US3731661A

US3731661A - Rotary engine apparatus

Info

Publication number: US3731661A
Application number: US00212168A
Authority: US
Inventors: T Hatfield; G Robertson
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-12-27
Filing date: 1971-12-27
Publication date: 1973-05-08
Anticipated expiration: 1990-05-08

Abstract

Rotary engine apparatus of the internal combustion type in which the reciprocable displacements of the respective pistons within the cylinders therefor impart rotatory motion to a variety of engine components from which output torque is delivered to a power shaft. The rate at which the piston-cylinder structures fire is selectively variable at any engine operating speed so that the power delivered by the engine at any speed thereof can be specifically related to the contemporary value of the load on the engine. The stroke length of each reciprocable piston is also selectively variable for load-accommodating purposes; and the rotatory components of the apparatus may be used directly to drive an output power shaft selectively in opposite angular directions, thereby obviating the necessity of providing transmission mechanism for this purpose.

Description

United States Patent 1191 Hatfield et al.

[ 1 May 8,1973

[54] ROTARY ENGINE APPARATUS [22] Filed: Dec. 27, 1971 [21] Appl. No.: 212,168

Related U.S. Application Data [63] Continuation-impart of Ser. No. 856,244, Aug. 11,

1969, abandoned.

[52] U.S. Cl ..123/43 C, 60/13, 74/675, 123/43 R, 123/48 R, 123/65 R, 123/73 R,

123/73 AC, 123/73 AV, 123/75 CC,

2,417,894 3/1947 Wayland ..123/43 C 2,456,164 12/1948 Youhouse ..60/13 2,994,188 8/1961 Howard ..60/l3 1,543,803 6/1925 Stary ..123/43 C 1,155,536 10/1915 Williams ..123/43 C Primary Examiner-Carlton R. Croyle Assistant Examiner-Michael Koczo, Jr. Attorney-Joseph B. Gardner [57] ABSTRACT Rotary engine apparatus of the internal combustion type in which the reciprocable displacements of the respective pistons within the cylinders therefor impart rotatory motion to a variety of engine components from which output torque is delivered to a power shaft. The rate at which the piston-cylinder structures fire is selectively variable at any engine operating speed so that the power delivered by the engine at any speed thereof can be specifically related to the contemporary value of the load on the engine. The stroke length of each reciprocable piston is also selectively variable for load-accommodating purposes; and the rotatory components of the apparatus may be used directly to drive an output power shaft selectively in opposite angular directions, thereby obviating the necessity of providing transmission mechanism for this purpose.

12 Claims, 21 Drawing Figures PAIENTEU W 81915 sum 9 0r 9 INVENTORS THOMAS u. HATFIELD GUS C. ROBIN ON BY ATTORNEY ROTARY ENGINE APPARATUS RELATED APPLICATION This application is a Continuation-In-Part of our copending application Ser. No. 856,244, filed Aug. 1 l, 1969, for AUTOMATICALLY CONTROLLED VARIABLE RAPID FIRE ROTARY ENGINE and now abandoned.

This invention relates to engine apparatus and, more particularly, to rotary engine apparatus of the internal combustion type having utility in substantially all environments' in which engine apparatus is now used including use thereof as a power plant for automotive vehicles.

Although the internal combustion engine has reached a high degree of refinement in terms of its reliability and ease of use, both in the low-pressure carburetor and high-pressure diesel forms thereof, the ratio of engine weight to output horsepower remains quite high and the thermodynamic efficiency of such engines remains relatively low. As respects the former, the engines presently used in automotive and other vehicles are generally very massive and represent a substantial portion of the gross weight of each such vehicle; and as respects the latter, the results of low engine efficiency are evident in the atmospheric environment which is rapidly increasing in the concentration it contains of those pollutants that constitute by-products of the combustion of hydrocarbon fuels in internal combustion engines. In this same reference, it may be observed that the tremendous total consumption of hydrocarbon fuels in the United States in vehicles of various types, and which total consumption could be reduced by improved engine efficiency, has very seriously depleted known fuel reserves to the point that exhaustion thereof is rapidly approaching.

Further as respects the adverse effects of low efficiency, the conventional internal combustion engine produces more pollutants at idle and low speed operation than at average to higher operating speeds particularly because of the too rich fuel-to-air admixtures at such low speed operating conditions and also because of the inertial differences in the flow characteristics of liquid fuels and the gaseous fluids for admixture therewith and which differences are more significant at low operating speeds. Accordingly, such conventional engines produce more pollutants at and about the various population centers where stop and go driving and low speeds are mandatory, and which centers are otherwise and already adversely affected by environmental pollution simply because of the concentration of vehicles thereat.

In view of the foregoing, a general object of the present invention is to provide improved internal combustion engine apparatus improved in the sense of using fuel more efficiently, of having a superior weightto-horsepower ratio than conventional engines, and of being mechanically simplified at least in terms of the overall power train comprising the same which connects with the drive shaft of an automotive vehicle or other power shaft to be driven by the engine apparatus at varying angular velocities and sometimes selectively in opposite angular directions.

Another object of the invention is in the provision of an improved engine apparatus of the character described in which the power developed and delivered thereby can be accurately tailored to satisfy the requirements of the contemporary magnitude of the load imposed thereon; and in which such accurate adjustment of the engine output is effected by reducing the firing rate of the engine without changing the output velocity thereof, by reducing the length of the stroke of each piston within the cylinder therefor, or by a combination of these two factors.

Still another object is that of providing an improved engine apparatus of the type set forth in which production and delivery of output torque is maximized by increasing the length of the lever arm through which the linear force development attributable to the reciprocating pistons of the engine is converted into angular force or torque, and by utilizing the inertia of the pistoncylinder structures and components operationally associated therewith as a part of the angular momentum characterizing the rotational components of the engine apparatus from which output torque is developed.

A further object is to provide an exceedingly versatile engine apparatus that obviates the requirement for a transmission in an automotive vehicle for the purpose of changing gear ratios in forward drive in accordance with load demands (e.g., acceleration, traversal of inclines, etc.), and of shifting between forward and reverse drive conditions; the engine apparatus being operative to accommodate rapid change from forward to reverse drive (and vice versa), thereby enabling the engine apparatus to be used for effective braking of a vehicle in addition to its being a reversible prime mover therefor.

Additional objects and advantages of the invention, especially as concerns particular features and characteristics thereof, will become apparent as the specification continues.

Briefly summarizing engine apparatus embodying the present invention, it may be said to be an internal combustion engine of either carburetion-ignition or diesel type, and of rotatory composition in which the reciprocable displacements of the various pistons within the cylinders thereof impart rotary motion to a plurality of rotatable components such as the main drive shaft and a casing component each of which is adapted to be coupled to an output power shaft so as to deliver torque thereto. The piston-cylinder structures are angularly disposed with respect to the axis of rotation of the engine, and they are radially spaced thereabout so that the linear forces developed thereby are applied between such main shaft and easing component via a relatively long lever arm to enhance the magnitude of the linear forces. The piston-cylinder structures are carried by one of the rotatory com ponents of the engine and thereby contribute their inertia thereto. Adjustment structure is included in the engine apparatus for selectively changing the rate at which each piston-cylinder structure fires and also for changing the length of the reciprocable displacement of each piston within the cylinder therefor. The rotatory components of the engine apparatus may be selectively connected with an output power shaft and are able to rotate the same selectively in either angular direction.

