US3713426A

US3713426A - Vaned rotor engine and compressor

Info

Publication number: US3713426A
Application number: US00116512A
Authority: US
Inventors: R Jensen
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-02-18
Filing date: 1971-02-18
Publication date: 1973-01-30
Anticipated expiration: 1990-01-30

Abstract

A rotary engine and compressor constructed in elongated configuration around a central shaft to which vanes are rotatibly secured. The vanes project through slots in a cylindrical rotor mounted off-center on bearings in a casing. The cylindrical rotor is the primary rotating member which drives through gear means the accessory shaft and the power hub. As the rotor and vanes revolve in the casing, the volume between the vanes varies from near zero at the tangent point to a maximum at 180* opposite the tangent point. Selected porting and venting of the casing cause the rotating cylinder and vanes to function as either an engine when fuel and ignition is provided or as a compressor when driven in rotation.

Description

United States Patent 1 1 Jensen 1 Jan. 30, 1973 [54] VANED ROTOR ENGINE AND COMPRESSOR [22] Filed: Feb. [8,1971

[21] Appl. No.: 116,512

Hovey ..4l8/24l 3,356,292

Brewer et al.

Primary Examiner-C. J. Husar AttorneyWillard .l. Hodges, Jr.

[57] ABSTRACT A rotary engine and compressor constructed in elongated configuration around a central shaft to which vanes are rotatibly secured. The vanes project through slots in a cylindrical rotor mounted off-center on bearings in a casing. The cylindrical rotor is the primary rotating member which drives through gear means the accessory shaft and the power hub. As the rotor and vanes revolve in the casing, the volume between the vanes varies from near zero at the tangent point to a maximum at 180 opposite the tangent point. Selected porting and venting of the casing cause the rotating cylinder and vanes to function as either an engine when fuel and ignition is provided or as a compressor when driven in rotation.

9 Claims, 5 Drawing Figures PAIENTEU JAN 3 0 I975 SHEET 1 [1F 3 lIlIIIII/IIIIII 1111 FIG. 1

INVENTOR 1 ROBERT L. JENSEN BY WM FIG? PATENTEDJMI 30 I975 SHEEI 2 0F 3 INVENTOR ROBERT L. JENSEN ATTORNEY Pmmnnmao ma 3.713.426

SHEET 3 [1F 3 INVENTOR ROBERT L. JENSEN VANED ROTOR ENGINE AND COMPRESSOR Pumps and rotary engine concepts utilizing vanes rotating in a cylinder are quite old. The inventor is the first to conceive of the mounting of a series of vanes freely rotating on a central shaft in a cylinder and driving the vanes through slots in an off-center cylindrical rotor in the compressor configuration. In the engine configuration, pressure applied to the vanes by combustion drive the cylindrical rotor. In an embodiment of the preferred concept, the rotor is mounted in suitable bearing means in the casing in which may be constructed lubricating passageways. Either internal or external gear teeth may be constructed in the rotor for starting and power take-off.

The compressor and the engine are basically mirror images of each other. The application of compressed air and fuel adjacent the tangent point with ignition will drive the vanes in rotation as the burning gases are expanded. An opposite porting would provide intake of air at the larger port and compress the volume of air as rotation occurs toward the smaller port. A method of controlling the degree of power and the rate of rotation of the engine would be to limit the degree of supercharging of the engine by venting air to the atmosphere.

For a complete description of the construction and operation of the device, reference is made to the attached several views wherein like reference characters are utilized to refer to identical or equivalent components throughout the several views and the following detailed description.

FIG. 1 is a sectional view of the device illustrating both the engine and compressor configuration.

FIG. 2 is a sectional view of the elongated dimensions of the device illustrating primarily the casing, the cylindrical rotor bearing and gear means for power take-off.

FIG. 3 is a bottom isometric view of the assembled device.

FIG. 4 is a fragmented isometric view of the central shaft and cylindrical rotor and the vanes.

FIG. 5 is a schematic illustration of the engine, fuel system, compressor and control means.

For a detailed description of the construction and operation of the device of this invention, reference is particularly made to FIG. 1. The device is constructed around a central shaft to which is rotatibly, flexibly secured a series of vanes 11 which are mounted on vane retainers-l2 to which are secured counter weights 13. Encasing the vanes 11 at the extremity of their radius is a casing 14 the inner surface of which defines a cylinder 15. Mounted off-center for rotation is a cylindrical rotor 16 which is secured in the casing by a series of main bearings 17. Constructed in the cylindrical rotor 16 is a series of slots 18 through which vanes 11 project to a point closely adjacent cylinder wall 15. The cylindrical rotor 16 has constructed in its inner or outer surface rotor gear teeth 19. Operably engaging these rotor gear teeth 19 in the preferred embodiment as illustrated in FIG. 2 is accessory gear 20 driving an accessory gear shaft. In FIG. 2, a method of power take-off is illustrated utilizing a reduction gear configuration. Power gear 21 is meshed with rotor gear teeth 19 which are integrally a part of the power hub 22. This power hub 22 .is mounted for rotation on a power hub bearing 23 which surrounds the central shaft 10.

