US3841276A

US3841276A - Rotary device

Info

Publication number: US3841276A
Application number: US00330188A
Authority: US
Inventors: J Case
Original assignee: Individual
Current assignee: Individual
Priority date: 1973-02-07
Filing date: 1973-02-07
Publication date: 1974-10-15
Anticipated expiration: 1991-10-15

Abstract

A power conversion device which can be used as an internal combustion engine, a fluid pump or a fluid motor. The power conversion device includes at least two intermeshing rotors mounted respectively for rotation in intersecting planes and which rotate in synchronism. Each rotor has an annular piston and the pistons mesh with each other to vary the volume between the pistons to provide the desired action for engine, pump, or motor operation. The rotors are mounted respectively in intersecting casings having annular spaces against which the pistons seal and in which the pistons rotate. The intermeshing of the pistons is such that the leading face of a piston advancing toward a side face of a piston on the other rotor causes compression, exhaust, or discharge whereas a trailing face of a piston moving away from a side face of a piston on the other rotor receives power or causes intake, depending on the cycle of operation of the piston.

Description

[ 1 Oct. 15, 1974 [57] ABSTRACT A power conversion device which can be used as an internal combustion engine, afluid pump or a fluid motor. The power conversion device includes at least two intermeshing rotors mounted respectively for rotation in intersecting planes and which rotate in synchronism. Each rotor has an annular piston and the pistons mesh with each other to vary the volume between the pistons to provide the desired action for engine, pump, or motor operation. The rotors are mounted respectively in intersecting casings havingv annular spaces against which the pistons seal and in which the pistons rotate. The intermeshing of the pistons is such that the leading face of a piston advancing toward a side face of a piston on the other rotor causes compression, exhaust, or discharge whereas a trailing face of a piston moving away vfroma side face ROTARY DEVICE Inventor: John S. Case, 1150 Gypsy Ln., Towson, Md. 21204 Filed: Feb. 7, 19 73 [21] Appl. No.: 330,188

References Cited UNITED STATES PATENTS United States Patent Case 1 [51] Int. [58] Field of Search of apiston on the other rotor receives power or causes intake, depending on the cycle ,of operation of the piston.

. 418/195 X 60/3961 X 418/195 X 418/195 418/195 123/8.41

13 Claims, 28 Drawing Figures Primary Ex aminerClarence R. Gordon Attorney, Agent, or Firr nWalter G. Finch PATENTEB BU 1 51974 SHEEI 8 6f 8 Now st QQW 6t his U .NQQQIQQQ NQ H ROTARY DEVICE This invention relates generally to a power conversion apparatus, and more particularly to a power conversion device which can be used as an engine, pump, compressor, or fluidmotor and which has at least two intermeshing rotors rotating in synchronism to perform the desired function.

.Present day piston type internal combustion engines while very highly developed and engineered have an exceedingly great number of parts and are extremely complicated to manufacture, assemble, and service. It is only because of assembly line procedures and mass production techniques that these engines can be manufactured for sale at the existing relatively low prices. The piston type engine has, in addition, significant balancing problems because of the large number of reciprocating parts.

A recently recognized significant disadvantage of the piston type internal combustion engine is the inability of this engine to function properly when equipped with the anti-pollution devices which are presently required. The basic problem is that the piston type engine inherently emits large quantities of pullutants because of the characteristics of the engine.

Recently, the Wankel rotory engine was manufactured on a small scale and is presently used by some- Another object of this invention is to provide an engine in which there are only a small number of parts and in which the only moving parts rotate so the engine is inherently easy to balance.

Still another object of this invention is to provide an engine which is so arranged that good mixing of the combustible products is obtained with a corresponding reduction of pollutants.

And another object of this invention is to provide an engine which operates at a relatively high compression ratio limited only by the detonation characteristics of the fuel used in the engine.

As previously mentioned, an internal combustion engine is only one of the uses of the power conversion device of this invention.

And still another object of this invention is to provide a device which can also be used as a hydraulic motor, a hydraulic pump, an air compressor, and an air motor. While it is necessary to slightly modify the device for the device to function as a pump, compressor, or fluid engine from its arrangement when used as an internal combustion engine, the modifications are essentially minor so the same basic device can be used for all these purposes.

To provide a rotary device without moving valve parts in which inlet and discharge ports are selectively opened and closed by rotary pistons, these ports requiring no additional valving, is another object of this invention.

To provide in an embodiment of an internal combustion engine, a combustion chamber so arranged that the combustion gases, immediately after combustion, are directed toward a trailing face of a power rotor to drive the rotor in the desired direction, and substantially complete burning of the combustible mixture occurs because of the significant extent of expansion of the combustion gases during the power stroke, is a still further object of this invention.

And to provide high efficiency exhausting of the spent products of combustion when the device is used as an internal combustion engine, is another feature of this invention. 7

It is still even another object of this invention to provide a new type engine in which there is substantially complete mixing of the air and combustible products prior to compression.

Another important object of this invention is to provide an engine having four cycle operation which provides high efficiency thereof.