An embodiment of the invention is illustrated in the accompanying drawings, in which:

FIG. 1 is essentially a schematic representation of en gine apparatus embodying the present invention;

FIG. 2 is a broken perspective view of an end portion of the engine apparatus;

FIG. 3 is a transverse sectional view taken through the center of one of the combustion assemblies of the apparatus;

FIG. 4 is a bottom plan view of the combustion assembly shown in FIG. 3 with the circumferential cover thereof partially removed;

FIG. 5 is a broken perspective view of one of the pistons comprising a part of the combustion assembly shown in FIGS. 3 and 4;

FIG. 5A is a fragmentary view of the lower end portion of the valve lifter rod shown in FIG. 5;

FIG. 6 is a broken vertical sectional view through a portion of a piston illustrated in FIG. 5;

FIG. 7 is a broken perspective view of one of the control units respectively associated with the pistoncylinder structures of the combustion assembly;

FIG. 8 is .a vertical sectional view through the engine apparatus generally illustrating one of the cam assemblies in front elevation;

FIG. 9 is a vertical sectional view taken along the line 9-9 of FIG. 8;

FIG. 10 is a transverse sectional view taken along the line 10-10 of FIGS. 8 and 9;

FIG. 1 I is a graph depicting the cooperative relationship of the cam and cam followers plotted against time;

FIG. 12 is a vertical sectional view similar to FIG. 8 but illustrating the cam assembly shown therein in a different operating condition;

FIG. 13 is a longitudinal sectional view through the compressor assembly of the engine apparatus;

FIG. 14 is a transverse sectional view taken along the line 14- 14 of FIG. 13;

FIG. 15 is a transverse sectional view taken along the line 15-15 of FIG. 13;

FIG. 16 is a broken longitudinal sectional view showing the power output end portion of the engine apparatus;

FIG. 17 is a simplified perspective view, somewhat diagrammatic, illustrating the water cooling and exhaust gas flow systems of the engine apparatus;

FIG. 18 is a schematic flow diagram of the air supply, exhaust gas, and water cooling systems of the engine apparatus;

FIG. 19 is a perspective view of a modified propulsion turbine; and

FIG. 20 is a schematic diagram of the control system of the engine apparatus generally indicating flow connections, but eliminating essentially all of the flow regulator and control devices.

GENERAL DESCRIPTION Engine apparatus embodying the present invention will be described in terms of its general mechanical composition and functional characteristics prior to describing the various mechanical components in detail, and as respects such general description, reference will be made in particular to FIG. I which :is essentially a schematic representation of the engine apparatus.

Generally stated, the engine apparatus constitutes a rotary engine of the internal combustion type in which the reciprocable displacements of the respective pistons within the cylinders therefor impart rotatory motion to a plurality of the engine components, usually including the piston-cylinder structures and supports therefor which are angularly displaced or rotated. In the case of the particular embodiment of the engine apparatus being considered, the outer housing thereof is fixed or stationary and both an inner casing (sometimes referred to as a cam track casing) and a main center shaft of the engine rotated and output power taken from one or the other. However, in other embodiments of the invention, the main shaft can be constrained in a stationary condition and the outer housing rotatably driven in which event it will be selectively coupled to a power output shaft to drive the same.

Also, the engine apparatus depicted in FIG. I in essence comprises two engines arranged structurally in back-to-back relationship and in functional parallelism. The two individual engine assemblies are substantially identical and, for this reason, the same numerals are used to denote respectively corresponding components and elements of these two assemblies except that the primed form is used in association with one of the two assemblies in order to differentiate therebetween. It should be noted, however, that it is not essential that any particular engine apparatus comprise two engine assemblies, and in environments in which less output horsepower is desired, only one such assembly need be used. Similarly, more than two assemblies can be employed in instances in which greater output power is required. In this same reference,-as will become apparent hereinafter, each of the combustion assemblies comprises three piston-cylinder structures (not shown in FIG. I) but it should be understood that a greater or lesser number of such structures can be employed in accordance with the requirements of any particular use or environment for the engine apparatus.

The engine apparatus generally illustrated in FIG. 11 is denoted in its entirety with the numeral 240, and it ineludes an outer housing 21 fixedly secured by means (not shown) to the chassis or frame structure of a vehicle or other mechanism with which the engine is used. Extending coaxially through the housing 211 and journaled for relative rotation with respect thereto in bearing

structures

22 and 23 respectively located adjacent the opposite ends of the housing, the latter of which is a compound bearing structure also rotatably supporting a hollow transfer shaft 24, is a main shaft 25 adapted at certain times to mechanically drive a power output shaft 26 via the transfer shaft 2% and a gear train comprising meshing gears 27 and 2h keyed or otherwise constrained upon the

respective shafts

24 and 26 so as to prevent relative rotation between each gear and its associated shaft. The power output shaft 26 is journaled for rotation with respect to the housing 21 in bearing structure 29, and in the case of the engine apparatus being used in an automotive vehicle, the power output shaft 26 will be connected directly or indirectly with the running gear of the vehicle so as to propel the same. For convenience of description, the shaft 25 is taken to be functionally the same as the shell 63, described hereinafter, so as to rotate therewith, and they are sometimes referred to hereinafter either individually or conjointly as the main rotary." They may be structurally disassociated, however, with the shell 63 being the rotating component rather than the shaft 25.

Supported within the outer housing 2t and rotatable relative thereto is a cam casing or cam track casing 361) which is coaxially circumjacent the main shaft and is also relatively rotatable with respect thereto. Disposed within the interior of the casing at axially spaced locations adjacent the opposite end portions thereof are a pair of cam or cam track assemblies 31 and 31' fixedly secured to the casing so as to prevent relative rotation therebetween. Respectively associated with the

cam assemblies

31 and 31 and disposed in adjacency therewith intermediate the same are a pair of

combustion assemblies

32 and 32 each of which is constrained upon the main shaft 25 so as to rotate therewith. Each of the combustion assemblies 32 is equipped with one or more piston-cylinder structures effectively operative between the main shaft 25 and cam track casing 30 via the cam assembly 31 so as to effect relative rotation between the shaft and casing whenever the piston-cylinder structure is energized. in this sense, the cylinder 34 of each piston-cylinder structure is welded or otherwise rigidly affixed to the casing 35 of the combustion assembly so as to rotate with the shaft 25. The reciprocable piston 36 of each pistoncylinder structure is operative through linkage, in dicated diagrammatically at 37, with a cam 38 forming a part of the cam assembly 31 so as to impart force thereto of varying magnitude as the piston reciprocates. As a result, the torque thereby developed between the combustion assembly 32 and main shaft 25 connected therewith and the cam assembly 31 and cam track casing 30 affixed thereto effects relative rotation between the main shaft and cam track casing.

Each piston-cylinder structure 36,34 of the combustion assembly 32 is essentially the variable-volume combustion chamber of the engine apparatus, and each such structure is supplied with fuel and air in the proper ratios to support combustion which is initiated by the usual sparking device, although a diesel version of the specifically disclosed engine apparatus can be provided. Air for supporting combustion is supplied to the respective combustion assemblies 32 and 32' via compressor mechanisms or superchargers 39 and 39' which are rotary compressors and are supplied with atmospheric air through openings provided for this purposes in the outer housing 21, cam track casing 30, and an inner shell 63, as indicated by the directional arrows in FIG. 1. The compressed air outputs of the compressors 39 and 39' are delivered to the

combustion assemblies

32 and 32 via a flow system (not shown) suggested by the directional lines extending therebetween.

The compressors 39 and 39' are driven by respectively associated turbines 40 and 40' by being keyed or otherwise affixed to a shaft 41 common to the turbines and compressors (separate shafts can be employed in respective association with the turbines 40 and 40' and their respective compressors). The turbines are exhaust gas turbines driven by the gaseous discharge from the respectively associated

combustion assemblies

32 and 32. This functional interconnection of each combustion assembly with its turbine is suggested by the flow lines in FIG. 1. The spent gases leaving the turbines 40 and 40' are exhausted to atmosphere after first being cooled by means not shown in FIG. 1 but which will be described in detail hereinafter. Accordingly, the exhaust gas discharge from each of the combustion assemblies is utilized in driving the

compressors

39 and 39, thereby extracting from the exhaust gases energy which otherwise would be dissipated to atmosphere as heat and pressure.

