US3690095A

US3690095A - Rotary engine

Info

Publication number: US3690095A
Application number: US138255A
Authority: US
Inventors: Antonio Ignelzi; Orlando Monari
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-04-28
Filing date: 1971-04-28
Publication date: 1972-09-12
Anticipated expiration: 1989-09-12

Abstract

A rotary engine having reaction drive means mounted on a drive shaft in radially spaced positions. The combustible mixture is produced by the drive means and by igniting it a thrust is produced which is directed normal to the axis of the drive shaft and imparts a drive torque and thus rotary motion to the drive shaft.

Description

Unite States Patent Ignelzi et al.

1 1 Sept. 12, 1972 [54] ROTARY ENGINE [72] Inventors: Antonio Ignelzi; Orlando Monari,

both of Lavinio, Roma, Italy 22 Filed: April 28,1971

211 Appl.No.: 138,255

[52] US. Cl ..60/39.27, 60/3935 [51] Int. Cl. ..F02c 9/04, F02c 3/l4 [58] Field of Search ..60/39.35, 39.27

[56] References Cited UNITED STATES PATENTS 2,716,459 8/1955 Toney et a1 ..60/39.35 X 2,736,369 2/1956 Hall ..60/39.35 X 2,738,648 3/1956 Ogle ..60/39.27

FOREIGN PATENTS OR APPLICATIONS 623,855 8/1961 Italy ..60/39.35

Primary Examiner-Carlton R. Croyle Assistant ExaminerMichael Koczo, Jr. Attorney-Ernest A. Greenside [5 7] ABSTRACT A rotary engine having reaction drive means mounted on a drive shaft in radially spaced positions. The combustible mixture is produced by the drive means and by igniting it a thrust is produced which is directed normal to the axis of the drive shaft and imparts a drive torque and thus rotary motion to the drive shaft.

4 Claims, 9 Drawing Figures PATENTEDsEP 12 m2 3.690.095

sum 3 or a FIG. 9

ROTARY ENGINE This invention relates to a rotary engine and more particularly to a rotary engine provided with reaction drive means.

Various types of engines with various types of drive shafts are known and use various types of energy. Most commonly used are drive shafts receiving their motion from an endothermic engine or electric motor connected thereto either directly or through suitable transmission means such as belts, gears and the like.

It is an object of the present invention to provide an engine which uses two or more reaction drive means as the source of energy for producing movement of the drive shaft.

It is another object of the present invention to provide an engine in which the combustible mixture for moving the drive means is produced by the drive means themselves, the ignition of the mixture generating a thrust directed normal to the drive shaft and rotating the drive means.

According to another feature of the invention the reaction drive means are mounted radially on a single shaft and spaced from the axis thereof and the thrust produced by the ignition of the combustible mixture imparts a drive torque and consequently a rotary movement to said shaft.

A preferred embodiment of the invention will now be described with reference to and as illustrated by the accompanying drawings, in which:

FIG. 1 is a part-sectional elevational view of the engine according to the invention, complete with accessories such as the electrical equipment which is limited to a starter motor, the current distribution system for feeding current to the resistors of the drive means, including a diagram of the lubricating oil distribution system, the air and fuel supply systems (the storage battery for feeding the starter motor is not shown);

FIGS. 2 and 3 show the three-way valves in the closed and open positions, respectively;

FIGS. 4 and 5 show the air and fuel flow rate regulator in the closed and open positions, respectively;

FIG. 6 shows a centrifugal regulator;

FIG. 7 is an enlarged transverse section of the centrifugal coupling;

FIG. 8 is a transverse section through the drive means, and

FIG. 9 is a section through the distributor for distributing current to the drive means.