Lubricating passageways 24 as required for proper lubrication are constructed in the central shaft 10 and casing 14. For an illustration for the practical embodiment of this concept, reference is made to FIGS. 1, 2

and 5. Mounted on a single center shaft 10 in a com- 7 mon cylindrical rotor 16 is a series of engine vanes 25 which are isolated in an engine casing 26. On the opposite end of the central shaft 10 and cylindrical rotor 16 are mounted compressor vanes 30 and a compressor casing 31. An intermediate cylinder head 27 is mounted in casing 14 to operably isolate the engine casing 26 and the compressor casing 31 and to the opposite end of the engine casing 26 is secured and engine cylinder head 28. In the comparable structure a compressor cylinder head 29 is secured to the end of the compressor casing 31. These components are held in an integral structure by a series of casing bolts 66.

To enable the vane rotor of this concept to function as a compressor or an engine, suitable porting means must be provided. Reference is made to FIGS. 1 and 5. In the compressor configuration, the device must be provided with a compressor intake port 32 which is open to the atmosphere. In conjunction with this intake port 32 there must be constructed in compressor casing 31 intake slots 33. Closely adjacent and on the opposite side of the tangent point 34 of this device in the compressor configuration must be constructed the compressor exhaust manifold 36. This compressor exhaust manifold 36 communicates with the transfer manifold 37 which leads to an engine intake port 40. In essence, engine intake port 40 is identical in configuration and position to compressor exhaust manifold 36. In the vicinity of engine intake port 40 along the direction of rotation of the vanes 11 there is constructed in the engine casing 26 a fuel injector 41 adjacent to which is mounted an ignition plug 42. Mounting for the ignition plug 42 is constructed preferably with an indentation in the inner surface of the cylinder 15 wall. This indentation comprises the ignition bypass 43 and runs the length of the engine casing 26. This bypass 43 will permit continuous ignition independent of the ignition plug 42 once the device is in operation. The construction of the accessory gear 20 and the power gear 21 has been previously referred to in the preferred embodiment. As illustrated, accessory gear 20 is driven by internal gears 44 constructed in or secured to the cylindrical rotor 16 whereas the power gear 21 engages external rotor gear teeth 45.

Although the structure might be utilized as a pump or engine in conjunction with other structure, for an illustration of a preferred combination, reference is made to FIG. 5. A fueling means 46 would employ a source of fuel 47 to which is operably connected a constant pressure fuel pump 48. The fuel-flow would be metered through mixture control device 49 which might well comprise a needle valve 50 which is regulated' by a piston or diaphragm 51 which is spring loaded 52. This mixture control 49 is operably connected to a venturi 53 which is mounted in the transfer manifold 37 between the compressor exhaust manifold 36 and the engine intake port 40. Piston diaphragm 51 is mounted ina cylinder or chamber 54 wherein the high pressure side 55 communicates with-the transfer manifold 37 forward of the venturi 53 whereas the low pressure side 56 communicates with transfer manifold 37 closely adjacent the throat of the venturi 53. This arrangement of components results in an injection of fuel proportional to air flow into the engine. The combination of a combustor 61 engine and compressor 60 in the configuration illustrated would operate only at'maximum power in the absence of some means of control. A suggested method of varying the power output would be a manifold, pressure bleeder valve 57. Opening of this valve 57 would vent air delivered by the compressor 60 to the atmosphere.

The design of the components facilitates the assembly and interchangeability of parts. The vanes 11 are constructed with a flared shoulder 62 which is secured in the retainer slot 63 which is constructed in the vane retainer 12. These retainers 12 are identical in structure and may be interchangeably placed on the central shaft 10. Each vane 11 is secured on shaft by three retainers 12 with associated counter weights 13 and retainer bearings 38.