The manner'in which these and other features of the power conversion device of this invention are attained will now be explained with reference to the accompanying drawings which form a part of this specification and in which: L

FIG. 1 is an exploded pictorial view of the power conversion device of this invention showing the device for use as an internal combustion engine;

FIG. 2 is a view FIG. 1;

FIG. 3 is a view in section taken along line 33 of FIG. 2;

FIG. 4 is an exploded pictorial view of a portion of the casing for the power conversion device;

FIG. 5 is a partial view in section taken along line 55 of FIG. 3 with portions of the cylinder and engine block deleted for purposes of clarity;

FIG. 6 is a side view in elevation of a piston of the power conversion device;

FIG. 7 is a top plan view of the piston of FIG. 6;

FIG. 8 is a bottom plan view of the piston of FIG, 7;

FIG. 9 is a view in section taken along line 99 of FIG. 6;

FIG. l0 is a front end view of the piston of FIG. 6;

FIGS. 11 'to 12D show the pistons and cylinders in unrolled flattened form for purposes of explaining the operation of the engine.

FIGS. 13 and 14 are schematics of the piston and rotor relationship to accomplish continuous engagement of the pistons for mutual synchronization;

FIG. 15 shows the piston and rotor relationship of FIGS. 13 and 14 in an unrolled flattened form for purposes of illustrating the operation of the pistons;

FIGS. 16 and 17 are schematics showing the relationship of pistons and rotors when more than two rotors operate together;

FIG. 18 shows the relationship of pistons and rotors of FIGS. 16 and 17 in an unrolled flattened form;

FIG. 19 is a schematic showing the planar relationship of the method for creating the beveled leading and trailing edges of the pistons of FIGS. 6 through 10; and

FIGS. 20A through 20E are schematics of pistons in an unrolled flattened form illustrating the operation of the piston of two rotors when acting as a pump or motor.

in section taken along line 22 of Referring now to the drawings in detail and particularly to FIGS. l-3, a first embodiment of the power conversion device of this invention will now be explained, where the power conversion device takes the form of an internal combustion engine 1. Engine 1 includes a casing which can be of fabricated construction as shown at FIG. 1 and which is comprised of a plurality of casing blocks 2-9 which fit together in the manner shown at FIG. 1 to form a casing for the engine. As shown at FIG. 1 the engine is vertically elongated when in an upright position and also has end plates 11 and 12 which are secured respectively to the opposite ends of casing 10.

The

respective blocks

2, 4, 7, and 9 are each of substantially the same external dimensions. The inner or

cylinder defining blocks

3 and 8 are identifical to each other and

inner blocks

5 and 6 are also identical to each other. The

inner blocks

3, 5, 6, and 8 are each identical to each other,

blocks

3 and 8 being merely

blocks

5 and 6 inverted, as shown at FIG. 4.

Formed in the opposed facing edges of

inner blocks

3 and 8 are arcuate cutout portions, each slightly less than a semicircle, and which cooperate to form a cylinder 14 for a power rotor 15, when the blocks are assembled as shown at FIG. 1. Similarly, formed in the facing edges of

blocks

5 and 6 are arcuate cutout portions which form a cylinder 16 for an intake or induction rotor 17. It will be apparent with reference to FIG. 4 that

blocks

5 and 6 are so formed that there are parallel facing edges 13 at the lower portion of these blocks which are spaced apart a distance precisely the same as the thickness of the

blocks

3 and 8. Similarly,

blocks

3 and 8 are so formed that their. edges 13 are spaced apart by a distance precisely equal to the thickness of the

blocks

5 and 6. This permits assembling the blocksso cylinder 16 for intake rotor 17 intersects cylinder 14 for power rotor 15. While the arrangement of FIGS. l-4 shows the intake rotor 17 above the power rotor 15, it is to be understood that these rotors could be reversed, i.e., the upper rotor could be the power rotor and the lower rotor could be the intake rotor, and that the engine can be oriented as desired without departing from the scope of this invention.

Intake rotor 17 iskeyed to a shaft 18 which is journalled in bores 19 of

inner blocks

3 and 8, which bores are aligned with each other and with the axis of cylinder 16 when these blocks are assembled. A gear 20 is keyed to one end of shaft 18 so intake rotor 17, shaft 18 and gear 20 rotate in unison. End plates 11 and 12 each have a projecting arm portion 21 in which bearings 22 and 23 are formed, and which bearings are aligned with each other when the end plates are secured to the engine assembly. The bearings 22 and 23 cooperate with the reduced diameter ends 24 of shaft 25 to mount the shaft 25 for rotation about a predetermined vertical axis in the plane of gear 20. Keyed to the shaft 25 is a gear 26 which rotates in a horizontal plane including the axis of shaft 18. Spaced below gear 26 is a second gear 27 which is also keyed to shaft 25 and rotates in a horizontal plane, including the axis of shaft 27.

Power rotor is keyed to a shaft 27. Shaft 27' is journalled for rotation in bores 28 of

blocks

5 and 6. Bores 28 are aligned with each other as well as with the axis of cylinder 14 of power rotor 15 when the engine is assembled. Keyed to that end of shaft 27' which projects from the engine casing in the same direction as the projecting arms 21 of the upper and lower plates 11 and 12, is a gear 29. Gear 29 rotates in a vertical plane which includes the axis of rotation of shaft 25 and meshes with gear 27. The gears 20 and 29 have the same pitch diameter and the

gears

26 and 27 have the same pitch diameter. The gears are each 45 helical gears and cause power rotor 15 to rotate in synchronism with intake rotor 17. While the embodiment of FIG. 1 shows the

rotors

15 and 17 to be connected to each other for rotation .in synchronism by the external gear train including the

gears

20, 26, 27, and 29, an embodiment will subsequently be described in detail which provides for maintaining the rotors in synchronism by means of an internal arrangement.