As shown in FIG. 1, a two-way electric valve is indicated by 1, a fuel tank by 2, a pressure relief valve valve by 3, an air filter by 4, a three-way air valve by 5, a cylinder by 6, a spring by 7, a starter motor by 8, a three-way fuel valve by 9, a combustible air and fuel flow rate regulator by 10, a safety valve by 11, a fuel pump by 12, a fuel suction pipe by 13, a fuel supply pipe by 14, a flexible coupling by 15, a rod by 16, another flexible coupling by 17, an air suction pipe by 18, an air compressor by 19, an air supply pipe by 20, a centrifugal coupling by 21, a lubricating oil pump by 22, a pulley by 23, another centrifugal coupling by 24, an air manifold by 25, an air inlet pipe by 26, leading to the manifold 25, a fuel manifold by 27, a fuel inlet pipe by 28, leading to the manifold 27 a connection pipe by 29, connecting to the manifold 27 a fuel distributor by 30, connected to the pipe 29, a reaction drive means in necting the fuel distributor 30 to the reaction drive means, a current distributor by 37 for distributing current to the drive means 31, a drive shaft by 38, and a pressure regulator by 39.

The three-way valves 5 and 9 are shown on a larger scale in FIGS. 2 and 3. Air or fuel enters these valves through the stub pipe 45 and returns through the stub pipe 44 to the compressor or pump due to the sucking action of the latter. These valves are each composed of a three-way distributor tap 40, a gland 41, a cylinder 43, and three

stub pipes

44, 45 and 46. In FIG. 3 the valves 5 and 9 of FIG. 1 are shown in the open position in which the air or fuel entering through the stub pipe 45 will leave the valve through the stub pipe 46 and go to the air manifold 25 or the fuel manifold 27, as shown in FIG. 1.

The flow rate regulator 10 of FIG. 1 is shown on a larger scale in FIGS. 4 and 5, FIG. 5 showing it in the open position. This regulator is composed of a piston 47, a gland 48, an air inlet stub pipe 50, a diaphragm 51, a fuel inlet stub pipe 52, a cylinder 53, an air outlet stub pipe 54, a gasket 55, a spring guide cylinder 56, a fuel outlet pipe 57, and a spring 58.

Air enters through the stub pipe 50. When the regulator is in the closed position, as shown in FIG. 4, no air or fuel can enter the regulator because the piston 47 closes all inlets. When the piston 47 is in its lower position, as shown in FIG. 5, all inlets and outlets of the regulator are open as the holes in the piston are in alignment with the

stub pipes

50 and 52 from which enters air or fuel, respectively, which penetrate into the piston, i.e., the air into its upper portion and the fuel into its lower portion, and leave it through the

stub pipes

54 and 57, respectively, communicating with the air manifold 25 and the fuel manifold 27, respectively, as shown in FIG. 1. The diaphragm 51 prevents the air and fuel from mixing. The holes in the piston 47 and the apertures of the

stub pipes

50, 52, 54 and 57 have a rectangular shape, the same height and a width sufficient to form a fluid passage which will ensure that the air-fuel mixture is always in the best ratio for combustion.

Between the all closed position, in which passage of fluid is down to zero, and the all open position there are a great many intermediate positions which permit partial fluid passage in proportion to the requirements of combustible mixture of the engine.

Opening of the regulator is controlled from outside and when this control is released the regulator will close by itself under the action of the spring 58 and the pressure of the fuel acting on the lower surface of the diaphragm 51 which is firmly secured to the piston 47 which is thus urged upwardly to close the inlet and outlet holes.

The fuel distributor 30 of FIG. 1 comprises a centrifugal regulator shown in FIG. 6 in greater detail and composed of the following parts: the fuel inlet pipe 29, the fuel distributor 30, the drive shaft 38, a pin 59, a spring 60, a nut 61, a threaded sleeve 62, a hollow cylinder 63, a cylindrical stud 64, and nuts 65. The regulator is inserted in the fuel supply circuit and serves to prevent fuel admission to the drive means when the speed as expressed in r.p.m. of the motor exceeds a predetermined value. The axis indicated by X-X in FIG. 6 is the axis of rotation of the drive shaft and thus the axis of rotation of the engine. The pipe 29 feeds fuel from the manifold 27 (FIG. 1) to the distributor 30 in the direction indicated by an arrow in FIG. 6.

When the drive shaft rotates the cylindrical stud 64 is subjected to a centrifugal force proportional to the rpm. of the drive shaft and this centrifugal force urges the cylindrical stud outwardly against the action of the spring 60 which is compressed by the action of the cylindrical stud which moves away from the center of rotation.

