US2920814A - Rotary compressor system - Google Patents

Rotary compressor system Download PDF

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Publication number
US2920814A
US2920814A US705651A US70565157A US2920814A US 2920814 A US2920814 A US 2920814A US 705651 A US705651 A US 705651A US 70565157 A US70565157 A US 70565157A US 2920814 A US2920814 A US 2920814A
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rotor
central
conduit
compartment
compressor
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US705651A
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English (en)
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Breelle Yves
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IFP Energies Nouvelles IFPEN
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IFP Energies Nouvelles IFPEN
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F01C1/12—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type
    • F01C1/14—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons
    • F01C1/20—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing of other than internal-axis type with toothed rotary pistons with dissimilar tooth forms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines

Definitions

  • This invention relates to motor-driven compressor engines, and particularly torotary compressor systems which comprise a compressor or pump unit and, as a driving motor unit, a rotary internal combustion engine.
  • tem is characterized ,by the fact that a piston-bearing compressor rotor forms, in combination with at least one gate rotor, the compressor unit ofthe system, and is.
  • the rotary compressor system thus comprises a piston-bearing central rotor having the'aforesaid double function, at least one gate rotor for cooperating with this central rotor in the compressor unit, and at least two gate rotors for cooperation with the'central rotor in the driving unit, one of the two lastmentioned gate rotors being in each case a combustioncontrolling or a direct combustion rotor, while the other rotor acts as a sealing rotor and is arranged between the intake port for the fluid to be compressed, on the one hand, and the exhaust port on the other hand.
  • the compressor gate rotor is preferably disposed between the last-mentioned sealing rotor and the intake port for the combustible mixture or the comburant (combustion-sustaining agent).
  • Figure 1A is a fragmentary sectional view of the region of Figure 1 comprising the compressor unit and shows a slightly different arrangement thereof;
  • Figure 1B is a perspective view of the combustion, rotor shown in Figure 1 and illustrates a slightly different arrangement of the channels leading thereto;
  • Figure 2 shows a similar view of a rotary compressor system according to the invention comprising a different type of internal combustion rotary engine of the carburetor type; and a Figure 3 shows, again in transverse sectional view, a rotary compressor system according to the invention comprising a rotary internal combustion engine of the fuelj injection type serving as the motor unit of the. system.
  • the rotary compressor system illustrated in Figure 1 comprises an engine casing 1 having outer. wall 2 and inner walls '3, and, between these walls 2 and 3, cooling space 4 through which coolant can be caused to flow.
  • the central rotor 5 beers three piston lobes 11, 12 and 13 disposed on the peripheral surface of rotor 5 and distributed, for instance, at equal angles taken at the central axis of rotor 5.
  • compressor gate rotor 14' cooperates with this piston-bearing central rotor 5 inflthe c'ompressorunit of the system according to the invention.
  • This rotor 14 is provided with diametrically opposed wells 15, 16 in the sub-1," stantially cylindrical surface 14a thereof for the passage of the piston lobes 11, 12, 13 therethrough.
  • Rotor 14 is mounted on a shaft 17 for rotation therewith in cavity 8, shaft 17 extending parallel to central shaft 6.
  • the compressor unit further comprises a fluid intake L port 18 for the admission of a gaseous fluid to be'compressed in the portion C of compressor compartmentC of the central bore 7 and an outlet conduit 19 leading from the wall enclosing cavity 8 through the casing 1 to the outside thereof and serving for conducting off the compressed gaseous fluid.
  • a further conduit 20 is provided in casing 1 for conshall be explained more indetail hereinafter, also serving simultaneously as the power rotor for the internal combustion engine constituting the aforesaid motor unit.
  • the motor unit of the embodiment of the invention illustrated in Figure 1 further comprises acornbustion rotor 21 mounted on a shaft 22 for rotation thereabout in cavity 9.
  • This rotor 21 is provided with two diametrically opposite wells 23 and 24 in the peripheral surface of the rotor and with two combustion chambers 25, 26 in the interior of the latter, as well as with cooling spaces 27.
  • This motor is constructed as described in detail in my pending patent application Serial No. 688,908 s'upra'.
  • the following further zones or compartments can i be distinguished in the .interspace between the portion of I 3 Wall 3 enclosing the central bore 7 and the peripheral surface 5a of central rotor 5.