Cylinders

14 and 16 overlap or intersect at an intersecting space 33 which is common to both cylinders. It is at this intersecting space 33 where the pistons of power rotor 15 and intake rotor 17 intermesh and cooperate with each other to drive the engine 1. This intermeshing arrangement will now be explained.

Power rotor 15 has a generally cylindrical body 34 with parallel side faces. There are a pair of

identical power pistons

35 and 36, shown best in FIG. 1, mounted on the periphery of body 34, and there are spaces 30 between the pistons which are substantially identical to the configuration of each piston. Similarly, as shown at FIG. 2, intake rotor 17 has a generally cylindrical body 37 with flat parallel side faces, and projecting

pistons

38 and 39 are mounted on the periphery of body 37, with spaces 31 between the pistons which are identical in configuration to the pistons. By virtue of the arrangement of the engine in which the axis of rotation of power rotor 15 is in a plane perpendicular to the axis of intake rotor 17 and because of the gear train which causes the rotors to rotate in synchronism, the pistons of one of the rotors pass alternately through the spaces between pistons of the other rotor. In addition, a piston of one rotor seals against a piston of the other rotor during a portion of its movement through the intersecting space 33.

For engine 1 to operate efficiently it is necessary that each piston form a tight seal with the cylinder in which it rotates, and it is also necessary for each piston to form a gas tight seal with the body of the other rotor when a piston passes through the space between pistons of the other rotor. For example, a close essentially gas tight seal is required between the outer periphery 40 of

pistons

38 and 39 and the peripheral surface 41 of body 34 of power rotor 15 as shown best in FIG. 5. Similarly, it is also necessary to have a gas tight seal between the outer periphery 42 of

pistons

35 and 36 and the peripheral surface 43 of body 37 of the rotor 17 as illustrated in FIG. 5.

To obtain a substantial surface type seal between surface 41 of body 34 and peripheral surface 40 of

pistons

38 and 39, the surface 41 is transversely concave and of a radius 44 corresponding to the radius of rotor 17 as measured to peripheral surface 40 of

pistons

38 and 39 as shown in FIG. 5. I

In addition, peripheral surface 40 of

pistons

38 and 39 has a transverse concave curvature with a radius 45 equal to the radius of body 34 of rotor 15, as indicated in FIG. 5. This enables mounting

rotors

15 and 17 on their respective axes with surfaces 40 of

pistons

38 and 39 in sliding subtantial surface engagement with peripheral surface 41 of body 34 when these pistons pass through the spaces 30 between the

pistons

35 and 36 of rotor 15. Similarly, peripheral surface 43 of body 37 has a transverse concave curvature of the same radius as the radius 46 of rotor as measured to peripheral surface 42 of pistons and 36. In addition, peripheral surface 42 of the

pistons

35 and 36 is transversely concave and of a radius of curvature the same as the radius 47 of body 37.

For ease of manufacture,

pistons

35, 36, 38, and 39 are separately formed and are then secured to the

respective bodies

34 and 37. The

rotors

15 and 17 can also be formed with the pistons integral with the

respective bodies

34 and 37.

The construction of the pistons will now be explained in detail with reference to FIGS. 7-11. Initially, it can be pointed out that where the rotors l5 and 17 are of the same diameter, as is the case with the embodiment of the engine shown at FIG. 1,

pistons

35, 36, 38, and 39 are essentially identical except for a minor difference which will subsequently be pointed out. As shown at FIG. 6 for piston 38, each piston takes the form of a segment slightly greater than 90 in circumferential extent. (This relationship only applies where there are two pistons for each rotor.) The outer peripheral surface 40 is transversely concave for the reasons previously explained. The inside peripheral surface 48 has a radius 47, the same as body 37 as shown at FIG. 5, and is also transversely convex so the surface 48 mates the concave surface 43 of body 37.

Each piston, as shown at FIGS. 6-10 for the piston 38, has a beveled leading edge or face and also has a beveled trailing edge or face 56. As shown at FIG. 7, the leading face 55 and trailing face 56 are cut generally in the same direction so the piston has generally a parallelogram type appearance as viewed from above. Formed in the body of the piston are

counterbores

57 and 58 which lie along axes that meet at the axis of rotation of the rotor body on which the piston is mounted. The piston has side faces 59 and 60, shown in FIGS. 6 and 7, which can be flat and parallel to each other where the side faces of the cylinders in which the piston rotates are flat as is the case with the

cylinders

14 and 16.

Formed in side face 59 of piston 38 is a combustion recess 61 which takes the form of a depression which opens through side face 59 but is otherwise closed. Recess 61 has its leading edge 62 closely adjacent to but spaced from the juncture line 63 at the intersection of side face 59 with leading face 55 of the piston. The function of recess 61 is to provide for one component of a combustion chamber and to communicate combustion pressures to the trailing face of a power piston.

The only essential difference between

pistons

35 and 36 of power rotor 15 and

pistons

38 and 39 of intake rotor 17 is that the

pistons

35 and 36 do not have the combustion chamber recess 61 described for piston 38, but piston 39 does have this recess.