Adjacent one end thereof, the cam track casing 30 is provided with a transverse plate or annular flange 42 extending radially outwardly therefrom, and the shaft 25 is provided with a transversely extending mounting plate 43 keyed thereto. The flange projects into operative association with a brake mechanism 44 having components thereof fixedly associated with the stationary outer housing 21. Whenever the brake mechanism 44 is released, the casing 30 is free to rotate relative to the housing 21 and conversely, whenever the brake mechanism is energized, the casing is constrained against rotation relative to the housing. Operative between the main shaft 25 and cam track casing 30 adjacent the transverse flange 42 is a planetary gear train-denoted with the numeral 45. The gear train 45 includes an outer ring gear 46 affixed to or otherwise provided by the casing 30 so as to rotate therewith, and it further includes a drive or sun gear 47 circumjacent the shaft 25 and joumaled for rotation with respect thereto on the aforementioned bearing structure 22. Interposed between the outer and

inner gears

46 and 47 are a plurality of sets of idler or planetary gears respectively denoted with the

numerals

49 and 50, each pair of which meshingly engage each other and respectively engage the outer ring gear 46 and inner drive gear 47. As will be indicated more clearly hereinafter, there are three sets of

gears

49 and 50 in the particular engine apparatus 20 and such sets of gears are angularly spaced from each other by Further each

idler gear

49, 50 is rotatably supported by the plate 43 so as to orbit about the longitudinal axis of the shaft 25 upon rotation thereof; and the plate 43 and flange 42 are rotatably interrelated by bearing structure 43a.

Ordinarily, the drive gear 47 is free to rotate with respect to the main shaft 25 so that no driving interconnection is defined through the gear train 45 between the shaft and cam track casing 30. However, a driving interconnection between the shaft 25 and sun gear 47 can be selectively established by a hydraulic turbine or clutch mechanism 51 diagrammatically represented in FIG. 1 by a first set of plates 52 keyed or otherwise fixedly secured to an extension 53 of the gear 47 and by a second set of plates 54 rigid with the outer turbine shell which in turn is fixed to the stationary housing 21. it will be appreciated that when the clutch 51 is energized to resist free rotation of the sum gear 47 and the brake mechanism 44 is released, the cam track casing 30 will be driven by the shaft 25 in the same angular direction and at a relative velocity determined by the gear ratio defined by the gear train 45 and by the slippage or degree of coupling effected at any particular instant by the clutch 51.

In the particular embodiment of the invention being considered, the gear train 45 rotates the casing 30 at about 60% of the angular velocity of the shaft 25 when the clutch 51 is fully engaged. Accordingly, there is under these conditions a progressive change in the relative positions of the shaft 25 and casing 30 or, more particularly, between the combustion assembly 32 and the cam assembly 3i. Such relative change in positions of the combustion assembly 32 and cam assembly 31 is used to control the rate of firing of the piston-cylinder structure 36, 34 in the manner described in detail hereinafter. By way of example at this point, however, in the case in which the piston-cylinder structure fires four times during each rotation of the shaft 25 when the casing 30 and cam assembly 31 are fixed or stationary because of disengagement of the clutch 51 and energization of the brake mechanism 44, the pistoncylinder structure will fire an average of only 11.6 times during each rotation of the shaft 25 when the brake mechanism 44 is released and the clutch mechanism 51 fully actuated to drive the casing 30 and cam assembly 31 at approximately 60% of the angular velocity of the shaft 25. Less than complete engagement of the clutch 51 can be used to adjustably change the velocity differential between the shaft 25 and casing 30 toward the condition in which the casing is stationary, thereby increasing the rate of firing of the piston-cylinder structure toward the maximum four-cycle per revolution rate. It will be appreciated that the minimum velocity differential defined through the gear train 45 can be changed, by appropriate selection of the gear ratios, toward the idealized (but not theoretically practicable) differential of zero or a one-to-one ratio (with the brake 55 energized) in the same angular direction in which case the piston-cylinder structure would never fire.

A brake mechanism 55 is provided adjacent the clutch 51, and the brake mechanism is operative between the stationary housing 21 and sun gear 47. In this respect, the brake mechanism 55 is diagrammatically suggested by the provision of friction plates 56 and 57 respectively secured to the gear extension 53 and to the shell of the turbine 51. Force arrows are included to indicate the direction of movement of the plate 57 upon energization of the brake mechanism. The brake is useful in terminating rotation of the sun gear 47, as in slowing forward motion of an automotive vehicle in which the engine apparatus is used, and to completely constrain the sun gear against rotation and thereby cause the cam track casing 30 to rotate in the same angular direction as the shaft 25 at a fixed relative velocity defined by the gear train 45, as previously explained.

Adjacent its opposite end, the engine apparatus is equipped with a pair of

clutch mechanisms

58 and 59 selectively operative to rotate the power output shaft 26 (through the transfer shaft 24) in opposite angular directions, although the clutch 59 may drive the shaft in either direction in accordance with the direction of rotation of the cam track casing 30. In this respect, the clutch mechanism 58 may be used to impart forward motion to a vehicle with which the engine apparatus is used when such clutch is energized, and analogously, the clutch mechanism 59 is usually operative when energized to propel the vehicle in the opposite or rearward direction. However, when the cam track casing is rotated in the same direction as the shaft because the gear train 45 is engaged, the clutch 59 will then impart forward motion to the vehicle. In the diagrammatic illustration of FIG. I, the clutch mechanism 58 is depicted as having input and

output sections

60 and 61 respectively connected with the main shaft 25 and with the transfer shaft 24. Accordingly, whenever the clutch mechanism 56 is energized so as to cause the output section 61 to be driven by the input section 60, the output shaft 26 is rotated in one angular direction to propel an associated vehicle forwardly. Correspondingly, the rearward clutch mechanism 59 is provided with an input section 62 fixedly secured to the cam track casing 30 so as to be driven thereby, and it is also provided with an output section 64 fixedly secured to the transfer shaft 24 so as to drive the same. Therefore, whenever the cam track casing 30 is rotating, the forward clutch mechanism 58 is disengaged, and the rearward clutch mechanism 59 is energized, the output shaft 26 will be rotated in the angular direction corresponding to the direction of rotation of the casing 30.

It will be noted in FIG. 1 that a hydraulic turbine or clutch 51a, generally similar in structure and function to the aforementioned clutch 51, is located adjacent the output end of the engine and is operative between the shaft 25 and stationary housing 21. When energized, the clutch 51a constrains the shaft 25 against rotation (although some slippage is permitted), thereby causing the cam track casing 30 to rotate in a direction opposite that of the shaft 25, it being understood that the

brakes

44 and 55 and clutch 51 are all de-energized. It may be observed at this point that the availability of oppositely rotatable components (i.e., the main shaft'or rotary 25 and the cam track casing 30) and the various control mechanisms associated therewith enable the engine apparatus 20 to function not only as the prime mover for a vehicle, but also as the transmission therefor to obviate the usual requirement for a separate transmission.