The composite device might be adapted for assembly in various manners, the preferred embodiment suggests, however, that the following procedure is acceptable. Compressor vanes 30 are first placed in the cylindrical rotor 16 then vane retainers 12 are placed on the various vanes 30 engaging the retainer slots 63 over the flared shoulders 62. For this illustration, the compressor vanes 30 are arbitrarily numbered 1 through 6 in a clockwise direction. A vane retainer 12 is secured to vane Nos. 1, 4, 2, 5, 3, 6, in the order indicated repeating the procedure until eighteen vane retainers 12 are attached to the compressor 30 vanes in the compressor 60 assembly. The central shaft 10 is then inserted through the retainer bearings 38 at the first eighteen (l8) vane retainers 12. Center support buld head 35 is then placed on shaft 10. Intermediate cylinder head 27 and associated main bearing 17 are placed around cylindrical rotor 16. Engine vanes 25 are then positioned in slots 18 in engine 61 section of cylindrical rotor 16. The identical sequence specified above is then followed in engaging retainer slots 63 on the flared shoulders 62 of engine vanes 25. After the attaching of the prescribed eighteen (18) vane retainers 12 in engine 61 section the central shaft 10 is inserted through the retainer bearings 38 in the engine 61 section. Engine support bulkhead 59 is then placed on shaft 10. At this stage of assembly, cylindrical rotor 16 with central shaft 10 and engine vanes 25 and compressor vanes 30 as illustrated in FIG. 4 are assembled to receive engine casing 26 and compressor casing 31. The compressor casing 31 and compressor cylinder head 29 are secured in position. The accessory pad 67 is attached to the compressor cylinder head 29 and the various accessory assemblies secured in position. Conventional procedures are followed in securing engine cylinder head 28, power gear 21, power hub bearing 23 on shaft 10 after which thrust bearings 39 are secured adjacent power hub 22. At this stage of the assembly, the required casing bolts 66 are utilized to secure the various components in an integral structure.,The foregoing is designed to illustrate in summary a method of assembly ofa preferred embodiment. The method of construction and mode of assembly ofa composite cylinder structure is largely optional with the designer. It might well be varied by one skilled in the art.

For a description of the operation of the device, reference is made to FIGS. 1 and 5. As the compressor rotates air enters the compressor 60 through the compressor intake port 32. The off-center positioning of the cylindrical rotor 16 as it drives the vanes 11 in rotation in the cylinder 15 results in a decreasing of the volume between any two particular vanes 11 as well as moving the air forward through steadily decreasing space between the cylinder 15 and the cylindrical rotor 16. The volume occupied by the air is reduced to about one-fifteenth of its former volume. As the vanes 11 approach the tangent point 34 at the bottom of the compressor 60, the air passes through the compressor exhaust manifold 36 into the transfer manifold 37 which leads through the venturi 53 to engine intake port 40 and into engine 61. Fuel injection and ignition as previously discussed occurs closely adjacent the tangent point 34 in the engine 61. The burning and expanding gases apply pressure to vanes 11 as they move through engine casing 26. Combustion occurs during approximately 200 rotation of the vanes 11 in the engine 61 at which point vane 11 will vent the burning gases to the atmosphere through the engine exhaust manifold 63. The comparison of the schematic illustrations in FIG. 5 illustrate how in operation a series of vanes 1 I mounted on a single central shaft 10 driven by an integral cylindrical rotor 16 can function as a cooperating compressor 60 and engine 61. In the preferred embodiment visualized, the vanes 11 were 6 inches long and have a radius of 3 inches from shaft 10, the diameter of the cylindrical rotor was 4 inches while the diameter of the cylinder was 6 inches. Rotor 16 is mounted in casing 14 in such a manner as to be tangent with cylinder 15 wall at the bottom point as illustrated in the views. Vanes 11 are preferably constructed of titanium or other light heat resistant metals or alloys. The engine 61 could be fueled with most any hydrocarbon fuel; however, kerosene or similar jet fuel is preferable. Cooling may be accomplished by a water jacket in conjunction with a radiator or the device may be air cooled by constructing cooling fins 64 in the outer extremities of the casing of the compressor 60 and engine 61. Lubrication as stated, may be accomplished by the supplying of oil through lubricating passageways 24 in the structure. Positive pressure lubrication passing the oil through an oil radiator 65 would a sist in cooling. The area of contact of the vanes 11 an the cylindrical rotor 16 in the a area of slots 18 can be splash lubricated by admitting oil internal of the cylindrical rotor 16. The utilization of a fuel such as kerosene provides some lubrication to the internal components of the device.

I have illustrated and described the utilization of the concept of this invention in an engine 61 and a compressor 60 configuration as well as the combined structure in a dual configuration. What is desired to be claimed in all embodiments and modifications of this invention not departing from the concept as defined in the appended claims.