As shown at FIGS. 5 and 6, piston 38 is secured to body 37 of intake rotor 17 by

bolts

66 and 67 the heads of which are recessed relative to peripheral surface 40 of the piston. Piston 39 is similarly secured to body 37, and

pistons

35 and 36 are secured to body 34 in the same manner.

Peripheral wall 68 of cylinder 14 has a convex transverse curvature, as shown at FIGS. 4 and 5, which conforms to the concave curvature of surfaces 42 of

pistons

35, 36. The radius of this transverse curvature is the same as the radius 47 of body 37 to provide a substantial area of contact between

pistons

35 and 36 and the peripheral wall 68 to prevent leakage of combustion gases between the outside surface of the pistons and the cylinder wall. Similarly, the peripheral wall 69 of cylinder 16 is of convex transverse curvature to conform to the concave curvature of the surfaces 40 of pistons 38 and'39. This convex curvature has a radius equal to the radius 45 of body 34 of rotor 15.

While the relationshipbetween the several transverse concave and convex curvatures have been explained with reference to

rotors

15 and 17 of the same diameter having the same number of pistons thereon, these relationships also apply where for example, power rotor 15 has a diameter twice the diameter of intake rotor 17, in which instance the power rotor will have four pistons rather than two and these pistons will intermesh with the spaces 31 between the two pistons of the intake rotor.

The sides 70 and 71 of

blocks

5 and 6 in which cylinder 16 is formed are flat and parallel and the

sides

72 and 73 of

blocks

3 and 8 are also flat and parallel. The side openings of cylinder 16 are closed by the flat faces 13 of the

blocks

3 and 8 which abut surfaces 70 and 71, and surfaces 74-77 of the

respective blocks

2,4, 7 and 9 complete the sidewalls for cylinder 16 as shown in FIG. 1.

Walls

74 and 75 are flush with the wall 13 of block 3 and

walls

76 and 77 are flush with the wall 13 of block 8 so the sides of cylinder 16 are flat and paralle. The sides of cylinder 14 are similarly flat and parallel.

Since the body 37 has flat parallel sides and the sides of

pistons

38 and 39 are also flat, parallel and flush with the sides of body 37, the entire rotor has flat parallel side faces. The rotor 17 has a transverse size to be a close fit in cylinder 16 so there is a minimum of leakage between the sides of the cylinders and the sides of the pistons and body 37.

Suitable high temperature resistant seals can be pro- 7 vided between the sides of body 37 and the sides of cylinder 16 as well as between the

pistons

38 and 39 and both the sides of the cylinder and its peripheral surface 69. The arrangement for

pistons

35 and 36 and the body 34 of power rotor 15 is the same as explained above with regard to intake rotor 17.

As is evident from the explanation above, it is necessary for the several casing blocks 2-9 to precisely fit relative to each other. In addition, it is necessary for the end plates 11 and 12 to be in precise positional relation relative to shaft 25. These precise positional relationships are provided during assembly of the engine by the strategic use of locating pins 80 which cooperate with suitable openings 81 formed in the several blocks to permit positioning the blocks in their required precise positions relative to each other. The engine when assembled is secured together with bolts such as bolts 82 which firmly hold the blocks in their respective positions.

As shown at FIG. 1, power rotor 15 rotates in the direction of arrow 85 which is clockwise as viewed from the gear end of shaft 27', and intake rotor 17 rotates in the direction of arrow 86, which is counterclockwise as view from the gear end of shaft 18. As shown in FIGS. 1 and 3, an exhaust port 87 formed in block 2 opens through side face 88 of the block and coummunicates with cylinder 14 at a location spaced only slightly from the intersecting space 33 of

cylinders

14 and 16.

Communicating with port 87 is a passage 89 which is connected to exhaust pipe 90. Also formed in block 2 is a curved elongate intake port 91 which opens through wall 74 of the block and communicates with an intake pipe 92 through a passage 93 in block 2. Intake port 91 commmunicates with cylinder 16 at a location only slightly spaced from intersecting space 33 of the cylinders. An additional exhaust port 99 can be formed in block 9, this port communicating with cylinder 14 at a location spaced from intersecting space 33.

Formed in block 9 is a spark plug receiving openings 94 which receives a spark plug 95 threaded into its lower end. When in this position, the electrode of the spark plug 95 communicates with a combustion recess 96 formed in wall 77 of block 9. Recess 96 terminates in spaced relation to surface 97 of block 9. The recess communicates with cylinder 16 at a location spaced.

only slightly from the intersecting space 33 of the

cylinders

14 and 16.

By virtue of the direction of rotation of rotor 17, it will be apparent that combustion recess 96 is slightly ahead of intersecting space 33 in the direction of travel of rotor 17, intake port 91 is slightly downstream of the intersecting space 33 in the direction of travel of rotor 17, and exhaust port 87 is slightly upstream of the intersecting space 33 in the direction of travel of power rotor 15.

The operation of engine 1 of FIGS. 1 to 10 will now be described briefly with reference to FIGS. 11-12D. As shown at FIG. 11,

pistons

38 and 39 of the intake rotor 17 move through cylinder 16. The movement is in the direction of arrow 86.