An overall cycle of operation of the engine apparatus 20 as illustrated in FIG. I will now be described and as the starting condition, it will be assumed that the

clutch mechanisms

58 and 59 are released or de-energized so that the engine apparatus is not drivingly connected to the output shaft 26, the brake mechanism 44 is energized to constrain the casing 30 against rotation, the clutch mechanism 51 is de-energized so that the sun gear 47 rotates freely with respect to the shaft 25, and the brake mechanism 55 is de-energized so that no inhibition to rotation of the gear 47 is defined thereby. The engine apparatus is started in a conventional manner by an electrically-driven automatic starter (not shown) releasably connectable with the shaft 25 so as to rotatably drive the same as part of the starting operation. Similarly, the piston-cylinder structures 36,34 are supplied with fuel and air, and the usual ignition system ignites a compressed combustible admixture of fuel and air within the cylinder 34 so as to energize the power stroke of the piston 36. Once operation is commenced, the piston-cylinder structures function in the ordinary manner of a two-cycle gasoline engine, and since the cam track casing 30 and cam assembly 31 are constrained against rotation, the force effectively developed between the cam assembly 31 and combustion assembly 32 upon reciprocable displacements of the piston 36 will cause the combustion assembly and main shaft to rotate relative both to the cam track casing 30 and to the outer housing 21 locked thereto by the brake mechanism 44.

The engine apparatus 20 will maintain this condition of idle operation until some change is made by an operator, such as energization of the forward clutch 58 to establish a driving connection between the main rotary and power output shaft 26 (via shaft 24) which will cause an associated vehicle to be propelled forwardly.

As the vehicle equipped with the engine apparatus increases in velocity, the load on the engine apparatus effectively diminishes and the requirement for delivery of power correspondingly decreases. As the requirement for the delivery of power to the output shaft 26 decreases, the engine apparatus is made to deliver less power by one or the other of two procedures or by combination thereof. First, the firing rate of the pistoncylinder structure 36,34 can be reduced by releasing the brake mechanism 44 and energizing the clutch mechanism 51 to cause the cam track casing 30 to be rotatably driven by the shaft 25 in the same angular direction via the planetary gear train 45. Secondly, and either in combination with the described rotation of the cam track casing 30 or as an alternative thereto, the stroke length of the piston 36 within its cylinder 34 can be decreased, thereby resulting in a smaller power development for each firing of the piston-cylinder structure, in a manner to be described in detail hereinafter. Thus, only that degree of power is delivered by the engine apparatus which is required to accommodate the load on the output shaft 26.

Assume 'now the condition in which the vehicle has been stopped and the forward clutch mechanism 58 disengaged, the clutch mechanism 51 and brake 55 are both de-energized (if they are not already in a de-energized state), and the brake mechanism 44 is then deenergized so as to release the cam track casing 30 if it is not already in this state. The shaft and cam track casing may both be rotating, but their directions of rotation will be in opposite angular directions. If the hydraulic clutch 51a is then energized to constrain the shaft 25 against rotation, the cam track casing 30 will now be rotatably driven in a direction opposite to the direction of rotation of the shaft 25 whenever the latter is free to rotate. Accordingly, the driven or input section 62 of the rearward clutch 59 will be driven by the cam track casing 30 and whenever the clutch mechanism 59 is energized, the power output shaft 26 will be rotated in a direction causing the vehicle associated with the engine apparatus to be propelled rearwardly. If for any reason it should be necessary to continue driving the vehicle in reverse for any period of time, the output power delivered by the engine apparatus can be tailored to the requirements of the output load imposed on the shaft 26 by reducing the displacement of the piston 36 in a manner not illustrated in FIG. 1 but to be described hereinafter.

The vehicle may also be driven forwardly through the clutch 59 in those operating modes in which the cam track casing 30 is rotated in the same direction as the shaft 25 through the gear train 45. In this mode, the clutch 51a is de-energized so that the shaft 25 can rotate freely, the brake 44 is de-energized to permit the cam track casing 30 to rotate, and either the clutch 51 or brake 55 is energized to hold the sun gear 47. The cam track casing 30 will then be driven in the same direction as the shaft 25, and energization of the clutch 59 will therefore cause the power shaft 26 to propel the vehicle forwardly.

It should be noted that the engine apparatus 20 can be interchanged instantly from a forward to a reverse direction, or vice versa, with no danger of mechanically damaging or otherwise injuring the engine apparatus, thereby enabling it to be used to positively brake the motion of an associated vehicle in either direction in which it may be propelled. For example, suppose that the rearward clutch 59 is disengaged and that the forward clutch is engaged and is propelling the vehicle forwardly at a relatively high velocity, if the rearward clutch 59 is engaged, the cam track casing 30 will tend to be rotated in the same direction as the shaft 25 because of the fluid coupling established between the input and

output sections

62 and 64 of the rearward clutch since the output section 64 thereof is being driven by the transfer shaft 24, and this tendency will obtain irrespective of whether the cam track casing 30 is stationary or is being driven by the gear train 45, and irrespective of whether the forward clutch 58 is released concurrently with energization of the rearward clutch or is continued in its energized state. If the latter condition is continued, a simple braking action is effected.

If a complete reversal is desired, the forward clutch 58 will be de-energized, and as part of the reversing operation, the

brake mechanisms

44 and 55 will be released and the turbine clutch 51 de-energized (if they are not already in the released and de-energized states) and the turbine clutch 51a energized so as to quickly reduce the angular velocity of the shaft 25 toward zero, whereupon all of the power development of the engine apparatus will be exerted through the cam assembly 31, cam track casing 30, and clutch mechanism 59 to reduce the rate of rotation of the transfer and

output shafts

24 and 26 in one direction to zero and then to reverse the direction of rotation thereof. Thus, the engine apparatus 20 can be effectively utilized as a brake to stop movement of the vehicle in one direction and, if desired, reverse its direction of movement.

Similarly, the same braking action and rapid reversal can be used to switch the direction of movement of the vehicle from reverse to forward direction simply by deenergizing the clutch mechanism 59, energizing the clutch mechanism 58, de-energizing the turbine clutch 51a, and engaging the brake mechanism 44, (for complete reversal); or by simply energizing the forward clutch 58 and, if necessary, advantageously disengaging the gear train 45 and engaging the brake 44 (for braking action). It will be appreciated that all of the clutch and

turbine mechanisms

51, 51a, 58 and 59 are fluid (i.e., hydraulic) devices since the rigidity of the interconnections established by mechanical clutches would not accommodate the quick directional reversals described.

The direction of rotation of the rotor sections of the turbines 40 and 40' and

compressors

39 and 39 is essentially independent of the rotatory conditions of the main shaft 25, outer housing 21, cam track casing 30, and main rotary shell 63 because the compressors are mechanically driven by the turbines and the directions of rotation of the turbine is predetermined by the blades thereof and orientation of the nozzles discharging the exhaust gases thereagainst. However, function of the turbines and compressors is not independent of the other components of the engine apparatus because the turbines are driven by the gaseous discharge from the respectively associated piston-cylinder structures 36,34. Accordingly, as the requirement for output power delivery to the shaft 26 decreases and the pistoncylinder structures fire less frequently and/or the pistons are displaced at a lesser extent within their cylinders, there is a correspondingly diminished delivery of gaseous energy from the piston-cylinder structures to the

turbines

40 and 40 whereupon the compressed air output of the compressors 39 and 39' decreases. Nevertheless, and as will be explained in greater detail hereinafter, a bypass system is arranged with the compressors and piston-cylinder structures so that any compressed air delivered to the

combustion assemblies

32 and 32 which is not used in its entirety at any particular time is recycled and thereby causes no complications.

In the case of multiple-type engine apparatus such as the duel engine apparatus 20 illustrated, the

combustion assemblies

32 and 32 are united so that they are forced to operate in the same angular directions. In the apparatus shown in FIG. 1, integration is provided by a shell or housing 63 extending between and interconnecting the combustion assemblies 32 and 32' so that they are movable in mechanically enforced synchronism. The shell has openings therein enabling atmospheric air to be drawn into the compressors 39 and 39', as shown, and blades or vanes 630 may be provided along the shell to facilitate such inward air flow. The shells or stator components of the turbines 40 and compressors 39 are secured to the shell 63 so as to rotate therewith which obviates seal complexities as between these devices and the combustion assemblies.