I claim:

1. A vaned rotary engine or compressor comprising:

a. a central shaft means mounted substantially at the center of,

b. a casing the inner surfaces of said casing defining,

c. a cylinder means at a constant radius from said central shaft,

d. a cylindrical rotor rotatibly mounted off-center of said cylinder means,

e. multiple vanes flexibly secured to said central shaft, said multiple vanes projecting through,

f. uniform space slots in said cylindrical rotor,

g. vane retainers for securing said multiple vanes rotatibly on said central shaft,

h. said vanes including flared shoulders which are secured in,

i. retainer slots which are constructed in said vane retainers.

2. The invention of claim 1 in an engine configuration including:

a. fuel means, and

b. ignition means positioned to ignite fuel introduced into said engine.

3. The invention of claim 1 wherein said cylinder means comprises: I

a. an engine cylinder,

a compressor cylinder,

c. engine vanes projecting through said rotor slots in said engine cylinder,

d. compressor vanes projecting through said rotor slots in said compressor cylinder,

e. manifold means inter-connecting said compressor cylinder and said engine cylinder, and

f. a manifold pressure bleeder valve intermediate said compressor cylinder and said engine cylinder, said bleeder valve adapted to vent air thereby reducing the degree of supercharge of said engine cylinder.

4. The invention of claim 1 comprising:

a. gear means constructed in or secured to said cylindrical rotor, and

b. power take-off gear means intermeshed with said rotor gear means.

5. The invention of claim 3 including an intermediate cylinder head juxtaposition said compressor cylinder and said engine cylinder.

6. The invention of claim 3 wherein said fuel means comprises:

a. a venturi including a throat positioned in said manifold means,

b. pressure responsive fuel flow control valve,

c. a high pressure sensing vent positioned forward of said venturi operably connected to said control valve,

(1. a low pressure vent positioned in close proximity to said venturi throat operably connected to said control valve,

e. said control valve constructed and arranged to meter fuel responsive to variable pressure sensings.

7. The invention of claim 1 including counterweights secured to said vane retainers, said counterweights secured substantially opposite said vanes.

8. The invention of claim 1 including retainer bearings intermediate said vane retainers and said central shaft.

9. In association with an internal combustion engine the sub-combination of a fuel means comprising:

a. a compressor adapted to supercharge,

b. an engine cylinder,

c. a manifold means interconnecting said compressor and said enginec Iinder, d. a venturi mclu mg a throat positioned in said manifold means,

e. a pressure responsive fuel flow control valve,

f. a high pressure sensing vent positioned forward of said venturi throat operably connected to said control valve,

g. a low pressure vent positioned in close proximity to said venturi throat operably connected to said control valve,

h. said control valve constructed and arranged to meter fuel responsive to variable pressure sensings,

i. a manifold pressure bleeder valve positioned in said manifold means juxtaposed said supercharger and said venturi, said pressure bleeder valve adapted to vent air thereby reducing degree of supercharge of said engine cylinder.

Claims

1. A vaned rotary engine or compressor comprising: a. a central shaft means mounted substantially at the center of, b. a casing the inner surfaces of said casing defining, c. a cylinder means at a constant radius from said central shaft, d. a cylindrical rotor rotatibly mounted off-center of said cylinder means, e. multiple vanes flexibly secured to said central shaft, said multiple vanes projecting through, f. uniform space slots in said cylindrical rotor, g. vane retainers for securing said multiple vanes rotatibly on said central shaft, h. said vanes including flared shoulders which are secured in, i. retainer slots which are constructed in said vane retainers.

2. The invention of claim 1 in an engine configuration including: a. fuel means, and b. ignition means positioned to ignite fuel introduced into said engine.

3. The invention of claim 1 wherein said cylinder means comprises: a. an engine cylinder, a compressor cylinder, c. engine vanes projecting through said rotor slots in said engine cylinder, d. compressor vanes projecting through said rotor slots in said compressor cylinder, e. manifold means inter-connecting said compressor cylinder and said engine cylinder, and f. a manifold pressure bleeder valve intermediate said compressor cylinder and said engine cylinder, said bleeder valve adapted to vent air thereby reducing the degree of supercharge of said engine cylinder.

4. The invention of claim 1 comprising: a. gear means constructed in or secured to said cylindrical rotor, and b. power take-off gear means intermeshed with said rotor gear means.

6. The invention of claim 3 wherein said fuel means comprises: a. a venturi including a throat positioned in said manifold means, b. pressure responsive fuel flow control valve, c. a high pressure sensing vent positioned forward of said venturi operably connected to said control valve, d. a low pressure vent positioned in close proximity to said venturi throat operably connected to said control valve, e. said control valve constructed and arranged to meter fuel responsive to variable pressure sensings.

7. The invention of claim 1 including counter-weights secured to said vane retainers, said counter-weights secured substantially opposite said vanes.