US3824963A

US3824963A - Rotary type internal combustion engine

Info

Publication number: US3824963A
Application number: US00320938A
Authority: US
Inventors: T Eda
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-08-14
Filing date: 1973-01-04
Publication date: 1974-07-23
Anticipated expiration: 1991-07-23

Abstract

A rotary-type internal combustion engine having two cylinders interconnected by a hollow shaft within which are located two coaxial shafts in end-to-end relationship; the hollow shaft and the coaxial shafts each having pairs of vanes in alternate relationship within the cylinders; and camming means for the shafts so as to vary the particular operative relationships of the vanes and of the cylinders.

Description

United States Patent 11 1 Eda [ July 23, 1974 ROTARY TYPE INTERNAL COMBUSTION ENGINE [76] Inventor: Takeichi Eda, 989 Kamihinata,

Kanuma, Japan 22 Filed: Jan. 4, 1973 21 App1.No.:320,938

[30] Foreign Application Priority Data Aug. 14, 1972 Japan 47-80726 52 us. on. 123/8.47, 418/38 [51] Int. Cl F02b 53/00 [58] Field of Search 123/847; 418/38, 35

[56] References Cited UNITED STATES PATENTS 8/1933 1 Petrilli 123/8147 x 2/1939 Gardner 418/38 X 4/1970 Turnbull 418/38 X Primary ExaminerCarlt0n R. Croyle Assistant Examiner-Michael Koczo, Jr. Attorney, Agent, or Firm-Eric l-l. Waters [5 7 ABSTRACT A rotary-type internal combustion engine having two cylinders interconnected by a hollow shaft within which are located two coaxial shafts in end-to-end relationship; the hollow shaft and the coaxial shafts each having pairs of vanes in alternate relationship within the cylinders; and camming means for the shafts so as to varythe particular operative relationships of the vanes and of the cylinders.

4 Claims, 21 Drawing Figures PATENTEU JUL 2 3x914 SHEET 1 0F 6 PAIENIEnJuL23m4 SHEEY t [If 6 PATENTEnJuLzsmn SHEU 5 [IF 6 ROTARY TYPE INTERNAL COMBUSTION ENGINE FIELD OF THE INVENTION The present invention relates to a rotary-type internal combustion engine.

DISCUSSION OF THE PRIOR ART Rotary-type internal combustion engines are generally known, and are adapted to be employed in automobiles, airplanes and other automotive and kinematic applications. One of the drawbacks and disadvantages encountered in prior art rotary-type internal combustion engines has been theirtendency to run roughly or unbalanced duringoperation, thereby frequently limiting their use and operating ranges.

' SUMMARY OF THE INVENTION It is, accordingly, an object of the present invention to provide fora novel and unique rotary-type internal combustion engine which'is characterized by smooth and highly efficient engine performance.

In greater'particularlity, the invention provides for a rotary type internal combustion engine wherein two engine units are disposed in different operative phase relationships for smoothing the rotation thereof. The engine includes two cylinders in which a single, common hollow shaft passesthrough the cylinders. Within the hollow shaft are located a pair of coaxial shafts each having a pair of first vanesand a pair of second vanes diametrically projecting in alternate spaced relationship therefrom, are being provided in each cylinder so as to be rotatable along the inner circumferential surface thereof. A cam tube for each of the interior shafts is located on the outer surface of the encompassing hollow shaftso as to be rotatable therewith, and adapted BRIEF DESCRIPTION OF THE DRAWINGS Reference is now had to an exemplary embodiment of a rotary-type internal combustion engine according to the invention, taken in conjunction with the accompanying drawings, in which:

FIG. 1 is a sectional side view of a rotary-type internal combustion engine according to the invention;

FIG. 2 is a sectional view taken along line II II in FIG. 1;

FIG. 3 is a sectional view taken along line III III in FIG. 1;

FIG. 4 is a sectional view taken along line IV IV in FIG. 1;

FIG. 5 is a sectional view taken along line V V in FIG. 1;

FIG. 6 is a sectional view taken along line VI VI in FIG. 1;

FIG. 7 is a perspective view of a first shaft utilized in the internal combustion engine;

FIG. 8 is a perspective view of a second shaft; FIG. 9 is a perspective view of a cam tube; and FIGS. (10(A) to 10(D), 11(A) to 11(D), and 12(A) to 12(D) are diagramatic views of different operative modes of the internal combustion engine.