' DETAILED DESCRIPTION The detailed description of the engine apparatus will consider first the combustion chamber assemblies and, in particular, the assembly 32. For this purpose FIGS. 3 through 7 will be most pertinent, and it will be understood that the description applies equally to the combustion assembly 32.

As previously indicated, the combustion assembly 32 includes three piston-cylinder structures 36,34, and the suffixes a, b and c are associated with the various numerals to differentiate one such structure and the components associated therewith from the others. In FIG. 3, the pistons 36a and 36b are respectively illustrated in their opposite extreme positions of minimum and maximum compression, whereas the piston associated with the cylinder 34c although not specifically illustrated will be understood to be in a position intermediate these two extremes. It may again be emphasized that there is no compelling requirement for the three pistoncylinder structures, and the apparatus 32 in certain environments may have as few as one piston-cylinder structure and as many in excess of three as is practicable with reference to the size and output horsepower requirements of the engine apparatus.

Each piston 36, as shown best in FIGS. and 6, has a hollow cylindrical component having 3 depending skirt 65 open at its lower end and closed at its upper end with a head 'or transverse wall 66. Intermediate the ends of the skirt 65 a plurality of axially spaced walls 67 and 68 may be provided, and the wall 67 is a support wall welded or otherwise fixedly secured to the skirt within the interior thereof. The walls 67 and 68 are respectively provided with relatively

large openings

69 and 70 adapted to pass relatively large volumes of air therethrough, as will be described more specifically hereinafter, and the wall 68 is axially displaceable within the skirt 65. At its lower open end, the piston 36 is equipped with a connector 71 that is welded or otherwise rigidly secured to the skirt 65, and the connector has a large opening 72 therein adapted to seat a pivot pin therein which is generally in the nature of the wrist pin used in conventional pistons. Accordingly, the peripheral surface of the opening 72 may be equipped with a sleeve bearing.

The top wall or head 66 of the piston 36 is imperforate except for the provision of a plurality of air inlet openings or ports therein, there being four such ports in the piston 36 spaced apart by equal angular distances. Respectively associated with the air inlet ports are a plurality of

inlet valves

74, 75, 76 and 77. Each of the inlet valves is reciprocable with respect to the inlet port associated therewith so as to seal the same or to permit free passage of air therethrough. In this respect, each of the valves is equipped with a rod 78 extending downwardly through an opening in the support plate 68 and bearing 79 associated therewith, and it further passes downwardly through the reciprocable plate 68 and threadedly receives a nut 80 bearing upwardly against the underside of the plate 68. A helical compression spring 81 coaxially circumjacent the rod 78 intermediate the plates 67 and 68 bears at its upper end against the support plate 6.7 and at its lower end seats upon the plate 68 through a support 82 and thereby resiliently biases the plate 68 downwardly so as to force the valve 74 against the seat therefor.

Each of the valves 74 through 77 is similarly associated with the plates 67 and 68 so as to have stems slidably reciprocable through the plate 67 and movable with the plate 68 which is ordinarily biased toward a downward position by the compression springs 81. However, all of the valves 74 through 77, which function in mechanically enforced synchronism so as to be concurrently opened and concurrently closed, are displaceable into the open positions thereof by upward movement of the plate 68 which is-slidably reciprocable within the skirt 65 and has an inner end portion of a plunger or piston rod 84 pivotally connected thereto through a clevis 85. The outer end of the rod 84 is operatively connected with a crank effective to displace the rod 84 and plate 68 inwardly at cyclically repetitive intervals, as explained hereinafter, so as to open the inlet valves 74 through 77 and permit air to enter the variable-volume cylinder space 86 (FIG. 3) defined between the piston head 65 and cylinder head 87 associated therewith.

Each piston connector 71 is pivotally connected via a pivot pin 88 to one end of a link 89 which at its opposite end is pivotally connected to a crank arm 90 by a pivot pin 91. Each crank arm 90 is pinned or otherwise fixedly secured to a cam shaft 92 that is longitudinally extending and parallels the main shaft 25 in radially spaced relation therewith. Each cam shaft is journaled for rotation in the casing structure 35 of the piston assembly 32 and projects outwardly therefrom into the associated cam assembly 31 for purposes to be explained hereinafter. It will be apparent from inspection of FIG. 3 that whenever the piston 36 is reciprocated linearly within the cylinder 34, the crank arm 90 oscil lates or reciprocates angularly about the axis of the shaft 92 which also reciprocates angularly with the crank arm since it is affixed thereto.

During such reciprocable displacements of the piston 36, the inlet valves 74 through 76 are cyclically displaced between the open and closed positions thereof by reciprocable displacements of the support wall or control plate 68, and the plate is reciprocatedby the rod 84. It should be noted that a variety of arrangements can be used to enforce reciprocable, displacements upon the plate 68 including both mechanical and hydraulic system. In the particular engine 20, the valve control rod 84 is mechanically connected to the plate 68 and is reciprocated by a combination mechanical and hydraulic system (hidden in FIG. 3) which is superior to a purely mechanical system in that it affords considerably greater flexibility in timing and relating the opening and closing displacements of the inlet valves 74 through 77 to the cyclic reciprocations of the piston 36. More specifically, the stroke length of each piston 36 within the cylinder 34 therefor can be increased and decreased selectively within a predetermined maximum range, and the rate of reciprocationof the piston is also variable. Evidently, the rate at which the inlet valves are opened and closed should be increased and decreased in respective correspondence with increases and decreases in in the rate of reciprocation of the pistons; and as stroke length of the piston is changed, it may be advantageous to alter the period during which the valves are maintained in their open positions during each operating cycle so as, for example, to increase the time interval that the inlet valves are open as the stroke length of the piston is decreased, and vice versa. In the apparatus being considered, ordinary cam shaft mechanism provides the time relationship of the movement of the valve lifter rod 84 with the movement of the piston 36, and the duration of the valve opening is adjustably determined by varying the effective length of the rod 84 by means of the structure shown in FIG. 5A.

Referring thereto, the rod 84 is seen to be slidably received within an extension 84 sealingly circumjacent the same, and which extension defines a pressurizable chamber 93 adapted to have a hydraulic fluid forced thereinto to displace the extension 84' downwardly relative to the rod 84 and thereby lengthen the same, or to have fluid removed therefrom to permit the extension to move upwardly relative to the rod and thereby shorten the same. A suitable control system is provided for this purpose, as will be described hereinafter, and in the shortened condition of the rod, a center pin 93 supported within the chamber 93 by spider structure enters an elongated recess 93" in the rod to positively establish the minimum length of the composite rod and extension component.

Each cylinder 34 is equipped with a plurality of exhaust valves, there being four in the particular engine being considered, only two of which are illustrated in FIG. 3 and they are respectively denoted with the numerals 94 and 95. The exhaust valves are disposed in respective alignment with the inlet valves 74 through 77, and they have sufficient cross sectional areas at the ports associated therewith to enable the products of combustion to be expulsed from the cylinder space 86 during each cycle of operation of the piston. The valve ports controlled by the exhaust valves 94 and 95 com municate with a manifold space 96 that at one end thereof is in open communication with a longitudinally extending collection conduit 97 adapted to convey hot combustion gases to the turbine 40, as previously noted. The valves 94 and 95 are respectively equipped with stems that slidably and sealingly extending through the walls of the manifold 96 and through bearings supported therealong and are axially reciprocable with respect to both.

