Note: Descriptions are shown in the official language in which they were submitted.
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1 326829
This invention relates to drive assemblies and
more particularly to a drive assembly that is partlcularly
suitable for use as a rotary internal combustion engine.
A multitude of designs have been proposed for
rotary internal combustion engines over the years and yet,
despite the multiplicity of such rotary designs, and
despite the obvious advantages of the unidirectional
movement inherent in the rotary design, the reciprocating
variety of engine continues to account for the vast
majority of internal combustion engines sold. This
presumably is because the various rotary designs proposed
have either been to complex to manufacture on
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a large scale, have been inefficient in operation, have
required an inordinate amount of maintenance, or have
had a relatively short product life.
This invention relates to a rotary internal
combustion engine of the type in which two rotating
pistons or vanes are connected to concentric shafts or
hubs with the leading and following pistons rotating in
a manner that allows the pistons to alternately approach
and move away from each other to permit the intake of a
lQ combustible fuel mixture, its compression, ignition,
expansion and exhaust. Prior art rotary internal
combustion engines of this type have suffered from an
inability to convert the somewhat promiscuous and
seemingly random movement of the two pistons into a
predictable, usable movement of an output shaft. Prior
art attempts to provide a predictable or usable movement
of the output shaft have involved the attempted use of a
predetermined program to control the compression and
expansion strokes wherein a fixed program of motion
between the pistons is established by the use of cams,
lobes, planetary gears, cranks, grooves, slots, rollers
or other similar linkages. However, these prior art
attempts to provide a predictable, usable movement of
the output shaft by providing a predetermined fixed
program of motion between the pistons have been
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unsuccessful since they have generated uncompensated stresses
which have tended to literally tear the engine apart. They
have also resulted in engine designs that are unduly complex,
unduly expensive to manufacture, and which require an
S inordinate amount of maintenance.
A rotary internal combustion engine overcoming many
of these problems with the prior art rotary internal
combustion engine designs is disclosed in applicant's United
States Patent No. 4,890,591. The engine of this patent
specification includes a housing; a first piston or vane
mounted for rotation in the housing on a fixed axis; a second
piston or vane mounted for rotation in the housing on the
fixed axis independently of the first vane; means precluding
rotation of either vane in one direction about the axis while
allowing free rotation in the other direction about the axis
so that the vanes may rotate freely in the other direction and
may simultaneously undergo relative rotation; and converter
means, includlng an output shaft, drlvlngly connected to the
vanes and operative to convert the rotatlon of the vanes in
such other direction as well as the relative rotation of the
vanes lnto a unidirectional, steady speed rotation of the
output shaft of the converter means. Whereas this engine
design eliminates many of the problems of the prior art rotary
internal combustion engines, the means provided to confine the
rotation of the vanes to a single direction may, ln certain
applications, generate undesirable engine vibration because of
the reaction forces being absorbed by the rotation confining
means.
: This invention is directed to the provision of an
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1 326829
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improved rotary internal combustion engine of the rotary
piston type. More specifically, this invention is directed to
the provision of an improved rotary internal combustion engine
which retains all of the advantages of the engine of United
States Patent No. 4,890,591 while eliminating the reactive
vibrations generated in that engine.
According to one aspect o$ the invention, a drive
assembly comprises means defining first and second chambers
arranged on a common fixed axis and axially spaced; a first
pair of vanes mounted ln said first chamber for independent
rotation about said axis; a second pair of vanes mounted in
said second chamber for independent rotation about said axis;
a first pair of concentric drive shafts positioned on said
axis and respectively drivingly secured to said first palr of
vanes; a second pair of concentric drive shafts positioned on
said axls and respectively drivingly secured to said second
pair of vanes: a housing positioned between said axially
spaced chambers and mounted for rotation about said axis;
: . first control means drivlngly lnterconnecting sald flrst pair
of drlve shafts to sald housing and operative to allow
clockwise movement of said first pair of drive shafts relatlve
to said housing while precluding relative counterclockwise
movement, so that said first pair of vanes may rotate freely
ln sald flrst chamber ln a clockwise dlrection and may
simultaneously undergo relative rotation; second control means
drivingly interconnecting said second pair of drive shafts to
said housing and operative to allow counterclockwise movement
of said second pair of drive shafts relative to said housing
while precluding relative clockwise movement, so that said
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- 4a
second pair of vanes may rotate freely in said second chamber
in a counterclockwise direction and may simultaneously undergo
relative rotation; first converter means, including a first
output shaft, drivingly connected to said first pair of vanes
and operative to convert the clockwise rotation of said first
pair of vanes and the relative rotation of said first pair of
vanes into unidirectional rotation of said first output shaft;
and second converter means, including a second output shaft,
drivingly connected to said second pair of vanes and operative
to convert the counterclockwise rotation of said second pair
of vanes and the relative rotation of said second pair of
vanes into unidirectlonal rotation of said second output
shaft.
According to another aspect of the invention, an
internal combustion engine comprises means defining a pair of
generally cylindrical combustion chambers arranged on a common
axis and axially spaced to define a space therebetween; a
first pair of vanes mounted in said first combustion chamber
for independent rotation about said axis; a second pair of
vanes mounted in said second combustion chambers for
independent rotation about said axis; a first pair of
concentric drive shafts positioned on said axis and
respectively drivingly secured to said first pair of vanes; a
second pair of concentric drive shafts positioned on said axis
and respectively drivingly secured to said second pair of
vanes; a housing positioned in said space between and mounted
for rotation about said axis; first ratchet means drivingly
interconnecting said first pair of drive shafts to said
housing and operative to allow clockwise movement of said
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1 32682~
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first pair of drive shafts relative to said housing while
precluding relative counterclockwise movement so that said
first pair of vanes may rotate freely in said first chamber in
a clockwise direction and may simultaneously undergo relative
rotation: second ratchet means drivingly interconnecting said
second pair of drive shafts to said housing and operative to
allow counterclockwise movement of said second pair of drive
shafts relative to said housing while precluding relative
clockwise movement, so that said second pair of vanes may
rotate freely in said second chamber in a counterclockwise
direction and may simultaneously undergo relative rotation;
first converter means, lncludlng a first output shaft,
drivingly connected to sald flrst palr of vanes and operatlve
to convert the clockwise rotation of said first pair of vanes
and the relative rotation of said first pair of vanes into
unidirectional rotation of said first output shaft; second
converter means, including a second output shaft, drivingly
connected to said second pair of vanes and operative to
convert the counterclockwlse rotation of sald second palr of
vanes and the relative rotation of sald second pair of vanes
into unldirectional rotation of said second output shaft; an
ignition device communicatlng with each combustlon chamber; at
least one intake port in each combustlon chamber spaced
circumferentially from the associated lgnition device; at
least one exhaust port in each combustion chamber spaced
clrcumferentlally from the associated ignltion device and the
assoclated intake port; and means for dellverlng a fuel charge
to each of sald combustlon chambers.
In the engine described herein, the engine housing
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- 4c
defines first and second chambers; a first pair of vanes is
mounted in the first chamber for independent rotation on a
common fixed engine axis; a second pair of vanes is mounted in
the second combustion chamber for independent rotation about
the fixed axis; first control means are provided to resist
rotation of the first pair of vanes in a counterclockwise
direction about the axis whlle allowing free rotation in a
clockwise directlon about the axis so that the flrst pair of
vanes may rotate freely in the first chamber in a clockwise
direction and may simultaneously undergo relative rotation in
the chamber; and second control means are provided to resist
rotation of the second pair of vanes in a clockwise direction
about the axis while allowing free rotation in a
counterclockwise direction about the axis so that the second
palr of vanes may rotate freely in the second chamber in a
counterclockwise direction and may slmultaneously undergo
relative rotation within the second chamber. This arrangement
allows the reactive forces generated by the vanes of the first
combustion chamber to be counterbalanced by the reactive
forces generated by the vanes of the second combustion
chamber.
According to a further feature disclosed herein, the
first and second combustion chambers are axially spaced and
the control means are positioned between the axially spaced
chambers. This arrangement provides a compact engine package
and simplifies the process of placing the reactive forces
generated in the two combustion chambers in counterbalancing
relation.
The control means described herein comprises a
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housing positioned between the first and second chambers and
mounted for rotation about the axis; first ratchet means
drivlngly interconnectlng the first pair of vanes to the
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housing and operative to allow clockwise mo~ement of the
first pair of vanes relative to the housing while
precluding relative counterclockwise movementi and
second ratchet means drivingly interconnectill~ the
second pair of vanes to the housing and operative to
allow counterclockwise movement of the second pair of
vanes relative to the housing while precluding relative
clockwise movement. This arrangement allows reactive
forces irom both co~oustion chambers to be applied to ~
common housing and allows the housing to undergo
rotation in the event that the reaction forces genera~ed
by the respective chambers become unbalanced.
In the disclosed embodiment of the invention,
the ~anes of the first pair of vanes are respectively
secured to a first pair of concentric shafts positioned
on the engine axis; the vanes of the second pair of
vanes are respectively secured to a second pair of
concentric chafts positioned on the engine axis, both
pairs of concentric shafts extend out of one side cf
their respective combustion chamber into the spac~
between the chambers for coaction with the
counterbalancing ratchet means; the pair of concentric
shafts associated with the first combustion chamber
extends out of the other side of that chamber to a first
converter means which includes a first output sha't and
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which operates to convert the clockwise rotation of the
first pair of vanes and the relative rotation of the
first pair of vanes into unidirectional rotation of the
first output shafts: and the pair of concentric shafts
S associated with the second combustion chamber extends
out of the other side of that combustion chamber for
coaction with a second converter means which includes a
second output shaft and which functions to convert the
counterclockwise rotation of the second pair of vanes
and the relative rotation of the second pair of vanes
into unidirectional rotation of the second output shaft.
According to a further feature of the
invention, the engine further includes a central output
shaft positioned on the axis rotatably within the first
and second pairs of concentric shafts and extending from
the first output shaft, through the first combustion
chamber, through the control means housing, through the
second combustion chamber, and through the second
converter means so as to deliver the power from both
2 a output shafts to one end of the engine for appropriate
power takeoff.
FIGURE 1 is a schematic, longitudinal cross-
sectional view of the invention engine:
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FIGURES 2, 4 and 5 are cross-sectional views
taken on li~es 2-2, 4-4 and 5-5 of FIGURE 1,
respectively;
FIGURE 3 is a perspective view of a vane and
shaft subassembly utilized in the invention engine; and
FIGURE 6 is somewhat schematic view of the
brake mechanism for use with the invention engine.
The invention engine, broadly considered,
comprises a housing means 10; a first vane assembly 12;
a second vane assembly 14; a control means 16; a first
converter means 18; and a second converter means 20.
Housing means 10 includes a base portion 22; a
first housing portion 24 upstanding from base portion
22; and a second housing portion 26 upstanding from base
portion 22 in axially spaced relation to housing portion
24. Housing portion 24 is cylindrical and defines a
cylindrical combustion chamber 24a therewithin. Housing
portion 26 is also cylindrical and defines a cylindrical
combustion chamber 26à therewithin. Housing portions 24
and 26 are coaxial so that cylindrical combustion
chambers 24a and 26a are also coaxial. A sparkplug or
glowplug 28 is provided at the top dead center location
in housing 24 and communicates with combustion chamber
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24a, and intake and exhaust ports 30 and 32 are provided
adjacent the lower end of the housing portion generally
opposite plug 28. For example, the intake and exhaust
ports may be located on opposite sides of, and each
approximately 20 degrees from, the bottom dead center or
six o`clock position on the housing portion. Similarly,
a sparkplug or glowplug 34 is provided at the top dead
center location in housing portion 26 and communicates
with combustion chamber 26a, and intake and exhaust
lQ ports (not shown) are provided adjacent the lower end of
the housinq portion generally opposite plug 34. A
suitable fuel mixture may be provided to intake port 30
of combustion chamber 24a by a fuel line 35 and a
~imilar fuel line (not shown) provides a fuel mixture
to the intake port of combustion chamber 26a.
Vane subassembly 14, as best seen in Figures l
and 3, i5 pO5~ tioned within housing portion 26 and
includes a first hollow shaft 36 including axially
6paced separate portions 36a and 36b: a second hollow
shaft 38 journalled concentrically within shaft 36; a
first rotary vane 40 secured to shaft portions 36a and
36b; and a second vane 42 secured to shafts 38.
Vane 40 includes aligned first and second
portions 40a and 40b. Portion 40a is secured to shaft
portion 36a along inner vane edge 40c and is secured to
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1 326829
-- 10 --
shaft portion 36b at 40d with an intermediate inner vane
edge portion 40e closely but slidably interfacing with
shaft 38. Similarly, vane portion 40b is secured to
shaft portion 36a along inner vane edge 40c and is
secured to shaft portion 36b at 40d with intermediate
vane edge portion 40e closely but slidably interfacing
with shaft 38.
Vane 42 includes first and second portions 42a
and 42b. Vane portion 42a is secured to shaft 38 along
inner vane edge 42c and closely but slidably interfaces
with shaft portion 36a at 42d and with shaft portion 36b
at 42e. Vane portion 42b is simllarly mounted and
dlsposed wlth respect to shaft 38 and shaft portions 36a
and 36b. Vanes 40 and 42 are conflgured to fit as
tightly as possible within combustion chamber 26a without
actually touching the chamber as they rotate relative to
the chamber. If desired, an internal oil or lubricant
may be used to protect the edges of the vanes and the
adjacent walls of the chamber although, with proper
control of the fit between the vanes and the walls of the
combustion chamber, an internal lubricant may not be
necessary. As seen, the vanes have a generally wedge-
shaped configuration in cross section. Although other
vane shapes may be used, the disclosed wedge shape is
desirable because, as the vanes approach
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each other during their relative rotation within the
combustion chamber, their faces move into a parallel
relationship to minimize the danger of any protrusions
on the faces of either vane coming into contact with the
5 adjacent vane.
Vane assembly 12 is essentially a mirror image
of vane assembly 14 and is positioned within combustion
chamber 24a. Assembly 12 includes vanes 44 and 46
coacting with shaft portions 48a and 48b and with shaft
10, 50 in the manner described with reference to assembly
14.
In the assembled relation of vane assemblies
12 and 14 within combustion chambers 24a and 26a, shaft
portions 36a and 36b are suitably and respectively
15 jourmllled in the opposite circular side walls 26b and
26c of hou~ing portion 26 and shaft portions 48a and 48b
are suitably and respectively journalled in circular
side walls 24b and 24c of housing portion 24.
Control means 16 includes a housing 52, first
2Q ratchet means 54, and second ratchet means 56.
Housing 52 includes a rim portion 52a and a
central hub portion 52b. Hub portion 52b is journalled
on the confronting inboard ends of shafts 38 and 50 to
mount housing 52 for rotation about the central
25 longitudinal axis of the engine.
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First ratchet means 54 includes a first
circular ratchet body 58 secured to shaft portion 48b
and a plurality of balls 60 respectively ensconced in a
plurality of circumferentially spaced pockets 58a
provided on the periphery of ratchet body 58, and a
second circular ratchet body 62 secured to shaft 50 and
including a plurality of balls 64 ensconced in a
plurality of circumferentially spaced pockets (not
shown) provided on the periphery of ratchet body 62.
Ratchet bodies 60 and 62 are positioned within the left
compa.L~ent 52c of housing 52 with the circular outer
peripheries of the ratchet bodies interfacing with the
adjacent circular inner periphery of housing rim portion
52a. As best seen in Figure 4, ratchet bodies 58 and 62
and balls 60 and 64 coact in known manner with the
adjacent inner periphery of housing rim portion 52a to
preclude counterclockwise rotation of the shafts 48b and
50 relative to the housing 52, as viewed in Figure 4,
while allowing free clockwise rotation of the shafts
relative to the housing 52.
Second ratchet means 56 includes a first
circular ratchet body 66 secured to shaft 36a and a
plurality of balls 68 respectively ensconced in a
plurality of circumferentially spaced pockets 66a
provided on the periphery of ratchet body 66 and a
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second circular ratchet body 70 secured to shaft 38 and
including a plurality of balls 72 respectively ensconced
in a plurality of circumferentially spaced pockets (not
shown) provided on the periphery of ratchet body 70.
Ratchet bodies 66 and 70 are positioned in the ri~hthand
compartment 52d of housing 52 with the circular
peripheries of the ratchet bodies interfacing with the
adjacent circular inner periphery of rim portion 52a of
housing 52 and with the ratchet bodies and balls
coacting in known manner with the housing, and as best
~een in Figure 5, to preclude clockwise relative
rotation of the respective shafts and the housing while
allowing free relative counterclockwise rotation of the
respective shafts and the housing.
lS Converter mechanism 18 includes a housing 74
constituting an output shaft for the converter
mechani~m, and a plurality of pinion bevel gears
76,78,80,82 positioned within housing 74. Pinion gear
76 iB drivingly secured to shaft 50: pinion gear 7~ is
drivingly secured to ~haft portion 48a: and pinion gears
80 and 82 are meshingly engaged with gears 76 and 78 and
secured in axially spaced relation on a pinion shaft 84
which in turn is journalled at its upper and lower ends
in ~ournal portions 74a and 74b of housing 74.
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converter mechanism 20 is generally similar to
mechanism 18 and includes a housing 86 constituting an
output shaft for the converter mechanism and a plurality
of pinion bevel gears 88,90,92 and 94 positioned within
housing 86. Pinion gear 88 is drivingly secured to
shaft 38; pinion 90 is drivingly secured to shaft
portion 36b: and pinion gears 92 and 94 are meshingly
engaged with gears 88 and 90 and secured in axially
spaced relation on a pinion shaft 96 which in turn is
journalled at its upper and lower ends in journal
portions 86a and 86b of housing 86.
The invention engine further includes a
central shaft 9B secured at its left end, as viewed in
Figure 1, to housing 74 and passing therefro~ through
converter mechanism 18, thence concentrically within
shafts 50 and 48 through combustion chamber 24a, thence
concentrically within shafts 50 and 38 through control
means 16, thence concentrically within shafts 36 and 38
through combustion chamber 26a, and thence through
converter mechanism 20 and through bearing means 86c
:: provided at the right end of housing 86.
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O~eration
To start the engine, an electric motor (not
8hown) rotates the output shafts 74 and 86 to impart
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initial rotation to vanes 44,46 and 40,42. In order to
impart differential rotation as well as absolute
rotation to the vanes, a supercharger may be provided to
supply a stream or charge of pressurized gas to the
intake of each combustion chamber. This charge begins
the compression and expansion strokes of the engine.
Instead of a supercharger, a turbocharger tank of
compressed air, blower, or other suitable means for
supplying gas can be used. For the sake of simplicity,
a carburetor or other fuel mixing device is not shown
in the drawings.
The movement of vanes 44 and 46 through the
various phases of the engine operation is best seen in
Figure 2. With the vanes 44 and 46 in the position
ceen in Figure 2, the sparkplug 28 is energized to
ignite the fuel mixture confined by vane portions 46a
and 44a. As the fuel burns and expands, it acts against
vane portion 44a to force vane 44 to rotate in a
clockwise direction. Vane portion 46a is prevented from
counterclockwise rotation by ratchet body 54. As vane
portion 44a approaches vane portion 46b, combustion
products from the previous ignition are expelled through
exhaust port 32. At the same time, a new fuel air
mixture is drawn in through intake 30 as vane portion
44b separates from vane portion 46b and the charge
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confined in the area between vane portion 44b and vane
portion 46a is compressed. As vane portion 44b moves
close to vane portion 46a, the build-up of pressure in
the space between the two vane portions forces vane
S portion 46a to move past sparkplug 28 and a new charge
is ready for firing to complete the cycle. Just before
the sparkplug ignites the new charge, both vanes 44 and
46 are moving in a clockwise direction. After the
firing, vane 46 decelerates and vane 44 accelerates. It
can be shown that, for a given engine throttle setting,
the output speed of driveshaft 74 of converter means 18
is constant as the vanes 44 and 46 alternately
accelerate and decelerate during the engine cycle. When
a particular vane is held stationary by its ratchet
mechanism, the speed of the driveshaft 74 equals one
half of the speed of the other or moving vane.
The movement of vanes 40 and 42 through the
; various phases of the engine operation is similar to
that described with reference to vanes 44 and 46 with
2Q the exception that the ratchet mechanisms associated
with vanes 40 and 42 function to resist clockwise
movement of the vanes while freely allowing
counterclockwise movement of the vanes. The result is
that the reaction forces absorbed by the ratchet
mechanisms associated with vanes 44 and 46 are
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counterbalanced by the reaction forces absorbed by the
ratchet mechanisms associated with vanes 40 and 42.
When the operations of combustion chambers 24a
and 26a are perfectly balanced, the reactive forces
applied to the housing 52 of the control means 16 will
cancel each other and the housing 52 will not rotate.
If, however, the reaction forces become unbalanced, the
housing 52 will begin to rotate. Slow rotation of the
housing, for example, at 6 rpm, will have a negligible
effect on engine performance. At this speed, and
assuming the output shafts 74 and 86 are turning at 3600
rpmg, the stop points of the vanes in the combustion
chambers will be offset less than 0.15 degrees.
Excessive rotation of housing 52 can be
controlled by several means. The most obvious way is to
balnnce the output power or reaction forces from the two
combustion chambers. Alternatively, a friction brake or
clutch can be used to control rotation.
A suitable brake mechanism for the housing 52
2Q is seen schematically in Figure 6 and may include
friction braking blocks 100 arranged to frictionally
engage diametrically opposed sides of housing 52. Each
block 100 may be mounted on a vertically oriented link
102 pivotally mounted at its lower end to base portion
22 and at its upper end to the block. Each block may be
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moved selectively into and out -of frictional braking
engagement with drum S2 by a hydraulic cylinder assembly
104 mounted on base portion 22 and including a cylinder
106, a piston 108, and a connecting rod 110 pivotally
connected at its free outer end to block 100 at the
pivotal connection of the block to the upper end of the
link 102. It will be understood that cylinder
assemblies 104 may be suitably controlled, either
individually or in common, to selectively engage drum
lQ 52 and selectively preclude excessive rotation of the
housing.
As a further alternative to control excessive
rotation of housing 52, the housing can be connected to
a coil spring that is attached to the base of the
housing in order to control and limit its rotation.
The balancing of outputs from the two
combustion chambers is fac~litated because engine
performance i8 inherently stable. If, for example, vane
assembly 14 increases its power output relative to that
of vane assembly 12 the reactive torque from assembly
14 will commensurately increase. The incremental
torque, acting in the same direction as the rotation of
the output shafts of assembly 12, will be translated
through the ratchet housing to the shafts associated
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with assembly 12. This supplemental power will assist
the assembly 12 in catching up with assembly 14.
Under ideal conditions, vibration from the
invention engine will be essentially eliminated since
all moving parts are rotating about their centers of
gravity and all reactive forces within the engine are
canceled out. The engine is thus capable of speeds in
the range between those of conventional internal
combustion engines and gas turbines.
There are several potential aviation
applications for the invention engine. For example, the
engine could supply power to twin rotors of a
helicopter. Further, the engine could be utilized to
turn pusher-puller propellers on an airplane. The
invention engine is also well suited to drive
counterrotating props on an airplane. In this
application, central drive shaft 98 would be utilized to
enable the power from both combustion chambers to be
taken off from the engine at the righthand end of the
engine as viewed in Figure 1.
The invention engine has been described in
many respects in a conceptual or schematic manner.
Further details with respect to the construction of the
invention enqine and it oPeration are disclosed in
25 applicant's United States Patent No. 4,890,591.
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Whereas a preferred embodiment of the
invention has been illustrated and described in detail,
it will be apparent that various changes may be made in
the disclosed em~odiment without departing from the
scope or spirit of the invention.
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