Pistons

35 and 36 of power rotor 15 move through cylinder 14 in the direction of arrow 85. Communicating with cylinder 14 at a location immediately ahead of intersecting space 33 is the exhaust port 87 and communicating with cylinder 16 at a location immediately downstream from intersecting space 33 is the inlet port 91. There is a combustion recess 61 in the side wall of each of the

pistons

38 and 39, combustion recess 96 is shown communicating with cylinder 16, and spark plug 95 is positioned in the recess. FIG. 11 also shows an additional exhaust port 99 communicating with cylinder 15 at a location substantially downstream from the intersecting space 33 of the cylinders.

As shown at FIG. 1 1, the leading face 55 of piston 38 is in sealing engagement with the trailing face 56 of piston 35. As will subsequently be explained in detail, these leading and trailing faces 55 and 56 engage and seal against each other when pistons of both rotors are in the intersecting space 33 of the cylinders.

Shown in one of the spaces 31 between

pistons

38 and 39 of intake rotor 17 is a combustible charge 100. This charge 100 was previously received through the intake port 91 when the space 31 was in communication with the intake port.

At FIG. 12,

pistons

38 and 39 have advanced and

pistons

35 and 36 have also advanced so the leading edge 55 of piston 36 engages the trailing edge 56 of piston 38. The engagement of the pistons with subsequent sealing along the

faces

55 and 56 occurs during the initial engagement of leading face 55 with trailing face 56 so the combustible mixture 100 is partially compressed as a result of the decrease in volume resulting from the front portion of piston 36 entering the intersecting space 33 between

pistons

38 and 39.

As

pistons

36 and 39 advance further to the position of FIG. 12A, all the combustible mixture 100 is now confined in the opposed recesses 61 and 96. What transpired during the movement of piston 39 from the position of FIG. 12 to the position of FIG. 12A is that combustion recess 61 was in communication with the space ahead of leading face 55 of the piston through the spark plug recess 96 while the charge 100 was compressed as a result of movement of the piston 39 toward the piston 36 which completely closed the intersecting space 33 of the cylinders.

As a result, the charge 100 was compressed and forced around the edge 101 of the piston into the opposed recesses 61 and 96. During communication of

recesses

61 and 96, charge 100 was ignited by the spark plug at an appropriate time.

By virtue of this arrangement of the opposed recesses 61 and 96, there is possible for a short period of time, constant volume type combustion of the charge in these opposed recesses. As shown at FIG. 12B lip 101 has moved to a position where recess 61 communicates with the space behind trailing face 56 of piston 36. However, leading face 55 of piston 39 at this position of the pistons still seals against the trailing face '56 so the effect of the now ignited charge 103 on the trailing face 56 is to drive piston 36 in the direction of arrow 85 and thereby impart power to rotor 15.

This expansion of the charge 103 occurs quite rapidly and as a result of the configuration of recess 61, is wholly in a direction toward the trailing face 56 of piston 36.

It has been found that the time that recess 61 is in the position of FIG. 128 where the recess commmunicates with spark plug recess 96 is sufficient for the combustion gases 103 to pass into the space behind trailing face 56 of piston 36 and obtain substantial driving force on this piston. By virtue of the continued sealing engagement between leading face 55 of piston 39 and trailing face 56 of piston 36, virtually all the combustion gases 103 are contained in the space 30 between

pistons

35 and 36 as shown in FIG. 12C.

Additional exhaust port 99 is so located that when the trailing edge 56 of piston 36 passes port 99, the exhaust gases 103 exhaust so the pressure within space 30 is substantially atmospheric. The final exhausting of combustion gases 103 occurs through exhaust port 87 as shown at FIG. 12D. In this position of the pistons, the remaining portion of the combustion gases 103 are driven out of space 30 as a result of the decrease in volume of the space 30 when piston 38 crosses in front of piston 36. Ultimately, a position of the pistons is reached as shown at FIG. 11 where all the residual exhaust has been driven through port 87.

With reference to FIG. 12, as charge 100 is being compressed, piston 38 moves from the position of FIG. 12 to the position of FIG. 12A while piston 36 extends across interesecting space 33. As a result, a low pressure region is formed in the space 104 behind piston 38, and this space is in communication with inlet port 91. As a result, a new charge 105 is drawn into cylinder 16 in the space 104 behind piston 38. It will be noted with reference to FIG. 128 that piston 39 has almost closed inlet port 91 when the pistons are in the position of FIG. 123.

Where the engine has rotors l5 and 17 each with two pistons, there are two intakes and combustions during each revolution of the rotors. The engine, however, op-

erates on a four cycle principal but requires no moving valves but merely ports such as the

ports

87 and 91, and if desired, the additional port 99 for exhaust. The pistons themselves open and close these ports at the proper time during operation of the engine. As a result, the number of moving parts in the engine is substantially less than that of existing engines. The elimination of moving valves results from the relative locations of the intake and exhaust ports relative to the intersecting space 33 between

cylinders

14 and 16.

There are several advantages to locating the intake port 91 immediately downstream from the intersecting space 33 between the cylinders. One advantage obtained is that the new charge 105, shown in FIG. 12A, which is drawn into the space 104 behind the cylinder 38, as shown at FIG. 12A, subsequently functions to cool the leading edge 55 of the piston 39 when this piston reaches the position shown in FIG. 128. At the same time, the charge is preheated as a result of the heat transferred from this leading face 55 of piston 39. In addition, since the charge 105 is in the space between the

pistons

38 and 39 for approximately 270 of rotation of these pistons, the charge is well mixed even before compression begins as shown at FIG. 12 As a result of compressing the well mixed charge, ignition occurs in a uniform and predictable manner when spark plug 95 is energized.