The valves are resiliently biased toward the closed positions thereof by helical coil springs 98 and 99 coaxially circumjacent the valve stems, and the springs at their inner ends seat upon the bearings supported along the casing of the manifold 96 and at their outer ends seat against the enlarged inwardly turned end 100 of an angularly reciprocable valve or rocker arm 101. Each arm 101, as shown best in FIG. 4, is pivotally supported intermediate the ends thereof on a shaft or rod 102 extending longitudinally in substantially parallel relation to the main center shaft 25. The rod 102 is supported by the casing 35 of the combustion assembly 32, and the rocker arm 101 is provided with a slightly enlarged bearing sleeve 104 that is coaxially circumjacent the rod 102 and provides the pivotal engagement of the rocker arm with the rod. A spacer 105 is mounted upon the rod 102 at the approximate center thereof and extends along one side of the bearing sleeve 104 for the purpose of separating the sleeve from adjacent components, as described hereinafter.

It will be apparent that each rocker arm 101 must be cyclically reciprocated in angular directions about the axis of the associated shaft 102 so as to displace the exhaust valves connected with the rocker arm between the open and closed positions respectively shown in FIG. 3 by the

valves

94a, 95a and 94b, 95b. In this reference, the compression springs 98 and 99 tend to bias the valves 94 and 95 toward the closed positions thereof and for this purpose bear upwardly against the enlarged end 100 of the associated rocker arm. It will be apparent that each valve stem is attached to the enlarged end portion 100 of the associated rocker arm so as to enable the rocker arm to close the valves when angularly displaced in a counterclockwise direction, as viewed in FIG. 3. For this purpose, each of the exhaust valve stems may be attached to the enlarged end portion 100 by means of a nut 106 that bears inwardly upon the outer surface of the associated enlarged end portion. Thus, the exhaust valves 94 and 95 are necessarily closed when the springs 98 and 99 displace the rocker arm 101 in a clockwise direction, and the valves are similarly opened because of the attachment of the nuts 106 to the end portion 100 when the rocker arm is angularly displaced in the clockwise direction.

Angular reciprocation of each arm 101 is effected by actuator mechanism 107 operative to reciprocate the associated rocker arm about the pivot shaft 102 associated therewith. The mechanism 107 includes an outer cylindrical tube or shell 108 open at one end and closed at the opposite end 109 thereof. The shell 108 is supported for angular displacements by a pivot pin or rod 1 10 that is longitudinally disposed and is supported in substantially parallel relation with the main shaft 25 by the casing 35 of the combustion assembly. The pivot pin 110 extends completely through the shell 108 associated therewith, and the shell is therefore angularly displaceable in clockwise and counterclockwise directions, as viewed in FIG. 3. Slidably mounted within the shell 108 for axial displacements along the length thereof is a stroke-regulator and actuator element 111 of cylindrical configuration in cross section, and the actuator element is dimensioned so as to be snugly received within the shell 108 while being freely slidable along the length thereof.

Each actuator element 111 is provided within the interior of the associated shell 108 with an axially elongated slot 112 that passes the associated pivot pin 110 therethrough and permits the element 111 to be axially displaceable relative both to the shell 108 and its pin 1 10. At its outer end which is disposed exteriorly of the shell 108, the actuator element 111 is equipped with an inwardly projecting cam follower 114 adapted to ride upon a cam 115 defined along the outer surface of a cam carrier 116 mounted upon the torsion shaft 92 and keyed or otherwise secured thereto so as to prevent relative rotation therebetween. As viewed in FIG. 3, the cam carrier 116 is angularly reciprocable about the axis of the associated torsion bar 92 between the extreme positions respectively illustrated by the cam carriers 116a and 116b, and such displacements of each cam carrier causes the cam 115 mounted thereon to reciprocate the associated actuator element 111 between the outer and inner positions thereof respectively illustrated by the elements 111a and 111b.

Such angular displacements of each actuator element 111 enforced thereof by the cooperative interengagement of the associated cam follower and cam 115 causes the rocker arm 101 to be angularly displaced about the pivot axis 102 associated therewith so as to open and close the exhaust valves 94 and 95. This result is provided because each rocker arm 101 has an end portion 117 that overlies the outer end of the actuator element and is provided with a pad 118 in engagement therewith. As shown best in FIG. 4, each rocker arm 101 is turned laterally in a longitudinal direction along the axis of the main shaft 25 so as to pass through an opening 119 in a divider wall 120, and the rocker arm is then turned at generally right angles to the main shaft 25 so as to extend along and overlie the associated actuator element 111.

It will be apparent that the extent to which each rocker arm 101 is angularly displaced about its pivot axis 102 is determined by the extent to which the cam follower 114 of the associated actuator element 111 rides upwardly along the cam 115. That is to say, since each cam 115 progressively increases in height from the inner to the outer end thereof, if the cam follower 114 is caused to be positioned at the outer end of the cam when the cam carrier 116 has been rotated to its maximum position, the rocker arm 101 will be displaced in an angular direction to a greater extent so as to provide a longer and greater valve opening than when the actuator element 111 is adjusted so that the cam follower 114 only rides part way along the cam 115 when the carrier 116 has been displaced to its maximum position, as shown by the cam follower 114a and cam 115a in FIG. 3. The relative position of each ac tuator element 111 and its associated shell 108 can be selectively adjusted, and the means by which this is accomplished includes in part a centrifugally actuated stop assembly 121 operatively associated with the shell 108 and actuator element 111. As shown most clearly in FIG. 7, the stop assembly 121 includes a relatively flat bearing disc 122 rotatably mounted upon the pivot pin so as to be freely rotatably with respect thereto, a sleeve bearing being included for this purpose. The disc 122 lies within a generally rectangular channel 124 formed in the actuator element 111. The channel 124 is slightly wider than the thickness of the plate 122 so that the actuator element 111 is freely movable in axial directions along the shell 108 with substantially no interference resulting from the presence of the disc.

The stop assembly 121 further includes a stop pin 125 extending through the disc 122 and projecting outwardly from each side thereof so as to be received within an elongated slot 126 formed in the actuator element 111 in substantially parallel relation with the aforementioned slot 112. The slot 112 may be slightly longer than the slot 126 so as to cause any abuttable interengagement between the actuator element 111 and stop assembly 121 to be established between the stop pin 125 and terminal ends of the slot 126. A flyweight 127 mounted upon a support arm 128 is located a spaced distance outwardly from the disc 122 to which the arm 128 is fixedly secured. The arm 128 extends through the channel 124, as illustrated in FIG. 7. An abutment element 129 also fixedly secured to the disc 122 extends outwardly therefrom through the channel 124 on the side thereof opposite that of the support arm 128. Since the pivot pin 110 and stop pin 125 are offset with respect to each other, angular displacements of the disc 122 about the axis of the pin 110 causes the stop pin 125 to be displaced through a relatively flat arc and generally along the length of the slot 126 and, as will be explained in detail, the specific location of the stop pin 125 determines the extent to which the actuator element 111 can be displaced relative to the sleeve 108 which, in turn, establishes the degree of angular displacement of the rocker arm 101 and extent to which the exhaust valves 94 and 95 are opened. Each actuator element 111 is biased outwardly abutment with the pin 25 by a compression spring 123 operative between the actuator and end wall 109 of the associated shell 108.

As shown most clearly in FIG. 3, each stop assembly 121 is resiliently biased in a counterclockwise direction such that the flyweight 127 thereof tends to be forced inwardly by a helical tension spring 130 attached at one end to the abutment element 129 of the associated stop assembly and at its opposite end to a bracket 131 fixedly secured to the end wall of the associated shell 108. The counterclockwise biasing force imparted to each stop assembly 121 and flyweight 127 thereof by the spring 130 is counteracted and overcome by centrifugal force developed by the flyweight as the combustion assembly 32 is rotatably driven during operation of the engine apparatus 20. That is to say, the spring force tending to rotate the stop assembly 121 in one direction about the axis of the pivot pin 110 is overcome by the centrifugal force developed during operation of the engine apparatus which tends to force each flyweight 127 outwardly so as to pivot the stop assembly in the opposite direction about the axis of the pivot pin.