For a certain number of revolutions of the drive shaft thus a position of equilibrium will be established between the centrifugal force urging the cylindrical stud outwardly, and the centripetal reaction force of the spring. Thus the cylindrical stud will be arrested at a certain distance from the axis of rotation. When the number of revolutions exceeds the predetermined value the cylindrical stud is subjected to a major centrifugal force which urges it outwardly until it completely closes the outlet aperture of the hollow cylinder 63, as indicated in dash lines in FIG. 6, so that the fuel can no longer pass from the cylinder 63 to the distributor 30. Thus the fuel can no longer get to the driving combustion nozzles, no more combustible mix ture is formed and the engine is forced to slow down as the force produced by combustion of the combustible mixture ceases. When the engine has slowed down to a number of revolutions which is no longer dangerous, the centrifugal force which urged the cylindrical stud outwardly decreases and permits the cylindrical stud to return under the action of the spring. Thus the outlet aperture of the cylinder 63, which was closed previously, opens again and the fuel can again pass to the driving combustion nozzles.

The. pin 59 is threadedly engaged in the sleeve 62 so that by rotating the pin 59 the number of revolutions at which the cylindrical stud 64 will close the outlet aperture of the cylinder 63 can be varied within a certain range. In fact, for any given number of revolutions there is a fixed value of the centrifugal force. When the pin 59 approaches the center, the cylindrical stud 64 requires a greater centrifugal force to be moved to the outlet aperture of the cylinder 63 and close it, since the cylindrical stud 64 must overcome a greater force produced by the greater compression of the spring 60 and, since the greater centrifugal force can only be obtained by a greater number of revolutions, closure of the outlet aperture is effected at a greater number of revolutions. The spring 60 is calibrated to obtain this effect.

The centrifugal coupling 24 of FIG. 1 is shown in greater detail in FIG. 7 and comprises the pulley 23, drive shaft 38,

roller pins

67, 68 and 69, a drum 70, and a shaft 71. The drive shaft 38 moves the drum 70 through a toothed coupling. The roller pins 67 68 and 69 are accommodated in appropriate recesses of the drum 70. When the drive shaft rotates the drum will likewise rotate and the roller pins accommodated in the recesses of the drum are subjected to a centrifugal force which urges them against the pulley 23 to move the latter. Drive movement or power is taken off the pulley 23. As the force with which the roller pins are urged against the interior of the pulley 23 is proportional to the number of revolutions of the drive shaft 38, the power which can be taken off from the pulley 23 will be proportional to the number of revolutions of the drive shaft 38 and when the latter has stopped this power'is equal to zero. This centrifugal coupling thus permits to obtain from the pulley 23 a drive power which is proportional to the generated power and when a greater drive power is required from the pulley 23, the roller pins 67, 68 and 69 will slip on the pulley 23 and no useful power can be taken therefrom.

The centrifugal coupling 21 of FIG. 1 is keyed to the shaft 71 and works in the same manner as the centrifugal coupling described above. The centrifugal coupling 21 serves to connect the drive shaft 38 to the compressor l9 and thus to the starter motor 8 and the pump 12.

FIG. 8 is transverse section taken in the plane of the driving combustion nozzles. The air supplied by the compressor 19 passes through the shaft 38 and is distributed to the combustion nozzles in the directions in-' dicated by the arrows. On the other hand, the fuel reaches the combustion nozzles through the pipe 36, as shown on a larger scale at the bottom of FIG. 8. The fuel urges against a ball 75 compressing a spring 77, enters a tube 79 and escapes through a plurality of small orifices where it encounters the air flow to form therewith an explosive mixture which enters the driving combustion nozzles, encounters electric resistors 72 which are hot, and will explode. Thus the combustion nozzles are urged in a direction opposite to the direction in which the burnt gases escape, and rotate the drive shaft 38.

The distributor 37 for distributing electric current to the combustion nozzles. is shown in greater detail in FIG. 9. Conductors 83 supply voltage to rings 82 secured to the support 37 extending coaxially to the drive shaft 38. Support 37 and rings 82 are stationary. During rotation of the shaft 38 it rotates a support 42 carrying contacts 66 sliding on rings 82 and supplying voltage to rings 81 through conductors 80. The rings 81 extend concentrically to the shaft 38 and rotate with the latter, being secured thereto by three supports 39. The rings 81 are provided with conductors for feeding voltage to the resistors 72 of the driving combustion nozzles. A Spring 76 ensures continuous contact between the contacts 66 and the rings 82.