A second embodiment of the power conversion devise of this invention and which does not require the external gearing including the

gears

20, 26, 27, and 29 of the first embodiment will now be described. This second embodiment has particular utility where small size is required and where external gears for maintaining the rotors in synchronism are deemed undesirable.

In this second embodiment of the power conversion device as shown at FIGS. 13 and 14, the rotors 110 and 111 are arranged in the manner shown for the first embodiment, and both rotors can be of the same diameter. Where the rotors are of the same diameter each rotor has an equal number of pistons such as the pistons 1'12 and 113 on the rotor 110 and the pistons 114 and 115 on the rotor 111. Each of the pistons have the same 45 angle leading and trailing faces previously explained for the pistons of the embodiment of FIG. 1. A significant difference between the embodiments of the power conversion devices is, however, that the embodiment of the power conversion device of FIGS. 13 and 14 has pistons which are of a length as measured between the leading and trailing faces which is shorter than the width between their side faces. In addition, the distance between the pistons is the same as the length of the space between pistons on other rotor or very slightly smaller other rotor to provide running clearance.

FIG. 13, and its orthographically projected side view FIG. 14, illustrates generally the above described second embodiment. For a fuller understanding of the relationship between the elements of the rotors reference is made to the unrolled schematic showing of FIG. 15 wherein rotors 110 and 111 rotate in the direction of the

respective arrows

120 and 121.

Pistons 1 l2 and l 13 on rotor 110 are in mesh respectively with pistons 114 and 115 of the rotor 111. In addition to the broad engagement between the trailing face 117 of piston 112 and the leading face 116 of piston 1 14, it can be noted that the trailing face 1 19 of departing piston 115 still engages the leading face 122 of piston 112 for a while after the leading face 125 of advancing piston 113 has come into engagement with trailing face 118 of piston 114.

By virtue of this arrangement, a piston of one rotor It is to be observed with particularity with regard to piston 114, that this piston has a circumferential extent as measured between its leading face 116 and its trailing face 118 which is less than the width of the pistons as measured between their side faces 123 and 124.

A similar relationship exists with regard to rotor 110, by virtue of this arrangement, a piston on one rotor such as the pistonv 114 on the rotor 111 will always be in mesh with two pistons on the other rotor.

The advantage of the embodiment of the power conversion device of FIGS. 13-15 is the absence of the external gearing used in the embodiment of the power conversion device 1 of FIGS. 1-10. By examination of external gearing, compression and expansion pressures are directly absorbed by the pistons to maintain close contact and more accurate register of the pistons.

While two embodiments of means for maintaining synchronization of the rotors has been shown and described, it is'to be understood that other means can be employed.

A third embodiment of the power conversion device of this invention will now be described. In the third embodiment, with reference to FIGS. 16-17, there are three rotors -132 each having two pistons mounted thereon. This arrangement is quite similar to the embodiment of the power conversion device 1, of FIGS. 1 to 10 in that the

rotors

130 and 131 cooperate in a manner like the rotors l7 and 15 respectively, but in addition, there is a third rotor 132 mounted for rotation about an axis parallel to the axis of rotation of rotor 130 which intermeshes with the rotor 131.

As shown at FIGS. 16-17, rotor 131 has

pistons

133 and 134 equally spaced apart circumferentially and these

pistons

133 and 134 alternately mesh with the pistons 135 and 136 of rotor 132 and

pistons

137 and 138 of rotor 130.

The arrangement of the embodiment of the power conversion device of FIGS. 16-17 can be used as a motor by providing suitable inlet ports communicating with the cylinder for rotor 131 such that there are two intakes per revolution, in which instance the rotor 131 would be the intake rotor and

rotors

130 and 132 in this instance would each be power rotors. The relationships of the parts as illustrated in FIGS. 11-12D being the same, the combustible mixture drawn in by the intake rotor 131 would be compressed and ignited four times for each revolution of the rotor 131.

Alternatively, the embodiment of the power conversion device of FIGS. 16-17 could be used as a pump or compressor where the rotors 130 are each both intake and discharge rotors and the rotor 133 is merely an idler rotor which provides for sealing at the faces of the pistons to provide for compression by the

rotors

130 and 132.

The leading face 55 and trailing face 56 of each piston, such as piston 38 of FIG. 6, is not a plane surface,

but is instead a curved or warped surface to obtain substantial surface to surface contact between a leading face of a piston on one rotor and the trailing face of a piston on the other rotor. With reference to FIG. 19 there is shown schematically a rotor 140 rotatable in a plane 141 and which meshes with a rotor 142 rotatable in a plane 143. Rotor 140 has an imaginary radius 144 which is common to an imaginary radius 145 of the rotor 142 in the region 146 which is common to the pistons of each rotor. If the radius 144 is rotated about its axis 147, at an angular velocity equal to the angular velocity of advance of the rotor 142, a geometrical surface will be formed on rotor 142 which closely approximates the geometrical surface of the leading and trailing faces of each piston of the power conversion device of this invention.