  • These compartments are the intake compartment I into which intake port 3 opens; the motor compression ZoneII intermediate the leading slope of a piston of rotor and the peripheral wall of rotor 21; a power or expansion compartment III intermediate the peripheral wall 21 and the trailing slope of a piston of rotor 5; and the exhaust zone IV from which exhaust port 31 leads to the outside of the engine.
  • a sealing rotor 32 having wells 33 and 34 is mounted on a shaft 35 rotatably thereabout in cavity 10, which intersects the central chamber'7 intermediate the aforesaid compartments IV, C.
  • a conduit 28 from the outside of easing 1 leads to an opening 28a in the portion of wall 3 enclosing cavity 9, while a bypass or transfer channel 29 leads from an opening 29a in cavity 9 to the central bore 7 and opens into the power compartment III in the latter. 7
  • All rotors of this engine are provided along their peripheral surfaces, and the pistons of central rotor 5 along their ridges 11a, 12a and 13a, with labyrinth-type sealing means constituted by systems of axially extending ribs and grooves.
  • the rotors are disposed so as to leave slight clearances between each other and between the walls of the central chamber and cavities. Sealing is effected exclusively through the turbulence of the gaseous fluid trying to escape through the aforesaid slight V clearance which could be, for instance, about 0.05 millimeter for rotor diameters in the order of -15 centimeters, f-rom zones of higher to those of lower pressure.
  • the rotors are driven synchronizedly by means of a gear train (not shown) provided in an external chamber of the casing 1.
  • Power shaft 6 also bears a starting gear outside thecasing 1, which gear engages the pinion of a starting motor (not shown), for instance a small electric motor.
  • the diameters of the rotors 14, 21 and 32 must each be two-thirds that of central rotor 5.
  • Ignition means such as spark plugs 36 are provided in the end faces of the combustion chambers 25 and 26.
  • FIG 1A there is shown a somewhat different embodiment of the region of the rotary compressor illustrated in Figure 1, which comprises the compressor gate rotor 14.
  • the intake port 30 and conduit 20 have been combined as a single, intake port 37 close to the cavity 8 housing rotor 14.
  • This embodiment has the advantage of a longer motor compression zone II in the central bore 7.
  • This embodiment of Figure 1A can be adopted when the motor unit consists of a rotary internal combustion engine of the fuel injector type, combustion chambers 25, 26 being provided with a fuel injection nozzle 38 together with or instead of spark plugs 36 of the embodiment shown in Figure 1.
  • the embodiment of Figure 1 is preferable in the case of the motor unit comprising a carburetor-type rotary engine, since a mingling of com pressed gaseous fluid from the well of rotor with the combustion mixture admitted through intake port 30 is effectively prevented.
  • Piston 13 then passes through well 33, of rotor 32, and, since this piston has passed the intake port 18, it compresses in compartment C between the leading slope of the piston and the peripheral wall of rotor 14, a portion of compressible gaseous fluid, up to the instant when well 15 or 16 of rotor 14 establishes free communication between portion C of compartment C and outlet channel 19 for the compressed fluid.
  • well 23 of rotor 21 establishes free communication between conduit'28 and transfer conduit 29. In order to be able to do so, the distance n--p between openings 28a and 29a of channels 28 and 29, as taken in a projection of that distance on a plane transverse to the rotor axes, must be shorter.
  • openings 29a and 28a are at such distance, taken in the same transverse plane, from the line of intersection i between the central bore 7 and cavity 9, that free communication between conduits 28 and 29 is only established by wells 23, 24 after a piston has opened up communication between compartment III and exhaust port 31.
  • scavenging gas under pressure from conduit 28 expels the major portion of the waste gases from well 23 or 24 and the combustion chamber through bypass channel 29 and compartment III toward exhaust port 31, until upon further rotation of rotor 21 in clockwise direction, communication between wells 23 or 24 and bypass channel 29 is interrupted.
  • the respective well is filled with a supercharge of a com- While one of the wells ,23, 24 of rotor 21 thus establishes communication with compartment II, the piston then approximately in the position of piston 13 as illustrated in Figure l enters well 15 or 16 as the case may be of compressor gate rotor 14 and passes through the same. Shortly thereafter, as piston 13 approaches intake port 30 of the motor unit, well 15 or 16 establishes communication with pressure balancing outlet 20, whereby it is avoided that a depression in that well of rotor 14 has a power-consuming effect on the engine as long as there is still communication between that well, for instance 15, of rotor 14 and compartment I.
  • FIG. 2 illustrates an embodiment of the compressor engine according to the invention similar to that shown in Figure 1, but comprises in the motor unit a combustion rotor of the type described in my pending application Serial No. 696,538 supra.
  • This combustion rotor comprises a combustion chamber constituted by wells 23 and 24 in rotor 21 and a diametrically extending connecting passageway or chamber 40, whereby this passageway 40, together with the aforesaid wells 23 and 24, constitutes a single uninterrupted combustion chamber.
  • pressure-equalizing conduit 20 opens into a cavity 8 housing compressor gate rotor 14through opening 20a provided in one of the end walls of the cavity, and similarly, intake port 30 opens at 300: into the central bore 7 of the engine in the region of compartment I in one of the end walls of that compartment, and not in the peripheral wall as in Figure 1.
  • intake port 30 opens at 300: into the central bore 7 of the engine in the region of compartment I in one of the end walls of that compartment, and not in the peripheral wall as in Figure 1.
  • the location of these openings 20a and 30a facilitates the filling of the engines with a fresh explosive mixture and equilibration of pressure in the wells of rotor 14.
  • the scavenging conduit 28 is superfluous, the single combustion chamber constituted by spaces 23, 40 and 24 being scavenged directly by the compressed fresh mixture from compartment II.
  • the sealing eifect of gate rotor 32 can be enhanced by passing a gas under pressure through the interior 32a of the same and into the wells 33 and 34 through openings 41 and 42.
  • fresh fluid to be compressed in portion C of compartment C is admitted through intake port 18a located in one ofthe lateral end faces of bore-7 instead of in the peripheral wall of the latter as shown in Figure 1.
  • the location of the compressor gate rotor 14 in cavity 8 of easing 1 remains substantially the same as in Figures 1 and 2.
  • the compressor unit further comprises compartment C of the central bore 7, intake port 18 for the admission of a fluid to be compressed, outlet conduit 19 for the compressed fluid, .and a combined intake port and pressure-equalizing conduit 37 as shown in Figure 1A.
  • the motor unit of the embodiment illustrated in Figure 3 comprises a central rotor 50 provided with four identical pistons 52,
  • the motor unit further comprises two gate rotors 56 and 57, which are provided with recesses or wells 58 and 59 and 60 and 61, respectively, adapted for permitting the passage of pistons 52, 53, 54 and 55.
  • Preferred shapes for these recesses are described in particular in my copending patent applications Serial No. 688,908 and Serial No. 696,538 supra.
  • the diameters of the rotors are such that the latter can rotate without friction against each other.
  • the diameters ofthe gate rotors must each be substantially equal to half the diameter of the central rotor.
  • a combustion sustaining agent (oomburant) is introduced through the above-mentioned intake port 37.
  • Casing 1 is further provided with an exhaust port 31 similar to the preceding embodiments. It will be noted that compartments I and II on the one hand and III and IV on .the other hand, extend over a much wider angle, taken at shaft 51, than is the case in the embodiments illustrated in Figures 1 and 2 while maintaining a maximum compression stroke in compartment C.
  • a combustion chamber 70 which is located independently of the rotors but adjacent rotor 56, which acts as a combustion gate rotor and steers the functioning of combustion chamber 70.
  • the combustion chamber opens through a wide throat 73 into the compartment III of central bore 7, and at the same time into the peripheral cavity 9 which houses gate .rotor 56. Free communication between the combustion chamber 70 and compartment III is further enlarged by a recess 76in wall 3 enclosing the central bore 7 in the region of that compartment.
  • combustion chamber 70 is connected by means of a channel 79 to that well in gate rotor 56 which is on the side of the rotor facing away from the combustion chamber.
  • Channel 79 opens at 80 into the peripheral cavity 9 in the vicinity of where the latter opens into compartment 11 of. the central bore 7.
  • Channel opening 80 has the cross sectional diameter rs and is located at the distance rt from the central bore 7.
  • This distance r-t must always be smaller than the circumferential extension ck of the wells 58, 59 in rotor 56 because, otherwise, the introduction of the compressed fluid of compartment II into the combustion chamber 70 would be impossible.
  • any insufficiently expanded gases retained in wells 58 or 59 of rotor 56 are provided with an escape through a conduit 81 leading from opening 82 in the wall of cavity 9 to the outside of engine casing 1.
  • Opening 82 has the diameter u-v.
  • a further conduit 83 is provided from the outside of casing 1 toward cavity 9 therein and opens in the latter at 84, which opening has a diameter pq.
  • Opening 84 is located, for instance, intermediate the openings 80 of channel 79,, and 82 of conduit 81, in the wall of cavity 9.
  • Conduit 83 serves for scavenging the burnt residual gases from the wells 58, 59 of rotor 56, as well as from channel 79 and the combustion chamber 70.
  • the shafts of rotors 14, 56 and 57 are, of course, arranged parallel to shaft 51 of central rotor 50.
  • Opening 84 of conduit 83 is located in a different position in the wallet cavity 9 than is the case with the opening 28a of conduit 28 in Figure 1. In a projection on a plane transverse to the axes of the rotors, it is located between opening 80 of channel 79 and opening 82 of conduit 81, so that each well of rotor 56 can establish successively communication, first between conduit 83 and conduit 81 and subsequently between conduit 83 and channel 79, without establishing communication between conduit 81 and channel 79 on the one hand, or between conduit 83 and compartment II on the other hand.
  • conduit 81 permits achieving a double scavenging eflect, firstly when the wells of rotor 56 establish communication between conduits 81 and 83, and secondly when these wells establish communication between conduit 83 and channel 79.
  • the well In the interval between the first and second establishment of communication, the well is filled with gas at the scavenging or supercharge pressure prevailing in condui 83.
  • this gas under scavenging pressure expels the waste gases contained in channel 79, combustion chamber 70, and compartment III toward the exhaust port 31.
  • the position of the pistons of central rotor 50 in compartments III and IV is then such that, due to the recess 76 in the wall of central bore 7, communication between the combustion chamber 70 and the exhaust port 31 remains open for a certain short time.
  • channel 79, the combustion chamber 70, and compartment III are filled during a short time interval with gas under super-charge pressure introduced from conduit 83, until communication between the latter conduit and channel 79 is interrupted.
  • Comburant is then normally introduced into these spaces as soon as communication is established between channel 79 and compartment II.
  • the fluid to be compressed is introduced via intake port 18, for instance, by being suctioned thereinto following the trailing edge of piston 55 in Figure 3, and as the next following piston 54 emerges from well 60 of rotor 57 and passes intake port 18, it compresses this introduced gaseous fluid between its leading slope and the peripheral wall of rotor 14 until well 16 of rotor 14 establishes communication between compartment C and outlet conduit 19. 7
  • this compressor unit can also be combined with all other motor units which comprise a piston-bearing central rotor which is housed in a chamber and adapted for effecting a compression of gaseous fluid in the interspace between the central rotor and the housing therefor, regardless of the. number of pistons borne by the central rotor, the number of peripherally disposed gate rotors, and the number of wells provided for scavenging or supercharging purposes.
  • the pressure which is to be attained in the latter is determined by the location of rotors 14 and 32 (in Figures 1 and 2), or 14 and 57 (in Figure 3) relative to each other, the axes of these rotors being located in planes passing through the axes of rotor 5, or 50 as the case may be, which planes form an angle a: with each other.
  • gaseous fluid compressed in this latter compartment is a comburant such as air
  • a portion thereof leaving outlet conduit 19 may of course be used for introduction into conduit 28 or 83, respectively, and serve Also, a portion of such fluid may be used for cooling the engine and the rotors thereof, as described in my pending application Serial No. 688,908 supra.
  • the compressor systems according to my invention may replace all known compressor motor assemblies and are particularly suitable for use in small watercraft, such as, for instance submarines.
  • a rotary compressor engine comprising, in combination, a casing, a central chamber in said casing at least one compressor unit comprising an intake port for a gaseous fluid to be compressed and an outlet port for the compressed fluid, said intake port opening into said central chamber, a motor unit comprising an intake port for gaseous combustion constituents to be compressed and an outlet port for the combustion products, which latter intake and outlet ports open into said central chamber separately from Said intake and outlet ports of said compressor unit, and each of said inlet ports being free from communication with any of said.
  • a central rotor having a substantially cylindrical rotor body, and at least three rotary pistons protruding from the peripheral surface of said central rotor, said central rotor and said pistons thereon being disposed for rotation in said central chamber; at least three cavities in said casing peripherally intersecting said central chamber, at least three gate rotors each disposed in one of said cavities for rotation therein and engaging said central rotor, thereby subdividing said central chamber into at least three compartments, each of said gate rotors having at least two wells peripherally disposed in the surface of each rotor for the passage of said pistons of said' central rotor therethrough, the axes of said central rotor and said gate rotors being parallel with each other, at least one of said gate rotors being a compression gate rotor controlling the flow of compressed fluid from a predetermined compartment of said central chamber to said outlet for said compressed fluid provided in said casing, which latter
  • a rotary compressor engine as described in claim I said central chamber and said central rotor disposed in said central chamber defining an annular space having a portion defined by two successive ones of said gate rotors not associated with at least one of said combustion chambers, the compression of gaseous fluid introduced via said intake port being effected in said portion of said annular space.
  • a rotary compressor engine as described in claim 2 an outlet in at least one of said cavities, the gaseous fluid compressed in said portion of said annular space communicating at the end of the compression with one of said outlet ports via one of said wells of that of said gate rotors disposed in that of said cavities having said outlet.
  • a rotary internal combustion engine having a stator provided with a central bore and at least three cavities peripherally opening into said bore, a central rotor coaxially arranged in said central bore and bearing at least three pistons, and at least three gate rotors, one in each of said cavities and arranged with their central axes parallel with the central axis of said central bore and subdividing the annular space between the body of said central rotor and said central bore into at least three compartments sealed off from one another, each of said gate rotors being provided with wells for the passage of said pistons therethrough, at least one of these gate rotors being continuously associated with at least one combustion chamber, the improvement comprising means for admitting a gaseous fluid to one of said compartments of said annular space being located intermediate two of said gate rotors other than that gate rotor which is continuously associated with said combustion chamber, whereby said gaseous fluid is brought to a determined pressure by the displacement of one of said pistons in the last-mentioned compartment, thus constituting

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Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3109382A (en) * 1961-04-13 1963-11-05 Rockwell Mfg Co Rotary fluid meter
US3498271A (en) * 1968-03-18 1970-03-03 Dale F Marean Rotary engine
US3990409A (en) * 1975-12-16 1976-11-09 Beverly Harvey W Rotary engine
US4014298A (en) * 1974-09-11 1977-03-29 Schulz John E Concentric rotary engine
US4184808A (en) * 1977-11-09 1980-01-22 Caterpillar Tractor Co. Fluid driven pump
US6868822B1 (en) * 1999-07-15 2005-03-22 Engineair Pty Ltd Rotary piston engine
RU2272164C2 (ru) * 2004-04-19 2006-03-20 Таймасхан Амиралиевич Арсланов Роторный двигатель внутреннего сгорания
US20060150946A1 (en) * 2005-01-11 2006-07-13 Wright H D R Rotary piston engine
RU2291310C1 (ru) * 2005-11-29 2007-01-10 Карасева Алиса Никифоровна Способ осуществления рабочего цикла роторного двигателя внутреннего сгорания и устройства для его реализации
WO2007026323A1 (de) * 2005-09-01 2007-03-08 Wolfram Martin Kreiskolbenmotor
US20080267805A1 (en) * 2007-04-27 2008-10-30 Power Source Technologies, Inc. Rotary engine combustion chamber
USRE41373E1 (en) * 2003-05-19 2010-06-15 Gehman Grant G Rotary engine
US20110259296A1 (en) * 2010-04-21 2011-10-27 Jacobsen Sam J Rotary internal combustion engine
US8956134B2 (en) 2012-08-23 2015-02-17 Mallen Research Limited Fixed-vane positive displacement rotary devices
US9057373B2 (en) 2011-11-22 2015-06-16 Vilter Manufacturing Llc Single screw compressor with high output
US20170002730A1 (en) * 2014-01-28 2017-01-05 Imre Nagy Combustion engine without compression and method
US9664047B2 (en) 2012-08-23 2017-05-30 Mallen Research Limited Partnership Positive displacement rotary devices with uniquely configured voids
US9664048B2 (en) 2012-08-23 2017-05-30 Mallen Research Limited Partnership Positive displacement rotary devices with uniform tolerances
US10683755B2 (en) 2017-06-26 2020-06-16 Pdt, Llc Continuously variable turbine

Families Citing this family (2)

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Publication number Priority date Publication date Assignee Title
DE1297403B (de) * 1962-05-23 1969-06-12 Linde Ag Umlaufkolben-Brennkraftmaschine
RU186706U1 (ru) * 2018-03-13 2019-01-30 Алексей Михайлович Орёл Двигатель внутреннего сгорания

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US2088121A (en) * 1932-10-01 1937-07-27 Swink Rufus Clyde Rotary engine
US2569640A (en) * 1943-02-16 1951-10-02 Moore Inc Oscillating fluid pressure machine
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US413830A (en) * 1889-10-29 nichols
US619004A (en) * 1899-02-07 Sylvania
US926641A (en) * 1907-10-11 1909-06-29 Cecil C Coffey Explosive-engine.
AT59058B (de) * 1911-02-16 1913-05-10 Guillaume Bouret Explosionskraftmaschine mit kreisenden Kolbenflügeln.
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Cited By (24)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3109382A (en) * 1961-04-13 1963-11-05 Rockwell Mfg Co Rotary fluid meter
US3498271A (en) * 1968-03-18 1970-03-03 Dale F Marean Rotary engine
US4014298A (en) * 1974-09-11 1977-03-29 Schulz John E Concentric rotary engine
US3990409A (en) * 1975-12-16 1976-11-09 Beverly Harvey W Rotary engine
US4184808A (en) * 1977-11-09 1980-01-22 Caterpillar Tractor Co. Fluid driven pump
US6868822B1 (en) * 1999-07-15 2005-03-22 Engineair Pty Ltd Rotary piston engine
USRE41373E1 (en) * 2003-05-19 2010-06-15 Gehman Grant G Rotary engine
RU2272164C2 (ru) * 2004-04-19 2006-03-20 Таймасхан Амиралиевич Арсланов Роторный двигатель внутреннего сгорания
US20060150946A1 (en) * 2005-01-11 2006-07-13 Wright H D R Rotary piston engine
WO2007026323A1 (de) * 2005-09-01 2007-03-08 Wolfram Martin Kreiskolbenmotor
RU2291310C1 (ru) * 2005-11-29 2007-01-10 Карасева Алиса Никифоровна Способ осуществления рабочего цикла роторного двигателя внутреннего сгорания и устройства для его реализации
US20080267805A1 (en) * 2007-04-27 2008-10-30 Power Source Technologies, Inc. Rotary engine combustion chamber
US8109252B2 (en) * 2007-04-27 2012-02-07 Power Source Technologies, Inc. Rotary engine combustion chamber
US20110259296A1 (en) * 2010-04-21 2011-10-27 Jacobsen Sam J Rotary internal combustion engine
US8616176B2 (en) * 2010-04-21 2013-12-31 Sumner Properties, Llc Rotary internal combustion engine
US9057373B2 (en) 2011-11-22 2015-06-16 Vilter Manufacturing Llc Single screw compressor with high output
US8956134B2 (en) 2012-08-23 2015-02-17 Mallen Research Limited Fixed-vane positive displacement rotary devices
US9664047B2 (en) 2012-08-23 2017-05-30 Mallen Research Limited Partnership Positive displacement rotary devices with uniquely configured voids
US9664048B2 (en) 2012-08-23 2017-05-30 Mallen Research Limited Partnership Positive displacement rotary devices with uniform tolerances
US10138730B2 (en) 2012-08-23 2018-11-27 Mallen Research Limited Partnership Positive displacement rotary devices with uniform tolerances
US11111788B2 (en) 2012-08-23 2021-09-07 Mallen Research Limited Partnership Positive displacement rotary devices
US20170002730A1 (en) * 2014-01-28 2017-01-05 Imre Nagy Combustion engine without compression and method
US10047668B2 (en) * 2014-01-28 2018-08-14 Imre Nagy Combustion engine without compression and method
US10683755B2 (en) 2017-06-26 2020-06-16 Pdt, Llc Continuously variable turbine

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