DETAILED DESCRIPTION Referring now in detail to the drawings, numerals la, lb denote two cylinders disposed in tandem, that is, in a respectively front and rear axially spaced relationship while numeral 2 denotes a single hollow or cylindrical shaft passing through the longitudinal center portions of cylinders la and 1b. A pair of coaxial shafts, constituted of, respectively, front and

rear shafts

3a, 3b are located within the shaft 2 and extend coaxially and concentrically therewith. A pair of

vanes

4a, 4a are fastened to and project diametrically opposite to each other from the shaft 2, and a pair of

vanes

50, 5a are fastened to and diametrically oppositely to each other from the shaft 3a are provided in alternate spaced relationship within the front cylinder la. Similarly, another pair of

vanes

4b, 4b fasten to and projecting diametrically from the shaft 2 and a pair of

vanes

5b, 5b fastened to and projecting diametrically from the shaft 3b are located in alternate spaced relationship within the rear cylinder 1b.

The shaft 2 is encompassed along a portion of its length, extending axially externally of the cylinders la, lb, by a pair of

cam tubes

6a, 6b, which are loosely mounted thereon.

Cam grooves

7a, 7b are formed in v and extend longitudinally along the

cam tubes

6a, 6b in engagement with

respective pins

8a, 8b fastened to and projecting radially outwardly of the shaft 2. Push-

feed members

9a, 9b retaining the

cam tubes

6a, 6b are respectively connected to

pivot arms

12a, 12b which are adapted to be pivoted through contact with

cams

10a, 10b, the latter of which are secured to the shaft 2. Biasing springs 11a, 11b cooperate with the

arms

12a, 12b so as to impart to each of the

cam tubes

6a, 6b reciprocating axial movement along the shaft 2 through rotation of the latter.

The

cam tubes

6a, 6b are provided on their surfaces with spirally

shaped cam grooves

14a, 14b extending at an oblique angle in relative to the longitudinal direction thereof.

Collars

13a, 13b which are in engagement with the cam tubes through pins 15a, 15b are secured respectively to the

shafts

3a, 3b whereby during the interval when the

cam tubes

6a, 6b each is imparted a onehalf revolution by rotation of the shaft 2, the

cam tubes

6a, 6b are each subjected to a reciprocating motion. Consequently the angular relationship between the shaft 2 and each of the

shafts

3a, 3b, in effect, the spaces between the

vanes

4a, 4a or 4b, 4b and the

vanes

5a, 5a or 5b, 5b are successively varied. Thus, these conditions are sequentially obtained during each revolution of the shaft 2, whereby the spaces between the

vanes

4a, 4 a and the

vanes

5a, 5a, and the spaces between the

vanes

4b, 4b and the

vanes

5b, 5b, within the respective cylinders 1a, lb are gradually opened or closed and subsequently gradually closed or opened as diagramatically shown in FIGS. 11 and 12.

In order to obtain through such opening and closing of the spaces an engine operating sequence comprising intake, compression, ignition-explosion and exhaust in each space of the two

cylinders

1a, 1b at different ferential surface of each cylinder 1a, lb, respectively,

intake openings

16a, 16a, 16a",

intake openings

16b, 16b and

16b spark plugs

17a, 17a,

spark plugs

17b, 17b,

exhaust openings

18a, 18a, 18a", and

exhaust openings

18b, 18b, 18b. Additionally, in order that the shaft 2 and the

interior shafts

3a, 3b may rotate in the direction of the arrow shown in FIG. 2 but are prevented from rotating in the reverse direction, there is provided for each the front and rear engine units, re-

- verse motion-

preventing mechanisms

19a, 19b and 20a, 20b. Numerals 21a, 21b denote rolls interposed between the push-

feed members

9a, 9b and the

cam tubes

6a, 6b, while numeral 22 denotes an output power transmitting gear which is secured to the shaft 2.

The

ports

16a, 18a; are located separately from each other in the cylinder so that the port 16a and the port 18a are arranged in an above-and-below relationship. Therefore, 'as shown in FIG. 2, both the

ports

16a, 18a are viewed in an overlapped relationship. The port fuel is compressed within the space S1 while fuel is drawn into the space S2 through the intake opening 16a; and during the last period the fuel compressed within the space 51 is ignited so as to explode by the spark plug 17a, the explosive force imparting to the vane 4a an impelling force in a counterclockwise directron.

