U.S. patent application number 11/744175 was filed with the patent office on 2007-08-30 for internal combustion engine and method.
Invention is credited to Ralph Gordon Morgado.
Application Number | 20070199537 11/744175 |
Document ID | / |
Family ID | 28673594 |
Filed Date | 2007-08-30 |
United States Patent
Application |
20070199537 |
Kind Code |
A1 |
Morgado; Ralph Gordon |
August 30, 2007 |
Internal Combustion Engine and Method
Abstract
Internal combustion engine and method in which pistons on
different rotors move relative to each other to form chambers of
variable volume in a toroidal cylinder. The pistons move in
stepwise fashion, with the pistons on one rotor travelling a
predetermined distance while the pistons on the other rotor remain
substantially stationary. Fuel is drawn into a chamber as one of
the pistons defining the chamber moves away from the other, and
then compressed as the second piston moves toward the first.
Combustion of the fuel drives the first piston away from the
second, and the spent gases are then expelled from the chamber by
the second piston moving again toward the first. An output shaft is
connected to the rotors in such manner that the shaft rotates
continuously while the rotors and pistons move in their stepwise
fashion.
Inventors: |
Morgado; Ralph Gordon;
(Acampo, CA) |
Correspondence
Address: |
EDWARD S. WRIGHT
1100 ALMA STREET, SUITE 207
MENLO PARK
CA
94025
US
|
Family ID: |
28673594 |
Appl. No.: |
11/744175 |
Filed: |
May 3, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10852915 |
May 24, 2004 |
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11744175 |
May 3, 2007 |
|
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10108186 |
Mar 26, 2002 |
6739307 |
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11744175 |
May 3, 2007 |
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Current U.S.
Class: |
123/245 |
Current CPC
Class: |
F02B 2053/005 20130101;
Y02T 10/12 20130101; Y02T 10/17 20130101; F01C 1/07 20130101; F02B
53/00 20130101; F02B 53/02 20130101 |
Class at
Publication: |
123/245 |
International
Class: |
F02B 53/00 20060101
F02B053/00 |
Claims
1. A positive displacement pump comprising: a toroidal cylinder, a
plurality of pairs of inlet and outlet ports spaced around the
cylinder, first and second rotors disposed coaxially of the
cylinder, a plurality of pistons on each of the rotors, with the
pistons on one of the rotors being interposed between the pistons
on the other rotor to form a plurality of chambers of variable
volume around the cylinder, and an input shaft connected to the
rotors in such manner that when the shaft is driven in continuous
rotation, the pistons on the two rotors move around the cylinder
alternately in stepwise fashion, with the pistons on one rotor
remaining substantially stationary and forming seals between the
inlet and outlet ports while the pistons on the other rotor
advance, drawing fluid into chambers in communication with the
inlet ports, and expelling fluid from chambers in communication
with the outlet ports.
2. The positive displacement pump of claim 1 wherein the input
shaft is connected to the rotors in such manner that the pistons on
each rotor move through n steps of 360.degree./n for each
revolution of the shaft, where n is the number of pistons on each
of the rotors.
3. The positive displacement pump of claim 1 wherein there are n
pistons on each rotor, the cylinder is divided into 2n chambers,
and there are n pairs of inlet and outlet ports spaced around the
cylinder, with fluid being drawn into and discharged from each of
the chambers n times during each revolution of the input shaft.
4. A method of pumping fluid with a positive displacement pump
having a toroidal cylinder, inlet and outlet ports arranged in
pairs around the cylinder, an input shaft disposed coaxially of the
cylinder, a pair of rotors adapted for rotation about the axis of
the cylinder, and a plurality of pistons on the rotors interposed
between each other around the cylinder to divide the cylinder into
a plurality of chambers, comprising the steps of: rotating the
input shaft in a continuous manner, imparting continuous rotation
from the input shaft to a pair of crankshafts mounted on a carrier
affixed to the input shaft, converting the continuous rotation of
the crankshafts to stepwise rotation of the rotors in which the
pistons on one rotor remain substantially stationary between the
inlet and outlet ports while the pistons on the other rotor
advance, drawing fluid into chambers in communication with the
inlet ports and expelling fluid from chambers in communication with
the outlet ports.
5. A positive displacement pump comprising: a. a toroidal cylinder;
b. a plurality of pairs of inlet and outlet ports spaced around the
cylinder, c. an input shaft disposed coaxially of the cylinder; d.
a first hollow shaft rotatively mounted on the input shaft; e. a
second hollow shaft rotatively mounted on the first hollow shaft;
f. a pair of rotors affixed to respective ones of the hollow
shafts; g. a plurality of pistons on the rotors with the pistons on
the two rotors being interposed between each other around the
cylinder and dividing the cylinder into a plurality of chambers; h.
a sun gear disposed coaxially of the input shaft; I. a carrier
affixed to the input shaft; j. a pair of crankshafts rotatively
mounted on the carrier with gears on the crankshafts in meshing
engagement with the sun gear for rotating the crankshafts about
their axes as they travel around the sun gear; k. a pair of crank
arms affixed to respective ones of the hollow shafts for movement
in concert with the rotors; and l. connecting rods interconnecting
the crankshafts and the crank arms such that the rotors turn
alternately in stepwise fashion, with the pistons on one of the
rotors remaining substantially stationary and forming seals between
the inlet and outlet ports while the pistons on the other rotor
advance, drawing fluid into chambers in communication with the
inlet ports and expelling fluid from chambers in communication with
the outlet.
Description
CROSS-REFERENCE TO APPLICATIONS
[0001] This is a continuation of Ser. No. 10/852,915, filed May 24,
2006, which was a division of Ser. No. 10/108,186, filed Mar. 26,
2002, now U.S. Pat. No. 6,739,307.
BACKGROUND OF THE INVENTION
[0002] 1. Field of Invention
[0003] This invention pertains generally to machines such as
engines, pumps, and the like and, more particularly, to a positive
displacement internal combustion engine and method.
[0004] 2. Related Art
[0005] For more than a century, internal combustion engines have
been relied upon a principal source of power in a variety of
applications. Of those engines, the most widely used are the
reciprocating piston engines which are found in automobiles and
other forms of transportation, as well as in a variety of
industrial and consumer applications. Such engines can be built in
a variety of sizes, depending upon the power requirements of a
particular application, ranging from a single cylinder up to 32
cylinders or more. Other types of internal combustion engines such
as rotary engines and internally combusted turbines are also used
in a number of applications, but not as widely as the reciprocating
piston engines.
[0006] Smaller internal combustion engines, including the ones used
in most automobiles, are powered by gasoline. However, diesel
engines are also used in some automobiles, although they are more
commonly found in larger applications such as locomotives and
ships.
[0007] All of these engines have certain limitations and
disadvantages. In reciprocating piston engines, the pistons must
stop and reverse direction four times per revolution of the output
shaft in a 4-stroke engine and two times per output shaft
revolution in a 2-stroke engine. Those engines also require rather
complex valve systems in order to get the fuel mixture and the
exhaust gases into and out of the combustion chambers at the proper
times.
[0008] Rotary engines such as the Wankel engine (U.S. Pat. No.
2,988,065) avoid the problem of piston stoppage and reversal, and
in addition can provide one power stroke for each revolution of the
rotor and shaft, whereas a 4-stroke reciprocating piston engine
which has only one power stroke for every two revolutions of the
shaft. Notwithstanding those advantages, however, rotary engines
have found only limited use due to poor fuel economy, short
operating life, and dirty exhaust.
OBJECTS AND SUMMARY OF THE INVENTION
[0009] It is in general an object of the invention to provide a new
and improved internal combustion engine and method.
[0010] Another object of the invention is to provide an internal
combustion engine and method of the above character which overcome
the limitations and disadvantages of the prior art.
[0011] Another object of the invention is to provide an internal
combustion engine and method of the above character which provide
significantly more power strokes per shaft rotation than
reciprocating piston engines and rotary engines heretofore
provided.
[0012] Another object of the invention is to provide an internal
combustion engine and method of the above character which provide a
large displacement in a small space.
[0013] These and other objects are achieved in accordance with the
invention by providing an internal combustion engine and method in
which pistons on different rotors move relative to each other to
form chambers of variable volume in a toroidal cylinder. The
pistons move in stepwise fashion, with the pistons on one rotor
travelling a predetermined distance while the pistons on the other
rotor remain substantially stationary. Fuel is drawn into a chamber
as one of the pistons defining the chamber moves away from the
other, and then compressed as the second piston moves toward the
first. Combustion of the fuel drives the first piston away from the
second, and the spent gases are then expelled from the chamber by
the second piston moving again toward the first.
[0014] The rotors are connected to an output shaft in such manner
that the shaft rotates continuously as the pistons and rotors turn
in their stepwise fashion to provide smooth, continuous power. In
the embodiments disclosed, a pair of crankshafts are mounted on a
carrier affixed to the shaft, and rotated continuously about their
axes by connecting rods connected to cranks which turn with the
rotors. Gears on the crankshafts transfer this continuous rotation
to carrier and shaft as they travel about a sun gear disposed
coaxially of the shaft.
[0015] With four pistons on each rotor and a 4:1 ratio between the
sun and crankshaft gears, eight chambers are formed between the
pistons, and there are two power strokes in each of those chambers
for each revolution of the output shaft. In two shaft revolutions,
there are 32 power strokes, which is equivalent to having 32
cylinders in a conventional 4-stroke engine.
BRIEF DESCRIPTION OF THE DRAWINGS
[0016] FIG. 1 is a centerline sectional view of one embodiment of a
positive displacement engine according to the invention.
[0017] FIG. 2 is a cross-sectional view taken along line 2-2 in
FIG. 1.
[0018] FIG. 3 is an enlarged cross-sectional view taken along line
3-3 in FIG. 1.
[0019] FIGS. 4A-4E are diagrams illustrating relationship between
the stepwise movement of the rotors and pistons and the continuous
rotation of the output shaft in the embodiment of FIGS. 1-3.
[0020] FIG. 5 is a table showing the relationship between piston
travel and output shaft rotation in a prototype engine similar to
the embodiment of FIG. 1.
[0021] FIGS. 6A-6I are diagrams illustrating the strokes made by
the pistons during one revolution of the output shaft in the
embodiment of FIGS. 1-3.
[0022] FIG. 7 is a table showing the strokes which occur in all of
the chambers in the embodiment of FIGS. 1-3 during 360 degrees of
output shaft rotation.
[0023] FIG. 8 is an isometric view, partly cut away, of another
embodiment of a positive displacement engine according to the
invention.
[0024] FIG. 9 is a fragmentary isometric view of the crankcase
components of the embodiment of FIG. 8 in different operating
position.
[0025] FIG. 10 is an isometric view of the housing in the
embodiment of FIG. 8, with one of the end covers in an open
position.
[0026] FIG. 11 is a fragmentary isometric view, generally similar
to FIG. 10, with the end cover in place.
[0027] FIG. 12 is an isometric view of one of the rotors in the
embodiment of FIG. 8, with the pistons in the toroidal
cylinder.
[0028] FIG. 13 is an isometric view of the output shaft in the
embodiment of FIG. 8.
[0029] FIG. 14 is a fragmentary cross-sectional view of the rotors
in the embodiment of FIG. 8.
[0030] FIG. 15 is a cross-sectional view of the crank arms in the
embodiment of FIG. 8.
[0031] FIGS. 16A-16I are diagrams similar to FIGS. 6A-6I,
illustrating operation of the engine configured as a pump.
[0032] FIG. 17 is a table showing the strokes which occur in all of
the chambers when the engine is operated as a pump.
DETAILED DESCRIPTION
[0033] As illustrated in FIGS. 1-3, the engine has a pair of rotors
21, 22 with pistons 23, 24 which are spaced circumferentially of
the rotors and disposed within a toroidal chamber or cylinder 26.
The pistons on the two rotors are interposed between each other
around the cylinder, with chambers 27 being formed between
successive pistons on the two rotors. As discussed more fully
hereinafter, the two rotors turn alternately and in stepwise
fashion, with the pistons on one rotor remaining substantially
stationary while the pistons on the other advance. Chambers 27 vary
in volume as the pistons advance, with the chambers on the back
sides of the moving pistons increasing in volume and the chambers
on the front sides decreasing. With the alternating movement of the
rotors, chambers which increase in volume during one step will
decrease during the next.
[0034] Fuel is introduced into the chambers through intake ports
28, and spent gases are expelled through exhaust ports 29. The
ports are arranged in pairs around the cylinder, with two pairs of
ports being positioned directly opposite each other in the
embodiment illustrated. The ports communicate openly and directly
with the cylinder.
[0035] An output shaft 31 extends coaxially of the cylinder and is
driven in continuous rotation by the pistons and rotors. Rotor 22
is affixed by a splined connection to a first hollow shaft or
sleeve 32 which is rotatively mounted on the output shaft, and
rotor 21 is similarly affixed to a second hollow shaft or sleeve 33
which is rotatively mounted on the first. Crank arms 34, 36 are
affixed by splines to the other ends of hollow shafts 32, 33 for
movement in concert with rotors 21, 22, respectively.
[0036] A carrier or carriage 37 is affixed to the output shaft by a
splined connection, and a pair of crankshafts 38, 39 are rotatively
mounted on the carrier at equal distances from the axis of the
output shaft. Planet gears 41 are provided at the ends of the
crankshafts, and they mesh with a sun gear 42 which is mounted in a
fixed position coaxially of the output shaft. The ratio of the sun
and planet gears is preferably the same as the number of pistons on
each of the rotors, i.e. n:1, where n is the number of pistons on
each rotor. In the embodiment of FIG. 1, there are four pistons on
each rotor, and the gear ratio is 4:1. With that ratio, the steps
which the pistons make are approximately 90 degrees each, and each
of the pistons makes four such steps for each revolution of the
output shaft.
[0037] Different numbers of pistons and different gear ratios can,
of course, be used although the number of pistons per rotor and the
gear ratio should preferably be the same, i.e. n pistons per rotor
and a gear ratio of n:1. With more pistons and a higher ratio, the
piston steps decrease in size and increase in number, and with
fewer pistons and a lower gear ratio, the steps increase in size
and decrease in number. Thus, for example, with eight pistons per
rotor and a gear ratio of 8:1, each piston would make eight steps
of 22.5 degrees each for each rotation of the output shaft. With
two pistons per rotor and a ratio of 2:1, the pistons would make
only two steps of 180 degrees each. Stated otherwise, a gear ratio
of n:1 provides n steps per rotation, with n steps of 360.degree./n
each.
[0038] The crank arms and crankshafts have crank pins 43, 44, which
are connected together by connecting rods 46, 47. The throw of the
crankshafts is less than that of the crank arms, which enables the
crankshafts to rotate continuously even though the pistons and
rotors do not.
[0039] The relationship between the stepwise movement of the rotors
and pistons and the continuous rotation of the output shaft is
further illustrated in FIGS. 4A-4E. In these figures, the following
designations are used: TABLE-US-00001 Sun Gear S Crankshafts CS1,
CS2 Crank Pins P1, P2 Planet Gears G1, G2 Crank Arms CA1, CA2
Connecting Rods R1, R2
It is assumed that the gear ratio is 4:1, that crankshaft CS1
starts in a top dead center (TDC) position, and that crankshaft CS2
starts at bottom dead center (BDC). In those positions, the crank
pins on crankshafts and crank arms are aligned on straight lines
which pass through the axes of the crankshafts. In the TDC
position, the crank pin is positioned between the crank arm and the
axis of the crankshaft, and the crank arm is in its most advanced
position, i.e., farthest from the crankshaft axis. In the BDC
position, the crank pin is positioned beyond the axis of the
crankshaft, and the crank arm is in its least advanced position
closer to the crankshaft axis.
[0040] Being mounted on a carrier which is affixed to the output
shaft, the crankshafts and planet gears rotate about the axis of
the output shaft in concert with the output shaft. As the planet
gears travel around the sun gear, they rotate the crankshafts
continuously about their axes, with the crankshafts and planet
gears making one revolution for each 90 degrees of output shaft
rotation.
[0041] After 22.5 degrees of output shaft rotation, the crankshafts
and planet gears will have rotated to the positions shown in FIG.
4B. At this point, in addition to having traveled 22.5 degrees
around the sun gear, the crankshafts and planet gears have also
rotated 90 degrees about their own axes. The net travel of crank
pins P1, P2 is the sum of their travel due to these two
rotations.
[0042] Since the travel of crank pin P1 due to rotation of planet
gear G1 about its own axis is in the same direction as the travel
of planet gear G1 about the sun gear, these two components of
travel add together to move crank arm CA1 toward its advanced
position.
[0043] During this portion of the cycle, however, the travel of
crank pin P2 due to rotation of planet gear G2 about its own axis
is opposite to the direction in which the planet gear is travelling
about the sun gear. As a result, these two components of travel
offset each other, and crank arm CA2 remains substantially
stationary in its original position.
[0044] During the next 22.5 degrees of shaft rotation, the
crankshafts and planet gears travel another 22.5 degrees about the
sun gear and rotate another 90 degrees about their own axes to the
positions shown in FIG. 4C, bringing crankshafts CS1, CS2 to their
TDC and BDC positions, respectively. During this portion of the
cycle, the travel of crank pin P1 due to rotation of the crankshaft
and planet gear continues to be in the same direction as the travel
around the sun gear, and crank arm CA1 is advanced to its most
advanced position. The rotational travel of crank pin CP2 about the
crankshaft axis is still opposite to the travel about the sun gear,
and these two components continue to offset each other, with crank
arm CA2 remaining substantially stationary.
[0045] Once crankshaft CS1 has reached TDC, the rotational travel
of crank pin P2 about the crankshaft axis is in the same direction
as the travel about the sun gear, and the two components add
together, with crank arm CA2 beginning to advance. Now, however,
the rotational travel of crank pin CA1 about its crankshaft axis is
opposite to the direction of travel about the sun gear, and these
two components of travel offset each other, with crank arm CA1
remaining substantially stationary. After 22.5 degrees of shaft
rotation, the gears will have reached the positions shown in FIG.
4D.
[0046] During the next 22.5 degrees of shaft rotation, the
crankshafts and planet gears will rotate another 90 degrees about
their own axes and will travel another 22.5 degrees around the sun
gear to the positions shown in FIG. 4E. In this part of the cycle,
the rotational travel of crank pin CP2 is still in the same
direction as its travel about the sun gear, and the two components
continue to combine and advance crank arm CA2. The rotational
travel of crank pin P1 continues to be opposite to its travel about
the sun gear, and these two components continue to offset each
other, with crank arm CA1 remaining substantially stationary.
[0047] At this point, the crankshafts and planet gears have rotated
a full 360 degrees about their own axes, they have traveled 90
degrees around the sun gear, and the output shaft has rotated 90
degrees about its axis. The crank arms have also advanced 90
degrees, but in stepwise fashion, as have the pistons and rotors
which are connected to them. This cycle repeats four times for each
revolution of the output shaft.
[0048] Since the output shaft and the rotors are connected together
by the connecting rods, they rotate together at the same overall
rate, with the rotors making a total of one revolution for each
revolution of the output shaft. However, due to the action of the
crankshaft and the crank arms, the rotors also, in effect, rock
back and forth as they rotate with the output shaft, producing the
stepwise rotation.
[0049] Since the movement of the crank arms is constrained in part
by the circular motion of the crank pins on the crankshaft, the
movement of the crank arms and rotors is not linear. It is the
slowest when the crankshafts are near TDC and BDC and the circular
movement is roughly perpendicular to the connecting rod axes, and
it is the fastest when the crankshafts are about midway between TDC
and BDC and the circular movement is aligned more closely with rod
axes. This nonlinearity results in about 9 degrees of carry through
duration which enables the pistons on both rotors to come to rest
in substantially the same positions between the intake and exhaust
ports at different times.
[0050] The relationship between piston travel and output shaft
rotation is illustrated more empirically in FIG. 5. The data in
this table was obtained by measurements made on a prototype engine
having a gear ratio of 4:1. In this example, the cycle starts with
a crankshaft at BDC (0.degree.), and a piston on the rotor
connected to that crankshaft at a zero degree (0.degree.) reference
point.
[0051] This data shows that as the output shaft rotates from 10
degrees to 40 degrees, the net piston travel is only 2.5 degrees,
and that during the time the piston moves from 15 degrees to 35
degrees, the net piston movement is zero, with the piston actually
backing up a small amount as the shaft moves from 25 degrees to 30
degrees. When the shaft reaches the 40 degree point, the piston
starts to move more rapidly, going from 12.5 degrees to 90 degrees
as the shaft goes from 40 degrees to 90 degrees. For shaft
positions between 50 degrees and 85 degrees, the piston travels
about 8 to 10 degrees for each 5 degrees of shaft rotation, slowing
down again to about the same speed as the shaft when the shaft
reaches 85 degrees. Throughout the cycle, the output shaft and the
crankshaft rotate continuously and evenly as indicated by the
regular intervals in their movement.
[0052] The offsetting movements of the crankshafts as they rotate
about their own axes and travel about the sun gear effectively lock
the rotors and pistons in their substantially stationary positions.
While one rotor and the pistons on it are locked, the other rotor
and the pistons on it are free to advance. Thus, when combustion
occurs, the locked rotor remains substantially stationary, and the
pistons on the other rotor are driven ahead with the full force of
the expanding gases. The movement of that rotor drives the
crankshaft connected to it, and the rotation of the crankshaft
causes the planet gear on that crankshaft to travel around the sun
gear, rotating the output shaft affixed to the carrier as it does
so. On the next power stroke which begins almost immediately, the
other rotor is driven, and the crankshaft connected to that rotor
drives the output shaft. The shaft turns continuously, receiving 16
power strokes for every 360 degrees of rotation.
[0053] The stepwise movement and locking of the rotors is achieved
with no interruption or reversal in rotation of the crankshafts,
gears and output shaft. This is a major improvement over
conventional engines in which the pistons must stop and reverse
direction two times for each rotation of the output shaft and four
times for each power stroke.
[0054] The rotors can be set to bring the confronting faces of the
pistons very close together at the beginning and end of each
stroke, and the engine can have a very high compression ratio, e.g.
35:1 or higher. As a result, the engine can be operated in a diesel
mode, with no spark plugs or ignition wiring and timing. However,
if desired, it can also be operated on gasoline or another fuel
requiring a spark for combustion, in which case a suitable ignition
system can be employed.
[0055] The engine operates in a 4-stroke cycle which is illustrated
diagrammatically in FIGS. 6A-6I. In these figures, the rotors are
designated A and B, and the pistons on them are designated A1, B1,
etc. At the start of the cycle, the rotors are in the positions
shown in FIG. 6A, with pistons B1 and B3 forming a seal between
intake ports 28 and exhaust ports 29. In these figures, the intake
and exhaust ports are represented by arrows labeled IN and EX,
respectively.
[0056] During the first 45 degrees of shaft rotation, the pistons
on rotor A advance approximately 90 degrees to the positions shown
in FIG. 6B, with the pistons on rotor B remaining substantially
stationary. As the pistons on rotor A advance, the chambers formed
between pistons A1, B1 and A3, B3 go through an intake stroke,
increasing in volume, and drawing the fuel mixture into themselves
through intake ports 28.
[0057] During the next 45 degrees of shaft rotation, the pistons on
rotor B advance approximately 90 degrees to the positions shown in
FIG. 6C, with the pistons on rotor A remaining substantially
stationary. As the pistons on rotor B advance, the chambers between
pistons A1, B1 and A3, B3 go through a compression stroke,
decreasing in volume and compressing the fuel mixture in them.
[0058] Compression of the fuel mixture raises its temperature to
the point of ignition, and the resulting combustion causes chambers
between pistons A1, B1 and A3, B3 to increase in volume, with rotor
B remaining substantially stationary and rotor A advancing another
90 degrees to the position shown in FIG. 6D.
[0059] During this power stroke, the output shaft rotates another
45 degrees. During the next 45 degrees of shaft rotation, the
pistons on rotor B advance approximately 90 degrees to the
positions shown in FIG. 6E, with the pistons on rotor A remaining
substantially stationary and A1, A3 forming seals between the
intake ports and the exhaust ports. As the pistons on rotor B
advance, the chambers between pistons A1, B1 and A3, B3 decrease in
volume, expelling the spent combustion gases through exhaust ports
29.
[0060] Following the exhaust stroke, the cycle repeats, and the
chambers between pistons A1, B1 and A3, B3 go through another
intake stroke, with the pistons on rotor A advancing to the
positions shown in FIG. 6F. During the next 45 degrees of shaft
rotation, the pistons on rotor B advance to the positions shown in
FIG. 6G, compressing the fuel mixture in these chambers. Combustion
of the compressed fuel mixture drives the pistons on rotor A to the
positions shown in FIG. 6H, with the output shaft advancing another
45 degrees. During the next 45 degrees of shaft rotation, the
pistons on rotor B advance to the positions shown in FIG. 6I,
expelling the spent gases and completing the cycle. The pistons and
the shaft have now completed 360 degrees of rotation, and the
pistons are back in the positions shown in FIG. 6A, ready for the
next cycle.
