in-part of U.S. Patent Application No. 13 / 042,831, which was filed on March 15, 2010, and is provisional U.S. Patent Application No. No. 61 / 313,833, the contents of each of which are hereby incorporated by reference in their entirety.

Claims (20)

A first rotor having a cavity defined therein by a first inner side wall and a second inner side wall and an inner peripheral wall and mounted for rotation about a first axis;
An outer surface, a first side surface and a second side surface, a slot formed in a region of the outer surface, and a seal accommodated in the slot, are parallel to the first axis. And a second rotor mounted to rotate about a displaced second axis;
An apparatus comprising: an inner peripheral wall of the first rotor and a blade fixed to the first inner side wall and the second inner side wall, and a part of which extends into the slot and the seal of the second rotor. Because
A portion of the second rotor is placed in a cavity of the first rotor;
The outer surface of the second rotor is configured to be in rolling contact with the inner peripheral wall of the first rotor,
The first rotor and the second rotor are configured to alternately expand and contract the first rotor chamber during the progress of a total of two rotations of the first rotor and the second rotor. The inter-rotor chamber has a first end defined by the blades and a second end resulting from rolling contact between the first rotor and the second rotor.   The first rotor and the second rotor are configured to expand the second rotor chamber simultaneously while contracting the first rotor chamber, and the second rotor chamber is defined by the blades. The apparatus of claim 1, further comprising a first end and a second end resulting from the rolling contact between the first rotor and the second rotor. The second rotor has a first side surface in which a first opening is formed,
The second rotor has a second side surface in which a second opening is formed,
During at least part of a complete revolution, the first opening is in fluid communication with the first chamber and not in fluid communication with the second chamber;
3. The apparatus of claim 2, wherein the second opening is in fluid communication with the second chamber and is not in fluid communication with the first chamber during at least a portion of a complete revolution.   The apparatus further includes a housing that houses the first rotor and the second rotor, the housing including a first manifold and a second manifold, and the apparatus includes at least one of rotations of the first rotor and the second rotor. The first opening of the second rotor is at least partially coincident with the first manifold between the portions, and the second opening of the second rotor is between at least part of the rotation of the first rotor and the second rotor. 4. The apparatus of claim 3, wherein the apparatus is configured to at least partially coincide with the second manifold.   The apparatus of claim 1, further comprising a shaft fixed relative to the second rotor and mounted for rotation about an axis that coincides with the second axis.   The apparatus of claim 1, further comprising a shaft fixed relative to the first rotor and mounted to rotate about an axis that coincides with the first axis.   The apparatus of claim 6 wherein the portion of the blade extends into the second rotor slot and the seal terminates at an end secured to the shaft. The first rotor has a first side surface in which a first opening is formed;
The first rotor has a second side surface in which a second opening is formed;
During at least part of a complete revolution, the first opening is in fluid communication with the first chamber and not in fluid communication with the second chamber;
The apparatus of claim 7, wherein the second opening is in fluid communication with the second chamber and is not in fluid communication with the first chamber during at least a portion of a complete revolution.   The apparatus further includes a housing that houses the first rotor and the second rotor, the housing including a first manifold and a second manifold, and the apparatus includes at least one of rotations of the first rotor and the second rotor. A first opening of the first rotor is at least partially coincident with the first manifold between the first and second rotations of the first rotor and at least part of the rotation of the second rotor. 9. The apparatus of claim 8, wherein the apparatus is configured to at least partially coincide with the second manifold.   The apparatus of claim 1, wherein the seal is configured to rotate at least partially about an axis parallel to the second axis in response to movement of the blade. The device is an internal combustion engine;
A third rotor having a cavity defined therein by a first inner side wall and a second inner side wall and an inner peripheral wall and mounted for rotation about a third axis;
An outer surface, a first side surface and a second side surface, a slot formed in an outer surface region of the fourth rotor, and a seal housed inside the slot of the fourth rotor, The fourth rotor mounted to rotate about a fourth axis that is parallel to and offset from the three axes;
The inner wall of the third rotor and the first inner side wall and the second inner side wall of the third rotor are fixed to a part of the slot of the fourth rotor and the slot seal of the fourth rotor. And a blade extending to
A portion of the fourth rotor is placed in the cavity of the third rotor;
The outer surface of the fourth rotor is configured to be in rolling contact with the inner peripheral wall of the third rotor,
The third rotor and the fourth rotor are configured to alternately expand and contract the third rotor inter-chamber during the progress of a total of two rotations of the third rotor and the fourth rotor. The inter-rotor chamber has a first end defined by a blade of the third rotor and a second end resulting from the rolling contact between the third rotor and the fourth rotor. The apparatus of claim 1.   The apparatus of claim 11, wherein the first axis and the third axis are coincident, and the second axis and the fourth axis are coincident. The first rotor and the second rotor are configured to expand the second rotor chamber at the same time while contracting the first rotor chamber,
The second rotor chamber further includes a first end defined by the blade and a second end resulting from the rolling contact between the first rotor and the second rotor;
The third rotor and the fourth rotor are configured to simultaneously expand the fourth rotor chamber while contracting the third rotor chamber,
The fourth inter-rotor chamber further includes a first end defined by blades of the third rotor and a second end resulting from the rolling contact between the third and fourth rotors. Device according to claim 11, characterized.   The first rotor and the second rotor are configured to output compressed gas, and the third rotor and the fourth rotor are configured to receive compressed gas. 13. The apparatus according to 13. The first rotor and the second rotor are configured to perform an intake / compression cycle in two consecutive first / second rotor rotation cycles;
The first rotor chamber is a compression chamber during the first of the two first / second rotor rotation cycles, and the second rotor chamber is the two first / second rotor rotation cycles. During the first time of the intake chamber,
The second rotor chamber is a compression chamber during the second of the two first / second rotor rotation cycles,
14. The apparatus according to claim 13, wherein a fifth inter-rotor chamber is formed during the second round of the two first / second rotor rotation cycles to act as an intake chamber. The third rotor and the fourth rotor are configured to perform an expansion / exhaust cycle in a third / fourth rotor rotation cycle that is continuous twice;
The fourth rotor chamber is an expansion chamber during the first of the two third / fourth rotor rotation cycles, and the third rotor chamber is the two third / fourth rotor rotation cycles. During the first time of the exhaust chamber,
The third inter-rotor chamber is an exhaust chamber during the second of the second third / fourth rotor rotation cycle,
The apparatus according to claim 15, wherein a sixth inter-rotor chamber is formed during the second round of the second third / fourth rotor rotation cycle to act as an expansion chamber.   The apparatus according to claim 16, wherein compressed gas from the compression chamber is expanded in the expansion chamber.   The apparatus of claim 11, further comprising a motor generator stator configured to rotate as a result of rotation of the rotor and a motor generator armature.   The apparatus of claim 1, wherein neither the first rotor nor the second rotor is attached to a shaft. A transfer flow path provided between the first and second rotors and the third and fourth rotors;
An ignition source arranged to ignite the compressed air and fuel mixture;
The apparatus of claim 16, further comprising: