Note: Descriptions are shown in the official language in which they were submitted.
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BACKGROUND
On application for a patent in the United States of
America, it was found that similar patents existed in Canada
and Europe: U. S. patent number 1, 560,624 to Varley; German
5 patent number 561,766 to Otto; France patent number 825,643
to Rigaut; Canada patent numbers 486,192 and 567,297 to
Jones; and German patent number 1, o64, o76 to Lagemann.
Patent number 1,560,624, Fig. 1: the rotor consists of
an inner and outer ring structure not reaching a full 360
circleO This configuration needs large, massive seals in
the core of the engine to prevent escape of fluid when the
rotor is at O and 180 displacements. These seals are not
practical and not nessesary with this invention.
Patent number 561,766: the rotor is a disk with sliding
partitions that divide the space between the rotor and hous-
ing into compartments. The patent is not comparable with
this invention because the rotor rotates about its axis.
This configuration dictates a lot of wear on the many frail
sliding partitions and presents sealing problems. It is
20 also very susceptible to material expansion and contraction
upon the temperature variations encountered with motor opera-
tions.
The other patents involve single ring structures that
are not independant rotors but are attached to moving guide-
25 walls. These guidewalls are troublesome and unnessesary, aswill be shown later.
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BRIEF DESCRIPTION OF THE DRAWINGS
Fig, 1 is a sectional view along line A-A of Fig, 3
showing the motor 340
Fig, 2 is a sectional view along line B-B of Fig, 3
showing the compressor 350
Fig, 3 is a longitudinal view in section of the engine.
Fig, 4, found below Fig, 2, is a sectional view along
line C-C of Fig. 5 showing a simple pressure regulated pump 65,
Fig, 5, found below Fig, 2, is a longitudinal view in
section of the simple pressure regulated pump 65,
Figo 6, found below Fig, 3, is a plan view in section
of the fuel injector 550
Fig, 7, found below Fig, 1, is a partial cut-out view
of the arrangement of the rotor's bias sealings 43 and edge
sealings 44.
Fig, 8 through Fig. 11 are diagrammatic representations
illustrating the movement of the rotor through one rotation
of the driveshaft 45,
Figo 12 is a sectional view along line D-D of Fig, 13
showing the first work chamber of the twin-pump/motor,
Figo 13 is a longitudinal view in SeCtiQn of the twin
pump/motor,
Figo 14a through Fig, 14d, found below Fig, 13, show the
twin-pump entrance port 66, exit duct 88 and control shaft 90
with the openings for the first work chamber 86 used as a pump,
Fig, 15a through Fig, 15d, found below Fig, 13, show the
duct and shaft openings for the second work chamber 87 used
as a pump.
Fig, 16a through Figo 16d, found below Fig. 12, show the
exit duct 88 and the control shaft 90 openings for the first
work chamber 86 of Figo 13 used as a hydraulic motor,
Fig, 17a through Fig, 17d, found below Fig, 12, show the
duct and shaft openings for the second work chamber 87 of
Fig, 13 used as a hydraulic motor,
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SPECIFICATION
This invention relates to an internal combustion engine
or a pump or variable hydraulic twin-pump and motor forming
a hydraulic transmission.
DESC~IPTION OF THE ~OMBUSTION ENGINE
In Fig. 1 Through Fig. 7
Fig. 1 is a sectional view along line A-A of Fig. 3
showing the motor 34. The rotor 42 is constructed of two
different arc structures each composed of three differently
sized arcs. The two ends of the open arc structure do not
meet, but the sum of the angles of all the arcs that make up
the structure equals 360. The arc structures 40 and 41,
along with the space within them form the independant rotor 42.
The rotor is connected to the cam 48 of the driveshaft 45 by
a sleeve bearings 49 which have a guide-keyway 51 around them
and are kept in their position by a guide-key 50 on the rotor.
Unlike the drivecam which is solidly mounted to the drive-
shaft, the guidecams 54 rotate about the guideshafts 52, and
act as bearings themselves. The rotor and the cams of the
guideshafts are held in their position by the positioning
20 sleeves 53. These sleeves are pushed from both sides onto
the guideshafts and lie against the sidewalls: frontwall 31
and midwall 32 in the motor; midwall and backwall 33 in -the
compressor 35; and frontwall and backwall in the pump 65.
They make sure that the rotor always rotates without dis-
25 turbing the sidewalls. For the nessesary room between therotor, sidewalls and housing 30, the sealings 43 and 44
are provided within the rotor. The engine is cooled by
water flowing through the canals 79. The canals are con-
nected at the inlet 80 and outlet 81. The water flow is
30 sealed off from the engine by the gasket 82 running the
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length of the canals. The midwall 32 has four openings:
one for the burning fuel mixture from the preburner 61;
two for the guideshafts; and one for the driveshaft which
must be large enough for the drivecam to pass through. The
5 midwall also has two borings 77 from the driveshaft opening
47 that permit oil to return to the oil pan 78.
Fig. 2 is a sectional view along line B-B of Fig. 3
showing the compressor 35. The rotor 42 in the compressor
is identical to the rotor in the motor 34 except for the
left end 36 which is rounded off. On the driveshaft 45, the
cam 48 is displaced by 180 to the cam of the motor. The
compressor rotor takes air from the entrance port 37 on the
right side and forces it through the two one-way valves 38
and 39 built into the backwall 33 on the left side. The
preburner 61 sits in a chamber 63 built into the housing 30
and backwall.
FigD 3 is a longitudinal view in section of the engine.
All three shafts 45 and 52 are inlaid into the frontwall 31
and backwall 33, with the driveshaft 45 allowed to rotate
freely on the ball bearings 46.
Fig. 4, found below Fig. 2, is a sectional view along
line C-C of Fig. 5 showing a simple pressure regulated pump
65. This pump is used both as the fuel pump 73 or as the
oil pump 74 with slight modifications. The rotor 42 is of
the same structure as the rotor in the motor or compressor,
and is driven by the motor driveshaft through a series of
gears. The pump housing 30 has a pa3sageway 68 that allows
the fluid to circulate rather than leave the pump when the
valve 69 is open. The valve is regulated by the adjustable
30 spring 70.
FUEL PUMP
The valve 69 is held open by the spring 70 pulling on
the lever arm 71. This causes the fuel to circulate within
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the pump and no fuel is drawn in at the entrance port 66.
When the lever arm is manually pushed, the valve closes,
building up fluid pressure at the exit port 67 and the fuel
is pumped through to the fuel injector 55 of Fig. 6. The
idle pin 72 is positioned to keep the valve partly closed at
all times, unless pushed away, opening the valve completely
and starving the motor of fuel, thereby shutting off the
engine.
OIL PUMP
lQ The valve 69 is held closed by the spring 70 pushing on
the lever arm 71. This causes oil to be drawn in at the
entrance port 66 and pumped out at the exit port 67. If the
oil pressure at the exit port becomes too high, the valve will
open against the force of the spring 70 and releaves the
excess pressure.
Fig. 5, found below Fig. 2, is a longitudinal view in
section of the simple pressure regulated pump 65.
Fig. 6, found below Fig. 3, is a plan view in section of
the fuel injector 55. As fuel from the fuel pump 73 of Fig. 3
iS pumped into the spring chamber 56, the pressure is trans-
fered to the back of the chamber through holes in the spring
adjustment locking nut 57, and to the front of the chamber
against the valve head 580 When the pressure exceeds the pre-
burner pressure from the opening 59 and the spring resistance,
the valve is pushed open, injecting pressurized fuel into the
preburner thrcugh the nozzle 60.
Fig. 7, found below Fig. 1, is a partial cut-out view
of the arrangemen-t of the rotor's bias sealings 43 and edge
sealings 44. The bias sealings run along the entire inner
and outer arc structures 40 and 41 of Figo 1, set into the
sides of the rotor 42. They are held against the sidewalls
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by the springs at various points. They also run through
each edge sealing. When the edge sealings are not in contact
with the housing, the bias sealings prevent them from fall-
ing out. Upon contact with the housing the edge sealings are
pushed into the rotor~ It is therefore nessesary to have a
clearing space 83 below the bias sealing and above the edge
sealing to accommoda-te this movement~
DESCRIPTION OF ROTOR MOTION AND CYCLE STAGES
In Fig~ 8 Through Fig. 11
Fig. 8 through Fig. 11 are diagrammatic representations
illustrating the movement of the rotor through one rotation
of the driveshaft 45. The rotor's shape divides the inven-
tion's internal work space into two distinct systems: an
inner system 84 and an outer system 85. Each system takes
two full rotations of the driveshaft to completely cycle
fluid through the invéntion: one rotation as an intake cycle
and one as an exhaust cycle. However, both intake and exhaust
cycles are occurring simultaneously within the invention and
this implys a new intake cycle is started at every rotation.
The inner and outer systems start their intake cycles 180
apart with respect to the rotor position and this leads to a
continuous intake and exhaust, giving this invention its
turbine-like characteristics.
FIG. 8 - DRIVE CAM AT 180 DISPLACEMENT
Inner intake c~cle: The inner intake cycle begins.
Inner exhaust cvclel The inner exhust cycle begins.
With one more complete rotation of the driveshaft, the fluid
in the inner system 84 will be eliminated from the internal
work space.
Outer intake c~cle: The outer intake chamber 85a con-
tinues to expand, filling with fluid. There is no longer a
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common opening with the inner intake chamber 84a.
Outer exhaust c~cle: The outer exhaust chamber 85b is
contracting, forcing the fluid out the exit port 67.
FIG. 9 - DRIVECAM AT 270 DISPLACEMENT
Inner intake cycle: The inner intake chamber 84a begins
to expand, allowing fluid to enter from the entrance port 66.
At this stage, fluid also continues to enter the outer intake
chamber 85a.
Inner exhaust c~cle: The inner exhaust chamber 84b is
exposed to the exit port 67 and any pressure within the cham-
ber is relieved~
Outer intake c~cle: The outer intake chamber 85a ex-
pands furtherO
Outer exhaust c~cle: The outer exhaust chamber 85b is
contracting further until all the fluid is forced out of the
chamberO
FIG. 10 - DRIVECAM AT 0 DISPLACEMENT
Inner intake c~cle: The inner intake chamber 84a con-
tinues to expand, filling with fluido There is no longer a
common opening with the outer intake chamber 85a.
Inner exhaust c~cle: The inner exhaust chamber 84b is
contracting, forcing the fluid out the exit port 67.
Outer intake c~cle~ The outer intake cycle begins.
Outer exhaust c~cle: The outer exhaust cycle begins.
With one more complete rotation of the driveshaft, the fluid
in the outer system 85 will be eliminated from the internal
work space.
FIG. 11 - DRIVECAM AT 90 DISPLACEMENT
Inner intake cycle: The inner intake chamber 84a ex-
pands further.
Inner exhaust c~cle: The inner exhaust chamber 84b is
contracting further until all the fluid is forced out of the
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chamber.
Outer intake cycle: The outer intake chamber 85a begins
to expand, allowing fluid to enter from the entrance port 66.
At this stage, fluid also continues to enter the inner intake
chamber 84a.
Outer exhaust c~cle: The outer exhaust chamber 85b is
exposed to the open exi-t port 67 and any pressure within the
chamber is relieved.
COMBUSTION ENGINE OPERATION
CARBURETION & COMBUSTION
Gas flowt Fig. 4 shows the interior of the fuel pump
73 of Fig. 30 The idling pin 72 keeps the valve 69 partially
closed at all times and the developing fuel pressure at the
exit port 67 overcomes the spring pressure of the fuel in-
jector 55 of FigD 3.
Fig. 6 shows the interior of the fuel injector. Fuel
from the fuel pump is transfered to the fuel injector through
a gas line (not shown). The fuel pressure overcomes the
spring 56 and pushes in the valve head 58 uncovering the
fuel injector nozzle 60 and sprays fuel into the preburner
61 of Fig. 3D
Air flow: F-ig. 2 shows the interior of the compressor
35 of Fig. 3. As was mentioned earlier, the rotor has a
rounded end 36 that remains in contact with the compressor
housing 30 through 0 to 180 rotation of the driveshaft 45
(see Figs. 10, 11 and 8). This implies two unique air ex-
haust systems: a low pressure system serviced by a one-way
valve in the exit port 38 and a high pressure system serviced
by a one-way valve in the exit port 39D
Fig. 3 shows the low pressure exhaust system. It is
active throughout the compressor's rotation. Air is forced
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through the one-way exit port 38 and is pumped through an
air line (not shown) to a low pressure air chamber 63 sur-
rounding the preburner 61. This low pressure compressed
air is drawn into the preburner through a series of openings 64.
Fig. 3 also shows the high pressure exhaust system. It is
only active through half of each driveshaft rotation. Starting
at 0displacement of the cam (see Fig. 10), the air in the
inner exhaust chamber 84b is forced through the one-way exit
port 39 and pumped through an air line (not shown) to the
back of the fuel injector 55. This high pressure air flows
around the fuel injector and mixes with the fuel slightly
ahead of the glow head 62 within the preburner 61.
Combustion: Fig. 3 also hows the interior of the pre-
burner. The fuel/air mixture becomes ignited by the glowhead
62. The burning mixture is forced through the preburner to
the intake of the motor 34 by the air entering through both
the high and low pressure systems and by the draw created by
the movement of the rotor in the motorO
Fig. 1 shows the interior of the motor. The burning
mixture enters the motor through the intake 66 and begins
the power cycle (intake cycle) as explained in Figs. 8 through
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COMBUSTION ENGINE OPERATION
~UBRICATION
Fig. 4 shows the interior of the oil pump 74 of Figo 3
which is identical to the fuel pump 73 of Fig. 3 except that
the idling pin 72 does not exist and the adjustable spring 70
is in compression, keeping the valve 69 closed. Oil is pumped
at all times through the exit port 67. If oil pressure at the
exit port becomes too great, the valve opens slightly, re-
lieving the excess pressure.