Hence, while the precise curvature of these leading and trailing faces of the pistons is not known, the configuration of these surfaces approximates the surface formed by a line passing through the geometric center of each rotor and perpendicular to the axis of each of the rotors and which is rotated about one of the axes at the same angular velocity (or where the rotors are of different sizes, at the same linear speed) as the angular velocity of rotation of the rotor about the other axis,

Since both the leading and trailing faces of each piston are at an angle of 45 to the axis of rotation of a rotor, each take the form of a 45 angle helix so that the surfaces of a leading face are in substantial engagement with the surfaces of a trailing face when any two pistons are in engagement with each other during operation of the power conversion device.

The operation of the power conversion device as a pump will now be explained with reference to FIGS. 20A-20E. It will be observed by comparing FIGS. 20A-20E with FIGS. 12-12E that only slight modification is required for the power conversion device to operate as a pump, or alternatively, as a fluid engine. As shown at FIG. 20A, there is an inlet 150 and a. discharge 151 positioned in the same positions as the respective intake and

exhaust ports

91 and 87 of the embodiment of the power conversion device of FIGS. 1-12D, where the power conversion device is used as a internal combustion engine.

In addition, at the other side of the common or intersecting space 33 there is an additional inlet 152 and an additional discharge 153, in the embodiment of the power conversion device of FIGS. 20A-20E. There are

pistons

154 and 155 of a rotor 156 which rotates in a cylinder 157. In addition, there are

pistons

158 and 159 on a rotor 160 which rotates in a cylinder 161.

As shown at FIGS. 20A and 20B, a fluid 162 previously in the space between

pistons

158 and 159 is being compressed by the continued advance of the piston 159 against the side face of piston 155 which now seals against piston 158 at the crossover intersecting space 33 such that the fluid 162 is forced out through discharge 151.

Slightly after the piston 158 leaves engagement with the piston 155, a low pressure region is created behind the piston 158 as a result of its movement such that an additional charge 163 of fluid is drawn through inlet 152 into the space behind the piston 158. Simultaneously, piston 159 continues to expel fluid 162 through the discharge port 151 as shown at FIG. 20C.

The continued intake or induction steps are shown at FIGS. 20D and 20B where it is ultimately noted in FIG. 20E that the fluid 163 is in the space between the

pistons

158 and 159. At the same time that the rotor 160 is compressing the charges 162 and the rotor 156 goes through induction.

As piston 159 of rotor 160 is compressing fluid 162, inlet port is uncovered and fluid 164 is drawn into the space behind the piston 154. The fluid remains trapped between the pistons 154 and until these pistons again reach the position of FIG. 20A where the fluid 164 is expelled'through discharge 153, and substantial compression is obtained.

It is to be noted again that in the embodiment of the power conversion device or pump of FIGS. 20A-20E, it is the side faces of the pistons which open and close the inlet and discharge ports, and that no valves separate from the mere ports 150453 are required. It may, in some instances, be desirable to install check valves on

discharges

153 and 151 to prevent reverse flow into the engine until the pressure within the cylinders exceeds the back pressure in a reservoir (not shown) into which the fluid is expelled.

While several preferred embodiments of the power conversion device of this invention have been shown and described, it is to be understood that numerous changes can be made without departing from the scope of this invention as set forth herein and specified in the appended claims.

What is claimed is:

1. A power conversion device, comprising, a casing; an intake rotor and a power rotor intermeshing with each other and mounted respectively for rotation in intersecting planes within the casing; each of the rotors including a piston projecting from each rotor, the piston having a beveled leading edge, a beveled trailing edge, and side faces joining the leading and trailing edges; the leading and trailing edges of the pistons engaging and sealing against each other during rotation of the rotors; the casing mounting the rotors for rotation in close fitting relation to the side faces of the pistons, the casing including first and second circumferential spaces intersecting at the intermeshing region of the rotors; a combustion chamber defined in part by a first ece sionar Q t e fi s circumfereatial spas fth casing and at a location adjacent to but spaced from the location of intersection of the circumferential spaces, and defined in part by a second recess in a side face of the piston of the intake rotor at a location adjacent to but spaced from the leading edge of the intake rotor piston, said second recess being between the leading and trailing edges of the piston; the second recess of the intake rotor piston opposing the first recess in the wall of the casing during at least a portion of each revolution of the intake rotor and communicating combustion pressures in the first recess to the second circumferential space in a direction toward the trailing edge of the power piston; whereby, pressures from combustion within the power conversion device are directed away from the leading edge of the intake piston.

2. A power conversion device according to claim 1 wherein the beveled leading and trailing edges of the several pistons are each surfaces; sufaces; and the surfaces are in substantial surface to surface sealing engagement during at least a portion of each revolution of the rotors.

3. A power conversion device according to claim 2 wherein the intersecting planes in which the intake and power rotors rotate are perpendicular to each other; and the leading and trailing edges of the pistons are 45 angle helical surfaces.

4. A power conversion device according to claim 1 wherein said second recess of the combustion chamber is wholly within the side face of the piston of the intake rotor and is isolated from the leading edge of the piston.

5. A power conversion device according to claim 1 wherein an exhaust port communicates with said second circumferential space at a location immediately ahead of the intermeshing region of the rotors; and an inlet port communicates with the first circumferential space at a location immediately following the inter-- meshing region of the rotors.

6. A power conversion device according to claim 5 wherein an additional exhaust port communicates with the second circumferential space at a location spaced from the intermeshing region of the rotors by a distance approximating the length of a piston as measured between its leading and trailing edges.