[0061] At the same time the chambers formed between pistons A1, B1
and A3, B3 are going through their operating cycle, similar cycles
are also occurring in the chambers formed between the other
pistons. Thus, for example, as rotor A moves between the positions
shown in FIGS. 6A and 6B and an intake stroke is occurring in the
chambers between pistons A1, B1 and A3, B3, compression strokes are
occurring in the chambers between pistons A1, B2 and A3, B4, power
strokes are occurring in the chambers between pistons A2, B2 and
A4, B4, and exhaust strokes are occurring in the chambers between
pistons A2, B3 and A4, B1.
[0062] FIG. 7 shows the strokes occurring in the chambers in 360
degrees of shaft rotation. From this chart, it will be seen that
the engine goes through two complete cycles of operation in each
one of the eight chambers during each revolution of the output
shaft. Thus, there are two power strokes in each chamber, and in
two revolutions of the output shaft, there are a total of 32 power
strokes in the eight chambers, which is equivalent to a 32 cylinder
engine of conventional design.
[0063] With working chambers that rotate and share the same space
in the toroidal cylinder, the engine achieves a remarkably high
displacement in a relatively small space. In one present
embodiment, for example, the toroidal cylinder has an outer
diameter of 11.25 inches, and each chamber has a diameter of 3.0
inches and a stroke of 3.75 inches, with a total effective
displacement of 424 cubic inches in one revolution of the output
shaft. With two revolutions of the shaft as in a conventional
4-stroke engine, the engine has an effective displacement of almost
850 cubic inches. When constructed of high strength, lightweight
materials, the engine has an overall diameter and length of about
14 inches each, and a weight of about 200 pounds. This is a very
substantial and significant improvement over a conventional
6-cylinder inline engine of comparable displacement, which
typically would have a length of about 5 feet, a width of about 2
feet, a height of about 4 feet and weight of about 2500 pounds.
[0064] Also, the power output is substantially greater than that of
a conventional engine of comparable displacement. The 850 cubic
inch displacement (C.I.D.) engine described above is believed to be
capable of putting out 2000 horsepower, or more, whereas a
conventional 850 C.I.D. typically would put out no more than about
400 horsepower.
[0065] FIGS. 8-15 illustrate a presently preferred embodiment in
which the engine is constructed in a cylindrical housing 51 that
includes a central section 52 and end covers 53, 54, with cooling
fins on the exterior of all three sections. One end of the housing
serves as an engine block 55, and the other houses a crankcase. In
the block, circular recesses 56, 57 of semicircular cross section
are formed in the confronting faces of central section 52 and cover
53 to form a toroidal chamber or cylinder 58 for the pistons.
Radial bores 59, 61 open through the confronting faces and join
together to form the intake and exhaust ports. Ring bridges (not
shown) span the ports to prevent damage to the piston rings as they
travel past the ports.
[0066] An output shaft 63 extends coaxially of the housing and
projects from the two end covers for connection to other devices.
At one end, the shaft has external splines 64, and at the other end
it has corresponding internal splines 66 and an annular coupling
flange 67. These splines permit two or more of the engines to be
readily connected together, or staged, if desired.
[0067] A pair of rotors 68, 69 with circumferentially spaced
vane-like pistons 71, 72 are disposed coaxially of the output
shaft, with the pistons on the two rotors being interposed between
each other around cylinder 58. In this embodiment, the rotors and
pistons are formed as unitary structures. The pistons are circular
in cross section, and have radial faces 73, 74 on opposite sides
thereof which intercept an angle of approximately 9 degrees. The
rotors have disk-like bodies 68a, 69a, with concavely curved
peripheral surfaces 68b, 69b which match the curvature of recesses
56, 57 and serve as part of the cylinder wall.
[0068] A seal between the two rotors is provided by a ring 76 in
annular grooves 68c, 69c in the inner faces of the rotor disks.
Seals between the rotors and the block are provided by rings 77 in
annular grooves 68d, 69d in the outer faces of the rotors and the
faces of housing section 52 and end cover 53. The pistons have
peripheral ring grooves and rings 70 which seal against the wall of
the cylinder.