Operation of the engine is as follows:

First the lubricating oil pump 22 is started whose electric motor is fed directly by the battery and simultaneously the electric resistors 72 of the driving combustion nozzles 31 are energized.

When the oil pressure has reached a sufficient level to lubricate the supports, the electric starter motor 8 is started which during the starting phase is fed by the battery. The starter motor 8 drives the fuel pump 12 and the air compressor 19. Simultaneously the electric valve 1 is closed to isolate the cylinder 6 to the outside. Fuel is taken in from the tank 2 and fed to the threeway valve 9 while air is taken in through the filter 4 and fed to the three-way valve 5. Both valves 9 and 5 are in the completely closed position shown in FIG. 2. Therefore both the air and fuel return to the compressor 19 and pump 12, respectively, and will continue to do so until the air pressure is sufficient to open the pressure relief valve 3 which is calibrated to a pressure such that it will open only when the air pressure is sufficient to start the engine. Then the valve 3 opens and the air coming from the compressor 19 enters the cylinder 6, depresses the piston therein, overcomes the resistance of the spring 7, and through the lever 16 switches the valves 5 and 9 to the completely open position. Thus the air and fuel are no longer recycled back to the compressor and pump and pass to the flow rate regulator 10 which is in the completely open position. From the flow rate regulator 10 the air and fuel are fed to the air manifold 25 and the fuel manifold 27, respectively. From the manifold 25 the air passes through a series of orifices provided in the drive shaft 38 and enters the drive shaft 38 which is hollow and is distributed to the driving combustion nozzles as indicated by the arrows in FIG. 8.

The fuel enters the fuel manifold 27, passes through the pipe 29 and enters the fuel distributor 30, as shown in FIG. 6. The fuel feed pipes 36 connecting to the distributor 30 are of the same number as the driving combustion nozzles and permit passage of the fuel from the distributor 30 to the combustion nozzles. Thus fuel is fed through the pipes 36 to the combustion nozzles 31 in which it depresses the ball 75, overcomes the resistance of the spring 77, enters the tube 79 and escapes therefrom through a plurality of orifices opening into the holes admitting the air to the combustion nozzles.

Thus the explosive mixture is formed which impinges upon the hot resistors 72 in the combustion nozzles and is ignited thereby. Thus the driving combustion nozzles are pushed in a direction opposite to that in which the exhaust gases escape and set the drive shaft 38 in rotation to start the engine which gradually increases its number of revolutions and imparts rotary movement to the

centrifugal couplings

21 and 24 which are firmly secured to the drive shaft 38 by toothed or keyed connections. When the engine has reached a number of revolutions corresponding to that of the starter motor, the centrifugal coupling 21 will have expanded sufficiently to transmit the entire power required to keep moving the compressor 19, the starter motor 8 and the pump 12 which are then rotated by the engine. As the starter motor 8 then no longer has to drive the compressor l9 and the pump 12, which are being rotated by the drive shaft 38, the starter motor 8 will then work as a generator and supply voltage to the battery.

As the engine is running its drive shaft 38 rotates the pulley 23 through the centrifugal coupling 24 and the useful power is taken off the pulley 23. All operations necessary for starting the engine such as starting of the oil pump, switching on the resistors of the driving combustion nozzles and closing the electric valve 1 are carried out at a predetermined moment by electric controls.

For stopping the engine the electric valve 1 is opened by electric control means, the air entering the cylinder 6 escapes to the outside, the spring 7 lifts the piston in the cylinder 6, and the piston rod connected to this piston and the lever 16 moves the two three-way valves 5 and 9 to the closed position. In this manner the air and fuel are recycled back to the compressor 19 and pump 12, respectively, and are no longer fed to the driving combustion nozzles. Thus the engine is no longer fed with fuel and air and stops.

When the pressure of the lubricating oil is insufficient, the pressure regulator 39 (FIG. 1) causes the entire apparatus of the engine to stop by acting upon the electric supply system. Vlflien one or more of the electric resistors 72 of the driving combustion nozzles should become defective so as to permit an unexploded and therefore dangerous mixture to escape, the entire apparatus of the engine will be stopped by appropriate devices known in the art.

Referring again to FIG. 8, the ball 75 permits the fuel to escape but does not permit the air to enters as, when no fuel escapes, the ball 75 will be urged by the spring 77 to close the outlet opening of the pipe 36. Thus no unexploded mixture can form in the fuel feed pipes. The device shown in FIG. 6 prevents the engine from exceeding a predetermined number of revolutions. The operation of this device has been described above with reference to FIG. 6.

The check valve 32 permits the fuel to pass to the combustion nozzles but does not allow the air, which might get into the fuel pipes clue to some defect in the operation of the ball 75, to reach the pump 12 or the tank 2. The safety valve 11 causes the fuel to be recycled back to the pump 12 when the output pressure of the pump 12 becomes dangerous due to obstruction of the fuel pipes or an excessive number of revolutions of the drive shaft 38.

Although a preferred embodiment of the invention has been described in detail herein and illustrated in the accompanying drawings, it is to be understood that the invention is not limited to this precise embodiment and that various changes and modifications may be effected therein without departing from the scope or spirit of the invention.

We claim:

1. A rotary engine comprising a. a fuel pump connected by input pipe means to a fuel tank and by output pipe means to fuel distribution valve means;

b. an air compressor connected by input pipe means to an air filter and by output pipe means to air distribution valve means;

c. safety valve means connected to said fuel distribution valve means and said air distribution valve means to control the opening and closing thereof as a function of the air pressure;

d. an electric starter motor connected by flexible couplings to the fuel pump and the air compressor;

e. a hollow drive shaft connected axially by rigid means to a coaxial shaft of the air compressor and fuel pump;

f. air manifold means and fuel manifold means mounted on said hollow drive shaft;

g. air and fuel flow rate regulator means mounted downstream of said air and fuel distribution valve means and communicating through pipe means with said air and fuel manifold means;

h. at least two reaction drive means connected by pipe means through said air and fuel manifold means to said air and fuel distribution valve means and mounted radially on said hollow drive shaft in spaced relation from the axis thereof so that the thrust generated therein by the combustion of the combustible mixture formed of the supplied air and fuel will produce a drive force on said hollow drive shaft and rotary motion thereof;

operation.

3. A rotary engine as claimed in claim 1, wherein the rotary engine is arranged to supply directly the power required for moving the air compressor and fuel pump.

4. A rotary engine as claimed in claim 1, wherein the air compressor and fuel pump are arranged to receive the power required for their operation from power supply sources arranged outside the rotary engine.

Claims

1. A rotary engine comprising a. a fuel pump connected by input pipe means to a fuel tank and by output pipe means to fuel distribution valve means; b. an air compressor connected by input pipe means to an air filter and by output pipe means to air distribution valve means; c. safety valve means connected to said fuel distribution valve means and said air distribution valve means to control the opening and closing thereof as a function of the air pressure; d. an electric starter motor connected by flexible couplings to the fuEl pump and the air compressor; e. a hollow drive shaft connected axially by rigid means to a coaxial shaft of the air compressor and fuel pump; f. air manifold means and fuel manifold means mounted on said hollow drive shaft; g. air and fuel flow rate regulator means mounted downstream of said air and fuel distribution valve means and communicating through pipe means with said air and fuel manifold means; h. at least two reaction drive means connected by pipe means through said air and fuel manifold means to said air and fuel distribution valve means and mounted radially on said hollow drive shaft in spaced relation from the axis thereof so that the thrust generated therein by the combustion of the combustible mixture formed of the supplied air and fuel will produce a drive force on said hollow drive shaft and rotary motion thereof; i. current distribution means for feeding electric current to said reaction drive means; j. useful power take-off pulley means mounted coaxially on said hollow drive shaft and connectable thereto by centrifugal couplings, and k. lubricating means including lubricating oil pressure regulator means.

2. A rotary engine as claimed in claim 1, wherein the reaction drive means are arranged to prepare themselves the mixture of fuel and air required for their operation.