The utility of the second spark plug 17a is such that (1) it serves to accelerate the rotation of the shaft 2 in a manner so that its ignition pushes the

vane

5a or 5a to cause the rotation of the shaft 3a, and accordingly cause the pin a on the second shaft 3a to push the cam groove 14a of the cam 6a so as to obtain through the cam groove 14a the accelerate of the rotation of the first shaft 2; and (2) it also serves to make sure to open and close between the

vanes

4a and 4a and the

vanes

5a and 5a by means of its ignition.

16a and the port 18a are provided with intake valves and exhaust valve, respectively, (not shown) in a similar manner as in the case of conventional internal combustion engines, so that air intake and exhaust can be carried out by change over of the same. The above construction and function is also applicable to the location of the'ports 16a and 18a.

The operation of the engine is as follows:

'erence to the diagrams of FIGS. 10 and 11. During the interval when the shaft 2 rotates from the position shown in FIGS. 10(A) and 1 1(A) to the position shown in FIGS. 10(8) and 11(B), the cam tube 6a which rotates in conjunction with the shaft 2 and concurrently effects an advancemotion of its reciprocating movement, only slides at its spiral cam groove 14a along the pin 15a of the shaft 3a, wherebyany rotational force of the shaft 2 is not transmitted to the shaft 3a through the cam tube 6a. As a result, the

vanes

5a, 5a remained in their static positions relative to the

vanes

4a, 4a. Accordingly, a space S1, which is formed between the vane 4a and the vane 5a, is gradually opened. During the interval when the shaft 2 moves from the position shown in FIGS. 10(3) and 11(B) to the position shown in FIGS. 10(C) and 11(C), the cam tube 6a rotates in conjunction withthe shaft 2 and effects a return stroke of its reciprocating motion, thereby utilizing its groove 14a to push and advance the pin 15a of the shaft 3a, as a result of which the shaft 3a rotates more than the shaft 2.

During the interval when the shaft 2 moves from the position shown in FIGS. 10(C) and 11(C) to the position shown in FIGS. 10(D) and 11(D), the cam tube 6a only slides through its groove 14a along the pin 15a of the shaft 3a, in substantially the same manner as in the case of movement from the position (A) to the position (B), whereby no rotating force is transmitted to the shaft 3a, while the

vanes

5a, 5a remain in their stationary positionsrelative to the vanes 4a, 441", Accordingly, the space S1 is gradually opened, while the space S2 is gradually closed, and a gradually opening space .83 is formed between the vane 4a and the vane 50. During the travel from the position (C) to'the position (D), explosion occurs within the space S1, the fuel is compressed within the space S2, and fuel is drawn into the space S3 through the intake opening 16a. Finally, the space S1 comes into communication with the exhaust opening 18a, while at the I same time the fuel compressed within the space S2 is explosively ignited by the spark plug and the vane 5a is imparted an impelling force in a counterclockwise direction of the explosive force.

Subsequently, the cam tube 6a, which rotates with the shaft 2 and effects a return stroke of its reciprocating motion, through'its groove 14a pushes and advances the pin 15a of the shaft 3a.

As a result, the shaft 3a rotates more than the shaft 2. Thus, during the travel from the position (D) to the position (A), the space S1 is gradually closed, the space S2 is gradually opened, the space S3 is gradually closed and a gradually opening space S4 is formed between the vane 5a and the vane 4a. This causes the gas to be exhausted from the space S1 through the

exhaust openings

18a, 18a; explosion to be effected within the space S2; the fuel being compressed within the space S3; and fuel being drawn into the space S4 through the intake opening 16a". Finally, the fuel which is compressed within the space S3 is explosively ignited by the spark plug 17a the position (B) is attained; the fuel is then compressed within the space S4 and explosively ignited by the spark plug 17a so as to bring about the position (C); an explosion is effected within the space S1 so as to bring about the position (D); and thereafter this sequence is repeated. The above sequence may be tabled as illustrated in Table I:

TABLE I S intake compression explosion exhaust intake compression explosion s intake compression explosion exhaust intake i compression s intake compression explosion exhaust intake 5 intake explosion compression exhaust Thus, the shaft 2 is imparted a rotating force, in effect, operation of the engine is commenced During this engine operation, however, when the

vanes

5a, 5a are impelled to rotate due to the explosive force, that is, when moved from the position (B) to the position (C) by the explosion in the space S4, and when it is moved from the position (D) to the position (A) by the explosion in the space S2, the explosive force, that is, the rotative force acting on the shaft 3a is transmitted to the shaft 2 only throughthe cam tube 6a in view of which a large transmission force cannot be obtained. Accordingly, the invention advantageously disposes the two

cylinders

1a, 1b in tandem, as previously mentioned, while furthermore the

vanes

40, 4a within the cylinder 10 and the

vanes

4b, 4b within the cylinder 1b are differentiated at a 90 phase from each other. With this type of arrangement, the cylinder 1b is operated as shown in FIG. 12, and in accordance with the following Table II:

in end-to-end relationship; two pair of first vanes fastened to and projecting diametrically opposed from said hollow shaft means; and a pair of second vanes fastened to and projecting diametrically opposed from each of said coaxial shafts in axial alignment with and radially alternating relationship with said first vanes; said first and second pairs of vanes being located in each said cylinder and being rotatable along the inner circumferential surface of said cylinders, camming means for each said coaxial'shaft being positioned on said hollow shaft means and being rotatable therewith; means for imparting two longitudinal reciprocating movements to said camming means during each revolution thereof, a spiral cam groove being formed in each said camming means extending obliquely relative to the longitudinal direction of motion; and pin means being provided on each said coaxialshaft adapted to engage with a respective one of said cam grooves, whereby each space between the first and second associated TABLE II S intake compression explosion exhaust S' intake compression explosion exhaust intake compression explosion 5'5 intake compression explosion exhaust I intake compression intake compression explosion exhaust intake Thus,.when the vane 5a or 5a is impelled so as to rotate in response to the explosive force in the cylinder la, the vane 4b or 4b is-impelled so as to rotate by the explosive force in the cylinder lb, thereby eliminating the mentioned drawbacks and providing for smooth en gine rotation.

Consequently, according to the present invention,

there is obtained a rotary-type internal combustion en- What i claim is:

l. A rotary-type internal combustion engine comprising a pair of axially spaced cylinders; hollow shaft means extending through said cylinders; a pair of coaxial shafts being disposed within said hollow shaft means vanes is, during shaft rotation, alternately opened and closed alternately so as to provide engine operation comprising intake, compression, ignition-explosion and exhaust sequences in the respective cylinders at different operative phase relationships.

2. An engine as claimed in claim 1, said camming means comprising a cam tube encompassing a portion of the outer peripheral surface of said hollow shaft means, said spiral cam groove extending through said cam tube.

3. An engine as claimed in claim 2, comprising spring-biased lever means associated with each of said cam tubes; and cams on said hollow shaft means being contacted by said lever means so as to impart said reciprocating movements to said cam tubes in response to rotation of said hollow shaft means.

4. An engine as claimed in claim 2, said first and second cylinders being disposed at an operative phase differential of

Claims

1. A rotary-type internal combustion engine comprising a pair of axially spaced cylinders; hollow shaft means extending through said cylinders; a pair of coaxial shafts being disposed within said hollow shaft means in end-to-end relationship; two pair of first vanes fastened to and projecting diametrically opposed from said hollow shaft means; and a pair of second vanes fastened to and projecting diametrically opposed from each of said coaxial shafts in axial alignment with and radially alternating relationship with said first vanes; said first and second pairs of vanes being located in each said cylinder and being rotatable along the inner circumferential surface of said cylinders, camming means for each said coaxial shaft being positioned on said hollow shaft means and being rotatable therewith; means for imparting two longitudinal reciprocating movements to said camming means during each revolution thereof, a spiral cam groove being formed in each said camming means extending obliquely relative to the longitudinal direction of motion; and pin means being provided on each said coaxial shaft adapted to engage with a respective one of said cam grooves, whereby each space between the first and second associated vanes is, during shaft rotation, alternately opened and closed alternately so as to provide engine operation comprising intake, compression, ignition-explosion and exhaust sequences in the respective cylinders at different operative phase relationships.

4. An engine as claimed in claim 2, said first and second cylinders being disposed At an operative phase differential of 90*.