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Fig. 3 shows the location of the oil pump 74 and thelubrication system. Oil from the oil pump is transfered to
four openings 75: two through the frontwall to the motor 34
and two through the backwall to the compressor 35. The
5 rotors, guidecams and the driveshaft disperse the oil, lubri-
cating the rotor sealings. Excess oil leaves the rotor
housing through outlets 76 in the frontwall and backwall and
through borings 77 in the midwall 32. The oil then collects
in the oil pan 78.
Fig. 2 shows the location of the oil inlets 75 and out-
lets 76 within the backwall.
COMBUSTION ENGINE OPERATION
COOLING
Fig. 1 shows the interior of the motor 34 of Fig. 3.
Coolant enters the motor through inlet 80 and is transfered
15 to two canals 79 that encircle the end of the preburner and
the motor housing 30. The coolant leaves the motor through
the outlet 81.
Fig. 3 shows the two canals 79 and the gasket 82 enclosed
in the motor housing to prevent coolant from escaping be-
tween housing, frontwall 31 and midwall 32.
DESCRIPTION OF THE HYDRAULIC SYSTEM
In Fig. 12 Through Fig. 17
In addition to a combustion engine, this invention canbe used as a variable flowrate hydraulic twin-pump, a vari-
able speed hydraulic twin-motor, or in combination, a hydrau-
25 lic transmission.
Fig. 12 is a sectional view along line D-D of Fig. 13
showing the first work chamber of the twin-pump/motor.
It is similar in design to the simple regulated pump, with
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modifications made to the entrance and exit ports. An exit
duct 88 with various openings acts as a exit valve, and a
control shaft 90 sits in the passageway 68 and controls the
amount of fluid return.
Fig. 13 is a longitudinal view in section of the twin-
pump/motor. The exi-t duct 88 and the control shaft 90 are
moved in tandom by the lever arm 92 and the gears 89 and 91.
HYDRAU~IC TWIN-PUMP
Figo 14a through Fig. 14d, found below Fig. 13, show the
twin-pump entrance port 66, exit duct 88 and control shaft 90
with openings for the first work chamber 86 used as a pumpO
Fig. 15a through Fig. 15d, found below Fig. 13, show the
duct and shaft openings for the second work chamber 87 used
as a pump.
Each drawingshows the duct rotated a further 45 clock-
wise and the shaft rotated 45 counter clockwise.
Fi~o a: The twin-pump is in "idle" mode. The exit duct
for both pumps is closed and the passageway 68, controlled by
the control shaft, is open. Fluid is being recirculated
within the twin-pump and none is being drawn in at the entrance
port.
Fi~o b: The smaller first pump is operating and the
larger second pump is still recirculating.
Fi~. c: The smaller first pump is recirculating and
the second pump is operating.
Fi~, d: Both pumps are operating.
HYDRAU~IC TWIN-MOTOR
Figo 16a through Fig. 16d, found below Fig. 12, show the
exit duct 88 and the control shaft 90 openings for the first
work chamber 86 of Fig. 13 used as a hydraulic motor,
Fig. 17a through Fig. 17d, found below Fig. 12, show the
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duct and shaft openings for the second work chamber 87 of
Fig, 13 used as a hydraulic motor, along with the additional
bypass passageway 93.
Each drawing shows the duct rotated a further 45 clock-
wise and the shaft rotated 45 counter clockwise.
Fi~. a: The twin-motor is in "brake" modeO The exit
duct and control shaft for both motors are closed. Fluid
entering the entrance port is forced through the bypass
passageway in the second motor to the exit ducto
Fi~. b: Both motors are operating.
Fi~. c: The smaller first motor is recirculating and
the larger second motor is operating.
Fi~o d: The first motor is operating and the second
motor is recirculaingO
HYDRAULIC TRANSMISSION
The twin-pum and twin motor can be used in combination
as a hydraulic transmission. Given a constant flow rate
into the twin-motor, the speed of the driveshaft is varied
smoothly as the twin-motor is shifted (see Fig. 16 and Fign 17
a through d). At first the twin-motor is at rest and braked.
Then both motors are engaged and the driveshaft is slowly
drivenO Then the smaller first motor is cut out and the
larger second motor must turn faster. Lastly the first motor
is cut in again and the second motor is cut out, forcing the
first motor to turn even faster. This procedure in reverse
acts to brake the twin-motor.
The twin-pump can be used to vary the flow rate to the
twin-motor and expand the motor's speed range.
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