[0069] If as in the preferred embodiments, the pistons and cylinder
are circular in cross section, conventional piston rings can be
used. However, the pistons and cylinder do not have to be circular,
and they can have any other cross-sectional contour desired,
including rectangular and trapezoidal.
[0070] The rotors are connected to crank arms 78, 79 in the
crankcase by hollow shafts or sleeves 81, 82 which are similar to
hollow shafts 31, 32 in the embodiment of FIGS. 1-3. These shafts
are disposed coaxially of output shaft 63, with the inner hollow 81
shaft being rotatively mounted on the output shaft, and outer
hollow shaft 82 being rotatively mounted on the inner one. The
inner hollow shaft is somewhat longer than the outer one, and rotor
68 and crank arm 78 are affixed to the ends of the outer shaft by
splines 83. Rotor 69 and crank arm 79 are likewise affixed to the
projecting ends of the inner shaft by splines 84.
[0071] Each of the crank arms has two generally radial arms 78a,
78b and 79a, 79b, only one of which is affixed to the hollow shaft.
The other arms are rotatively mounted on the output shaft for added
strength and stability, with crank pins 78c, 79c extending between
the two arms of each crank.
[0072] A carriage or carrier 86 is affixed to output shaft 63 by
splines 87, and a pair of crankshafts 88, 89 are rotatively mounted
on the carrier in diametrically opposite positions. The crankshafts
have planet gears 88a, 89a which are formed as an integral part of
the crankshafts and mesh with sun gears 91, 92 which are affixed to
the housing and disposed coaxially of shaft 63. The crankshafts
also have eccentric which are connected to crank pins 78c, 79c on
the crank arms by connecting rods 93, 94.
[0073] Operation and use of this embodiment is similar to that
described above. With four pistons per rotor and a gear ratio of
4:1, this engine also fires 16 times per revolution of the output
shaft and 32 times in two revolutions. As noted above, it can
deliver upwards of 2000 horsepower from a package measuring only 14
inches in diameter and 14 inches in length, and weighing only about
200 pounds.
[0074] If desired, a second stage can be added to the engine of
FIGS. 8-15 by adding a second toroidal cylinder to the outboard end
of the crankcase and coupling the rotors and pistons in that
cylinder to the existing drive mechanism. That is done by extending
output shaft 63 through the added cylinder and mounting an
additional pair of hollow shafts on the extended portion of the
drive shaft, with one end of the hollow shafts being splined to the
free arms 78b, 79b of the crank arms, and the other ends being
splined to the added rotors. When this is done, a single drive
mechanism serves the pistons in two cylinders, and the power of the
engine can be doubled without also doubling the size of the
engine.
[0075] The engine runs very efficiently and can use a variety of
alternate fuels as well as diesel fuel and gasoline. It can also be
used as an incinerator for burning garbage which has been liquefied
and combined with another fuel, with up to about 70 percent of the
mixture being garbage. It can also be constructed as a micro
engine, and used for applications such as charging battery power
packs.
[0076] The engine can also be configured for use as a pump by
rearranging the ports and driving the output shaft. For a pump, the
number of ports is preferably made equal to the number of pistons
on the rotors. Thus, for example, with four pistons per rotor, four
pairs of inlet and outlet ports are spaced equally around the
cylinder. As illustrated in Figures * and *, each time a piston
advances, it draws fluid into the chamber behind it and discharges
fluid from the chamber in front of it. This results in a pump which
is capable of high volume, high flow and high pressure, all in one
compact unit.
[0077] If desired, the pump can be staged with the engine of FIGS.
8-15, with a single drive mechanism being used for both.
[0078] The invention has a number of important features and
advantages. It provides a very compact and highly efficient engine
which can be used in a variety of applications, both large and
small, it can burn a variety of fuels and can be operated either in
a diesel mode or with a spark ignition. In automotive applications,
the high burning efficiency and large displacement provide both
very high fuel mileage and high power. The engine has very few
parts, and its design is both simple and elegant. It can also be
configured as a pump without changing the basic mechanism.
[0079] It is apparent from the foregoing that a new and improved
internal combustion engine and method have been provided. While
only certain presently preferred embodiments have been described in
detail, as will be apparent to those familiar with the art, certain
changes and modifications can be made without departing from the
scope of the invention as defined by the following claims.
* * * * *