However, the extent to which such centrifugal force is permitted to displace the stop assembly angularly is selectively determined and adjusted by means of a control in the form of a piston 132 axially reciprocable within a cylinder 134 and equipped with a rod 135 defining a stop against which the abutment element 129 is movable. The piston-cylinder structure 132,134

'is a two-way fluid motor (specifically hydraulic) in which the piston can be moved positively in either direction and then held in any position of adjustment as a consequence of the fluid pressure operative on op,- posite sides of the piston. The extent to which the stop rod 135 projects from the cylinder 134 establishes the maximum permissible angular displacement of the stop assembly 121 as a result of centrifugal force operative thereon and, therefore, establishes the extent to which the actuator element 111 is displaceable within the shell 108 during any specific operating mode of the engine apparatus and combustion assembly 32 thereof The aforementioned cam carrier 116 also has a positioning cam 136 located along the outer peripheral surface thereof in angularly spaced relation with the actuator cam 115. The cam 136 is operatively arranged with a cam follower 137 somewhat in the form of a bell crank or L-shaped component pivotally supported intermediate the ends thereof on a pin 138. The outer leg or branch of the cam follower 137 extends through an opening 139 in the shell 108 and into a recess 140 formed in the actuator element 111. The two legs or branches of the bell crank cam follower 137 are angularly displaceable with respect to each other and are interconnected by a torsion spring, and the function of the cam follower in association with the cam 136 is to displace the actuator element 111 inwardly or in an inward direction relative to the shell 108 to the maximum permissible extent determined by the particular location of the piston 132 and stop rod 135 thereof at any specific adjustment of the control assembly.

In this respect, and assuming as the starting condition the relative positions of the components associated with the stop assembly 12111, when the engine apparatus is in operation and the combustion assembly 132 rotating, the flyweights 127 will swing outwardly until the abutment elements 129 are in engagement with the stop rods 135 so that the stop pins 125 will be in a somewhat forward location as concerns the terminal ends of the slots 126 so that the actuator elements 111 are free to be displaced within the shells 108 within the limits defined by the stop pins and slots. The piston 36b is in substantially the innermost position thereof defining maximum compression within the variable-volume space 86, so that all of the valves including the exhaust valves 94b and 95b are closed. Therefore, the cam follower 114b is remote from the actuator cam 11512, and the positioning cam 136 is remote from the bell-shaped cam follower 137b.

As the torsion bar 92b and cam carrier 116b mounted thereon are displaced angularly in a clockwise direction toward the positions of the torsion bar 92a and cam carrier 1160, the positioning cam 1361; will move toward the cam follower 137k and eventually engage the same so as to rotate such cam follower in a counterclockwise direction about its pivot pin 138 whereupon the cam follower will engage the terminal end of the recess 140 so as to displace the actuator element 111b inwardly within the shell 108b until inward movement is terminated by abutment of the stop pin 1251: with the end of the slot 126b. If such abutment should occur before the angular displacement of the cam carrier 1l6b terminates, the force applied by the cam 136 to the cam follower causes the two legs thereof to move relative to each other, as shown by the cam follower 137a. At about the same time that the positioning cam 136 engages the cam follower 137 associated therewith, the actuator cam 115 is moving into engagement with the cam follower 114 associated therewith so as to commence actuation of the associated rocker arm 101 so as to open the exhaust valves 94 and 95 As previously explained, the extent to which such valves are opened depends upon the limiting position assumed by the actuator element 111 as enforced thereon by the contemporary adjustment of the associated piston 132 and stop rod 135 thereof because such limiting position of the actuator element determines the extent to which the cam follower 114 rides onto the cam 1 15.

Contrariwise, when the piston is in the most retracted position thereof representing maximum volume of the space 86, as depicted by the piston 36a and space 86a, movement of the cam carrier 116 and torsion bar 92 upon which it is mounted in the opposite direction (counterclockwise referenced to the torsion bar 92a in FIG. 3) the cam a will be displaced with respect to the cam follower 114a toward the position shown by the cam follower 1141; and cam 115b in which disengagement is effected and the exhaust valves are returned to their closed positions by operation of the compression springs 98 and 99. At the same time, the positioning cam l36b is displaced from the cam follower 137a so as to release the positioning force otherwise applied thereby to the associated actuator element 1 11. It will be appreciated that both the extent to which the exhaust valves 94 and 94 are opened by the rocker arm 101 and the period or length of time during which such valves are held open during any one cycle of operation are functions of the position of the actuator element 111. More particularly, if the cam follower 114 is caused to ride onto the associated cam 115 to a greater angular extent, the associated rocker arm 101 will be displaced angularly through a greater distance about its pivot pin 102 and, therefore, for any particular angular velocity or periodicity of the torsion bar 92 and cam carrier 116, a greater time period will be required for completely engaging the cam and cam follower to the maximum permissible extent and for thereafter disengaging such two components.

Each of the piston-cylinder structures 36,34 is equipped with a fuel delivery system by means of which fuel for combustion is supplied to the variable-volume cylinder spaces 86. [n the engine apparatus 20 and combustion assembly 32 thereof, such system is a fuel injection system comprising a plurality of fuel nozzles 141 projecting into the respective cylinder spaces 86 such as through the closure wall 87 of each cylinder 34, As respects the present invention, the fuel injection system may be conventional and, for example, may comprise a system in which fuel under pressure is delivered to the respective nozzles 141 via a plurality of fuel control valves 142 that are normally closed and are opened in a cyclically repetitive manner to enable predetermined quantities of fuel to be injected into the cylinder spaces through the nozzles 14].

The mechanism provided for manipulating each valve 142 is substantially identical to the mechanism used to open and close the exhaust valves 94 and 95, as

previously explained. In this respect, and referring in particular to FIGS. 3 and 4, the valve-actuating mechanism includes a rocker arm 144 having intermediate the ends thereof a bearing sleeve 145 pivotally mounted upon the aforementioned pivot shaft 102 along the spacer 105 on the side thereof opposite the bearing sleeve 104 of the rocker arm 101. Adjacent one end, the rocker arm 144 has an end portion 146 connected to a reciprocable plunger 147 operative to manipulate the associated valve 142 between the open and closed positions thereof. A helical compression spring 148 seats at one end upon a fixed casing of the valve 142, and at its opposite end against the end portion 146 of the rocker arm 144 via an enlargement provided for this purpose. Accordingly, the spring 148 biases the associated valve plunger 142 toward the closed position thereof, and therefore biases the rocker arm 144 in a counterclockwise direction, as viewed in FIG. 3.

The rocker arm 144 is cyclically displaced in a clockwise direction against the biasing force of the spring 148 to open the valve 142 by means of actuator mechanism 149 which is substantially identical to the aforementioned actuator mechanism 107 associated with the rocker arm 101 to manipulate the same. In this respect, the actuator mechanism 149 has a stroke regulator and actuator element 150 underlying the end por tion 151 of the rocker arm 144 which extends through an opening 152 in the partition 120. The control mechanism 149 also has a shell 154 within which the actuator element 150 is reciprocable, and a centrifugally actuated stop assembly 155 regulates the position of the element 150 in accordance with the adjustments enforced thereon by a fluid actuated piston-cylinder control 156. The actuating mechanism 149 is otherwise structurally and functionally identical to the aforementioned control mechanism 107 and, therefore, need not be further described since it will be understood that the control mechanism is cooperatively associated with a cam-equipped carrier 157 mounted upon the torsion bar 92 so as to be angularly displaced thereby.

