Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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The present invention relates to a rotary internal
combustion engine.
5 ~ACKGROUND OF THE INVENTION
A rotary internal combustion engine has significant
advantages over a conventional piston driven internal
combustion engine. A piston driven internal combustion engine
has an inherent disadvantage for it must convert reciprocating
motion by its pistons into rotary motion. A rotary engine also
has fewer moving parts.
The most successful rotary internal combustion engine is
the Wankel engine, invented by the German engineer Felix Wankel
15 in the 1950 ' s . The Wankel engine consists of a housing and a
triangular rotor with three faces meeting at apexes that are
always in sealing contact with an interior surface of the
housing. The triangular rotor forms three chambers between the
rotor faces and the interior surface of the housing. A ring
gear is positioned within an interior of the rotor. The ring
gear moves in an eccentric fashion about a main shaft. The
rotor serves an analogous function to a piston. The chambers
serve an analogous function to the piston cylinders, but each
chamber changes continuously in volume, shape and position as
25 the rotor turns. The volume changes provide the pumping action
during a fuel-air intake, compression, combustion, and exhaust
cycle. The rotor faces open and close inlet and exhaust ports
at appropriate times in the cycle eliminating the need for
valves. The Wankel engine produces an equivalent horsepower
to a conventional, reciprocating piston, internal combustion
engine of twice the size and weight.
SUMMARY OF THE INVENTION
What is required is an alternative rotary combustion
35 engine.
According to the present invention there is provided a
rotary internal combustion engine which is comprised of a
housing having a primary cylindrical cavity and at least two
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,: ~ . : .
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secondary cylindrical cavities axially aligned with and
intersecting the primary cavity. The primary cavity has an
interior surface, an intake port and an exhaust port. A
primary cylinder is rotatably mounted in the primary cavity.
The primary cylinder has a circumferential exterior surface
with at least one pair of opposed axially extending projecting
lobe-like pistons having a leading face and a trailing face as
defined by the direction of rotation. The lobe-like pistons
contact the interior surface of the primary cavity upon
rotation of the primary cylinder. A secondary cylinder is
rotatably mounted in each of the secondary cylindrical
cavities. Each secondary cylinder has a circumferential
exterior surface in contact with the circumferential exterior
surface of the primary cylinder and a pair of opposed axially
extending recessed chambers which are adapted to receive the
lobe-like pistons of the primary cylinder. Each of the
recessed chambers has a leading interior sidewall and a
trailing interior sidewall as defined by the direction of
rotation. Ignition means is disposed within one of the
secondary cylindrical cavities between the trailing interior
sidewall of the recessed chambers and the trailing face of the
lobe-like pistons. An ignition cycle is established in which
a fuel/air mixture is drawn through the intake port, compressed
into the recessed chamber by the lobe-like piston, and ignited
by the ignition means. The explosive ignition of the fuel air
mixture imparts a rotational force to the primary cylinder and
perpetuates the ignition cycle with the projecting lobe-like
piston urging exhaust gases from the previous ignition out
through the exhaust port upon rotation of the primary cylinder.
Means is provided to maintain the relative rotational
positioning of the primary cylinder and the secondary
cylinders.
The Rotary Engine has a number of the same advantages
applicable to the Wankel engine. The lobe-like pistons divide
an annular space between the primary cylindrical cavity and the
primary cylinder into chambers. Each of these chambers changes
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continuously in volume as the primary cylinder turns. The
lobe-like pistons open and close inlet and exhaust ports at
appropriate times in the cycle eliminating the need for valves.
The rotary internal combustion engine, as described, achieves
compression superior to that achieved by the Wankel engine
through the use of the projecting lobe-like piston which mates
with the recessed chambers. The Wankel engine derives
negligible power from the actual explosion of the fuel/air
mixture as such explosion occurs top dead centre; the source
of the driving power is the expansion of the gases subsequent
to the fuelJair mixture being ignited. With the present
invention, the explosive ignition of the fuel/air mixture is
adjacent the trailing face of the lobe-like piston thereby
imparting a rotational force to the primary cylinder, in
addition to the rotational force provided by the subsequent
expansion of gases.
BRIEF DESCRIPTION OF THE DRAWINGS
These and other features of the invention will become more
apparent from the following description in which reference is
made to the appended drawings, wherein:
FIGURE 1 is longitudinal section view of a preferred
embodiment of rotary internal combustion engine constructed in
accordance with the teachings of the present invention.
FIGURE 2 is an exploded perspective view of the rotary-
internal combustion engine illustrated in FIGURE 1.
FIGURE 3 is a perspective view of cylindrical components
illustrated in FIGURE 1.
FIGURE 4 is a transverse section view of the rotary
internal combustion engine illustrated in FIGURE 1.
FIGURE 5 is a section view taken along section lines 5-5
of FIGURE 1.
FIGURE 6 is a longitudinal section view with primary
cylinder and secondary cylinders in a first rotational
position.
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FIGURE 7 is a longitudinal section view with primary
cylinder and secondary cylinders in a second rotational
position.
FIGURE 8 is a longitudinal section view with primary
cylinder and secondary cylinders in a third rotational
position.
FIGURE 9 is a longitudinal section view with primary -~
cylinder and secondary cylinders in a fourth rotational
position.
FIGURE 10 is a longitudinal section view with primary
cylinder and secondary cylinders in a fifth rotational
position.
FIGURE 11 is a longitudinal section view of a first
alternate embodiment of a rotary internal combustion engine
constructed in accordance with the teachings of the present
invention.
FIGURE 12 is a longitudinal section view of a second
alternate embodiment of a rotary internal combustion engine
constructed in accordance with the teachings of the present
invention.
DETAILED DESCRIPTION OE THE PREFERRED EMBODIMEN~ :
The preferred embodiment, a rotary internal combustion
engine generally identified by reference numeral 10, will now
be described with reference to FIGURES 1 through 10.
Alternative embodiments are illustrated in FIGURES 11 and 12.
Referring to FIGURE 1, rotary internal combustion engine
10 consists of a housing 12 having a primary cylindrical cavity
14 and two secondary cylindrical cavities 16 and 18 which are
axially aligned with and intersect primary cavity 14. Primary
cylindrical cavity 14 has an interior surface 20. In the mode
of construction illustrated in FIGURE 2, cover plates 46 and
47 are used to enclose primary cavity 14 and secondary cavities
16 and 18. Cover plate 46 has an intake port 22 and an exhaust
port 24, both of which communicate with primary cavity 14.
Referring to FIGURE 1, a primary cylinder 26 is rotatably
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mounted in primary cavity 14. Primary cylinder 26 has a
circumferential exterior surface 28 with a pair of opposed
axially extending projecting lobe-like pistons 30, 32.
Projecting lobe-like pistons 30 and 32 contact interior surface
20 of primary cavity 14 upon rotation of primary cylinder 26.
Lobe-like pistons 30 and 32 have a leading face 33 and a
trailing face 35 defined by the direction of rotation. Two
secondary cylinders 34 and 36 are rotatably mounted in
cylindrical cavities 16 and 18, respectively. Each of
secondary cylinders 34 and 36 have a circumferential exterior
surface 38 in contact with circumferential exterior surface 28
of primary cylinder 26. Each of secondary cylinders 34 and 36
have pairs of opposed axially extending recessed chambers 40
and 42, respectively, which are adapted to receive projecting
lobe-like pistons 30, 32 of primary cylinder 26. Recessed
chambers 40 and 42 have a leading interior sidewall 43 defined
by the direction of rotation and a trailing interior sidewall
45. Referring to FIGURE 2, a spark plug 44 extends through
cover plate 46 to a point within secondary cylindrical cavity
16 where one of lobe-like pistons 30 or 32 is received within
one of recessed chambers 40 with trailing face 35 of the lobe-
like piston positioned adjacent and moving away from trailing
interior sidewall 45 of recessed chamber 40. As illustrated
in FIGU~E 2, cylinders 26, 34, and 36 are coupled to a timing
gear assembly generally designated by reference numeral 48.
Timing gear assembly 48 includes shafts 26A, 34A and 36A which
extend from cylinders 26, 34, and 36 respectively. Meshings
gears 26B, 34B, and 36B are mounted on shafts 26A, 34A, and
36A, respectively. Gears 26B, 34B and 36B are positioned
between cover plate 47 and a support plate 49. Shafts 26A,
34A, and 36A are journalled for rotation in bushings 26C, 34C
and 36C in cover plate 47 and support plate 49. Timing gear
assembly 48 maintains the relative rotational positioning of
cylinders 26, 34, and 36. Although rotary internal combustion
engine 10 will operate without sealing, the efficiency of the
engine is increased when seals are placed in critical areas.
FIGURES 3 and 4 illustrate the preferred mode of sealing. Lip
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6 "
seals 51 are placed where recessed chambers 40 and 42 meet
circumferential exterior surface 38. Lip seals 51 serve a dual
purpose. Firstly, lip seals 51 form a seal where
circumferential exterior surface 38 of secondary cylinders 34
and 36 meet with circumferential exterior surface 28 of primary
cylinder 26. Secondly, lip seals 51 form a seal between
circumferential exterior surface 38 of secondary cylinders 34
and 36 and secondary cylindrical cavities 16 and 18,
respectively. It is preferred that annular seals 53 be placed
on opposed ends 55 and 57 of each of cylinders 26, 34, and 36
in order to form a seal between cylinders 26, 34, and 36 and
opposed ends 59 and 61 of cylindrical cavities 14, 16, and 18.
When operated without seals any residual exhaust gases which
become trapped in recessed chambers 40 leak out between
secondary cylinder 34 and secondary cylindrical cavity 16.
When seals 51 and 53 are used it is preferred that a secondary
exhaust vent 63 be positioned in secondary cylindrical cavity
16 in order to vent exhaust gases which may become trapped
within recessed chambers 40. Referring to FIGURES 4 through
10, there is illustrated the manner in which lobe-like pistons
30 and 32 divide primary cylindrical cavity 14 into four
"chambers" 64, 66, 68, and 70 which undergo changes in volume
and dimension with the rotation of primary cylinder 26. These
"chambers~ will be further described with the description of
operation.
The use and operation of rotary internal combustion engine
10 will now be described with reference to FIGURES 1 through
10. FIGURES 6 through 10, collectively illustrate one complete
revolution of primary cylinder 26. This revolution encompasses
the traditional cycle of an internal combustion engine of
intake, compression, ignition, power, and exhaust. In the
preferred embodiment secondary cylinder 36 serves to ensure
that intake port 22 is always isolated from exhaust port 24.
Referring to FIGURE 6, there is illustrated the point in the
revolution of primary cylinder 26 in which lobe-like pistons
30 and 32 are positioned such that "chambers" 64, 66, 68, and
.
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70 are equal in size. Referring to FIGURE 7, upon continued
rotation of primary cylinder 26, the size of "chamber" 66
diminishes as lobe-like piston 32 compresses the fuel/air
mixture. It is to be noted that secondary cylinder 34 has
rotated to alter the relative positioning of recessed chamber
40 in preparation to receive projecting lobe-like piston 32.
As the size of "chamber" 66 diminishes, the size of ~'chamber"
64 increases resulting in a fuel/air mixture rushing through
intake port 22 to fill the vacuum left by the passage of lobe-
like piston 32. Projecting lobe-like piston 32 is
illustrated in FIGURE 8 in a position of maximum compression
which is equivalent to a top dead centre position. In this
position "chamber" 66 has been compressed totally within
recessed chamber 40 and trailing face 35 of lobe-like piston
32 is positioned adjacent to trailing interior sidewall 45 of
recessed chamber 40. Referring to FIGURE 9, as trailing face
35 of lobe-like piston 32 begins to move away from trailing
interior sidewall 45, spark plug 44 serves as the means for
igniting the compressed fuel/air mixture in recessed chamber
40. As ignition takes place adjacent trailing face 35 the
explosive ignition of the fuel/air mixture results in a
rotation of primary cylinder 26. The explosive force has a
neutral effect upon secondary cylinder 34 as the force exerted
upon secondary cylinder 34 is equal in both a clockwise and a
counter-clockwise direction. Expansion of gases after the
explosive ignition generates power which further increases the
forces acting to rotate primary cylinder 26. Referring to
FIGURE lO, there is illustrated a further rotation of primary
cylinder 26 in which the movement of projecting lobe-like
piston 32 causes "chamber" 68 to rapidly expand and "chamber"
70 to rapidly diminish in volume. This can be understood by
reviewing the effect the passage of other lobe-like piston,
lobe-like piston 30, had on "chambers" 68 and 70 in FIGURES 6
through 8. At this point the other lobe-like piston 30 is
commencing to compresses the fuel/air mixture in "chamber" 66
which was drawn into "chamber" 64 by the passage of lobe-like
piston 32. Lobe-like piston 32 is compressing "chamber" 70
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thereby urging exhaust gases, left after the ignition of a
fuel/air mixture compressed by lobe-like piston 30, out through
exhaust port 24. Care must be taken in the size and
positioning of exhaust port 24 in order to ensure that lobe-
like pistons 30 and 32 will be able to clear the exhaust gasesduring rotation of primary cylinder 26. Care must also be
taken in the placement of spark plug 44 to ensure that the
explosive ignition of the fuel/air mixture has a neutral effect
on secondary cylinder 34.
It is preferred that a three cylinder configuration be
used as illustrated in FIGURES 1 and lO. There are, however,
alternate cylinder configurations which are operable; examples
of which are illustrated in FIGURES 11 and 12. FIGURE ll
illustrates a cylinder configuration in which there has been
added to primary cylinder 26 an additional pair of projecting
lobe-like pistons 50 and 52. FIGURE 12 illustrates a cylinder
configuration in which there has been added to housing 12 two
additional axially aligned intersecting cylindrical cavities
54 and 56. Positioned in cylindrical cavities 54 and 56 are
secondary cylinders 58 and 60, respectively.
It will be apparent to one skilled in the art that
modifications may be made to the illustrated embodiments
without departing from the spirit and scope of the invention
as defined by the claims. In particular, it will be apparent
to one skilled in the art that the teachings may be applied to
alternate cylinder configurations.