7. A power conversion device according to claim 6 wherein the inlet port, exhaust port, and additional exhaust port are periodically closed by side faces of the rotor pistons.

8. A power conversion device according to claim -1 wherein the engine further includes means connecting the rotors together for rotation in synchronism.

9. A power conversion device according to claim 8 wherein the means connecting the rotors for rotation in synchronism includes a gear train externally of the casmg.

10. A rotary energy conversion device according to claim 6 wherein the casing further includes additional circumferential space intersecting the first circumferential space at a location spaced from the intersection of the first and second circumferential spaces; additional rotors mounted for rotation in the additional circumferential space, the additional rotors having a piston like the aforementioned pistons intermeshing with the pistons of the first rotor at the intersection of the first and additional circumferential spaces.

11. A rotary energy conversion device according to claim 10 wherein the first and additional rotors are mounted for rotation in the same plane, with the axes of rotation of the rotors are parallel.

12. A rotary energy conversion device according to claim 11 wherein an additional inlet communicates with the first circumferential space at a location immediately beyond the location of engagement of the first piston with the additional piston; and an additional outlet communicates with the additional circumferential space at a location immediately ahead of the location of engagement of the first and additional pistons.

13. A power conversion device, comprising a casing; an intake rotor and power rotor intermeshing with each other and mounted respectively for rotation in intersecting planes and respectively within first and second circumferential spaces in the casing; the first and second circumferential spaces intersecting at the intermeshing region of the rotors; each of the rotors including a piston projecting therefrom; a combustion chamber defined in part by a first recess in a wall of the first circumferential space of the casing and at a location spaced from the location of intersection of the circumferential spaces, and defined in part by a second recess in the piston of the intake rotor, the second recess of the intake rotor piston opposing the first recess in the wall of the casing during at lest a portion of each revolution of the intake rotor and communicating combustion pressures in the first recess to the second circumfer'ential'space in a direction toward the power piston; whereby, pressures from combustion within the power conversion device are directed away from the intake piston.

UNITED STATES PATENT OTTICE v CERTIFICATE OF CORRECTION 3,8bl3276 Dated October 15, 197A PRIN I bK'b IHIM l-l Patent No.

Inventor(s) It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected .as shown below:

Column 12, line 6A, after "each" delete "surfaces; surfaces;" and insert helical surfaces;

Column 1 T, line 32, the word "lest" should read.

- least Signed and sealed this 17th day of December 1974.

(SEAL) Attest:

McCOY M. GIBSON JR. C. I- ARSHA'LL DANN Attesting Officer Commissioner. of Patents FORM P0-1o50 (JO-69L uscomm-oc 60376-1 us, aovmansm PRINTING omcs: 93

Claims

1. A power conversion device, comprising, a casing; an intake rotor and a power rotor intermeshing with each other and mounted respectively for rotation in intersecting planes within the casing; each of the rotors including a piston projecting from each rotor, the piston having a beveled leading edge, a beveled trailing edge, and side faces joining the leading and trailing edges; the leading and trailing edges of the pistons engaging and sealing against each other during rotation of the rotors; the casing mounting the rotors for rotation in close fitting relation to the side faces of the pistons, the casing including first and second circumferential spaces intersecting at the intermeshing region of the rotors; a combustion chamber defined in part by a first recess in a wall of the first circumferential space of the casing and at a location adjacent adjacent to but spaced from the location of intersection of the circumferential spaces, and defined in part by a second recess in a side face of the piston of the intake rotor at a location adjacent to but spaced from the leading edge of the intake rotor piston, said second recess being between the leading and trailing edges of the piston; the second recess of the intake rotor piston opposing the first recess in the wall of the casing during at least a portion of each revolution of the intake rotor and communicating combustion pressures in the first recess to the second circumferential space in a direction toward the trailing edge of the power piston; whereby, pressures from combustion within the power conversion device are directed away from the leading edge of the intake piston.

3. A power conversion device according to claim 2 wherein the intersecting planes in which the intake and power rotors rotate are perpendicular to each other; and the leading and trailing edges of the pistons are 45* angle helical surfaces.

5. A power conversion device according to claim 1 wherein an exhaust port communicates with said second circumferential space at a location immediately ahead of the intermeshing region of the rotors; and an inlet port communicates with the first circumferential space at a location immediately following the intermeshing region of the rotors.

8. A power conversion device according to claim 1 wherein the engine further includes means connecting the rotors together for rotation in synchronism.

9. A power conversion device according to claim 8 wherein the means connecting the rotors for rotation in synchronism includes a gear train externally of the casing.

13. A power conversion device, comprising a casing; an intake rotor and power rotor intermeshing with each other and mounted respectively for rotation in intersecting planes and respectively within first and second circumferential spaces in the casing; the first and second circumferential spaces intersecting at the intermeshing region of the rotors; each of the rotors including a piston projecting therefrom; a combustion chamber defined in part by a first recess in a wall of the first circumferential space of the casing and at a location spaced from the location of intersection of the circumferential spaces, and defined in part by a second recess in the piston of the intake rotor, the second recess of the intake rotor piston opposing the first recess in the wall of the casing during at lest a portion of each revolution of the intake rotor and communicating combustion pressures in the first recess to the second circumferential space in a direction toward the power piston; whereby, pressures from combustion within the power conversion device are directed away from the intake piston.