Since the engine apparatus 20 is a gasoline-type" engine (i.e., not diesel), the combustible admixture of fuel and air compressed by the piston 36 within the cylinder space 86 is necessarily ignited by a conventional sparking device such as a spark plug 158 that projects into the cylinder space through the top closure wall 87 thereof. The spark plug 158 is connected by conductors, not shown, to an ignition system that may be completely conventional and, for this reason, is not shown, As is well known, the spark plug 158 is energized at about the time that the fuel and air charge within the cylinder space 86 is compressed to its maximum extent so as to ignite the same and thereby power the engine apparatus.

As previously noted, air for combustion and for purging the cylinder space 86 is supplied through the inlet valves 74 through 77 which are located within the cylinder 36, and the air supplied through the inlet valves is delivered thereto under pressure derived from a pump mechanism arranged with the associated piston 36 and therefore operated in timed relation with the reciprocable displacements thereof. More particularly, the aforementioned crank arm 90 has a configurated pump surface 159 disposed in facing juxtaposition with a correspondingly configurated pump surface 160 defined by a combination valve and pump element 161 mounted upon the associated torsion bar 92 so as to he angularly displaceable with respect thereto between the position extremes respectively shown by the elements 161a and 1611).

As shown in FIG. 3, the surfaces 159 and 160 define a variable-volume pumping space or chamber 162 therebetween which increases in size or cross sectional area from a very small volume (essentially zero) adjacent the torsion bar 92 toward a substantially larger outlet or discharge port 164 through which air is expressed into a cooling chamber 165. Each valve element 161 is resiliently biased toward the crank arm associated therewith by a plurality of helical compression springs 166 that seat at one end against the element 161 and at their opposite ends against a fixed support 167 secured to the casing 35 of the combustion assembly. The biasing force of such springs 166 ordinarily maintains each element 161 in a position in which it closes the associated port 161, as shown by the elements 161a and 161b, but upon power-stroke displacement of the crank arm 90 toward the element 161, the pressure developed between the closing surfaces 159 and 162 causes the element 161 to be displaced against the spring face to open the port 164 and enable compressed air to be expressed therethrough, as shown by the element 1610.

Each variable-volume pumping chamber 162 cyclically changes in volume between the generally maximum and minimum capacities respectively shown by the chamber 162b and 162a as the crank arm 90 is angularly reciprocated by the piston 36 connected therewith which linearly reciprocates within the cylinder 34 associated therewith. As each crank arm 90 traverses the arcuate path between the two extremes respectively shown by the crank arms 90a and 90b, air is expelled or expulsed under pressure from the chamber 162 and port 164 thereof into the associated cooling chamber 165 and air is drawn into the chamber 162 both because of the pressure reduction in the enlarging pumping chamber 162 as the surface 159 recedes from the surface and because of the superatmospheric pressure imparted to atmospheric air drawn into the engine apparatus as it passes through the aforementioned turbine-driven compressors 39.

As respects the pressure-reducing tendency, each crank arm 90 has an end portion 168 provided with an arcuate outer edge that closely approaches a correspondingly-curved wall 169 extending longitudinally between the spaced walls of the casing 35 and forming one of the boundries of the pumping chamber 162. Accordingly, very little leakage is afforded between the facing arcuate surfaces of the crank arm end portion 168 and boundry wall 169 so that as the pumping surface 159 recedes from the surface 160, a reduced pres sure tends to be developed within the progressively-increasing volume of the pumping chamber 162. As respects pressurization of air delivered to the chamber 162, the function of each compressor 39 is to supercharge or precompress the air delivered to the combustion assemblies 35. Accordingly, each compressor 39 tends to force air into the chambers 162 connected therewith, especially as the capacity or volume thereof increases. Simple check valves may be interposed

Claims

1. Rotary engine apparatus of the character described, comprising a plurality of relatively rotatable components at least one of which is operative to produce output power, a casing defining a cylinder therein equipped with a reciprocable piston adapted to compress a combustible admixture of fuel and air and derive energy from combustion thereof to energize the power stroke of said piston, means drivingly interconnecting said cylinder casing and piston, respectively,with at least two of said relatively rotatable components so as to develop torque therebetween in response to the power stroke of said piston and thereby enforce relative rotation upon said two components, and rotation-regulating means operatively connected with at least one of said pair of relatively rotatable components so as to enforce a greater rotational movement upon the other in response to power development between said cylinder casing and piston.

2. The engine apparatus of claim 1 in which said rotation-regulating means includes rotation-inhibiting mechanism operative to inhibit free rotation of one of said pair of rotatable components.

3. The engine apparatus of claim 1 in which said rotation-regulating means includes a selectively operable gear train adapted to drivingly interconnect said pair of rotatable components to effect concurrent rotation of each in the same direction at different angular velocities.

4. The engine apparatus of claim 1 in which said rotation-regulating means includes rotation-inhibiting mechanism selectively operative to inhibit rotation of one or the other of said pair of rotatable components, thereby enabling torque to be selectively produced by said engine apparatus in opposite angular directions.

5. The engine apparatus of claim 1 in which said means drivingly interconnecting said pair of relatively rotatable components and said cylinder casing and piston include cam structure connected with one of said pair of rotatable components so as to drivingly couple the same, connector stricture coupling said cylinder casing with the other of said rotatable components comprising said pair thereof, and power-developing cam follower structure operatively connected with said piston and effective in response to reciprocable displacements thereof to drivingly engage said cam structure and develop torque therewith operative to enforce relative rotation upon said rotatable components.

6. The engine apparatus of claim 5 in which said cam structure is adjustable so that the magnitude of the rise and fall thereof can be changed to vary the stroke length of said piston, and in which means are included for selectively adjusting said cam structure.

7. The engine apparatus of claim 5 in which said power-developing cam follower structure includes a torsion bar and crank assembly interconnecting the same with said piston so that the reciprocable displacements of the latter are converted into angular displacements of said torsion bar, and further includes a cam follower connected with said torsion bar so as to be angularly displaced thereby, said cam follower being in engagement with said cam structure so as to develop driving force effective thereupon in response to reciprocable displacements of said piston and corresponding angular displacements of said torsion bar.

8. The engine apparatus of claim 7 in which said cam structure is adjustable so that the magnitude of the rise and fall thereof can be changed to vary the stroke length of said piston, and in which means are included for selectively adjusting said cam structure.

9. The engine apparatus of claim 1 in which said cylinder casing is equipped with exhauSt port structure and valve mechanism controlling the same, in which said piston is equipped with inlet port structure for air and valve mechanism controlling the same, and further comprising pump mechanism operative in timed relation with the reciprocable displacements of said piston so as to develop a charge of compressed air expressed through said cylinder via said exhaust and inlet port structures to purge said cylinder and to provide air for combustion, and means for energizing said valve mechanisms in timed relation with the reciprocable displacements of said piston to effect such cylinder purging and supplying of combustion air.

10. The engine apparatus of claim 9 in which said pump mechanism includes a pump element operatively connected with said piston so as to be actuated in mechanically enforced synchronism therewith.

11. The engine apparatus of claim 9 in which said means for manipulating said inlet valve mechanism includes a push rod structure reciprocable generally along the longitudinal axis thereof for opening said inlet valve mechanism, and in which means are included for selectively changing the effective length of said push rod structure and thereby alter the time relationship of the opening and closing of said inlet port structure in its relation to the reciprodable displacements of said piston.

12. The engine apparatus of claim 9 in which said means for manipulating said exhaust valve mechanism includes rocker arm structure and means for cyclically displacing the same to open said exhaust port structure, and in which means are included for selectively changing the displacement of said rocker arm structure so as to change the time relationship of the opening of said exhaust port structure in its relation to the reciprocable displacements of said piston.