U.S. patent application number 15/231256 was filed with the patent office on 2017-02-02 for rotary cam radial steam engine.
The applicant listed for this patent is Michael W. Courson. Invention is credited to Michael W. Courson.
Application Number | 20170030193 15/231256 |
Document ID | / |
Family ID | 49112928 |
Filed Date | 2017-02-02 |
United States Patent
Application |
20170030193 |
Kind Code |
A1 |
Courson; Michael W. |
February 2, 2017 |
Rotary Cam Radial Steam Engine
Abstract
A rotary cam radial engine formed of two primary components
engaged at a mid section to allow for an easy repair to the
vehicle. The device features a body having radially oriented
apertures; and a plurality of pistons in a respective reciprocating
engagement, within each respective said cylinder. The pistons are
driven by low pressure fluids and/or a vacuum and the engine being
formed of two main components can be taken apart without tools for
maintenance and reconfiguration.
Inventors: |
Courson; Michael W.;
(Alpine, CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Courson; Michael W. |
Alpine |
CA |
US |
|
|
Family ID: |
49112928 |
Appl. No.: |
15/231256 |
Filed: |
August 8, 2016 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13871963 |
Apr 26, 2013 |
9453411 |
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15231256 |
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12888985 |
Sep 23, 2010 |
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13871963 |
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02B 75/222 20130101;
F03C 1/247 20130101; F01B 1/0668 20130101; F01L 33/02 20130101;
F01B 1/0648 20130101; F01B 23/10 20130101; F01B 13/061 20130101;
F16J 9/08 20130101; F01B 1/0603 20130101; F01L 7/021 20130101; F01B
1/06 20130101; F01B 13/06 20130101; F03C 1/04 20130101; F03C 1/0428
20130101; F03C 1/2407 20130101; F01B 1/0606 20130101 |
International
Class: |
F01B 1/06 20060101
F01B001/06; F01B 23/10 20060101 F01B023/10; F01B 13/06 20060101
F01B013/06 |
Claims
1-20. (canceled)
21. A rotary cam radial engine, comprising: an engine assembly
comprising: an engine body defining a valve cavity; and one or more
piston assemblies attached to and extending radially from the
engine body and in fluid communication with the valve cavity, each
piston assembly including a cam follower; and a first cam ring
assembly comprising: a first cam ring defining a first cam surface
including a plurality of compression lobes and a plurality of
exhaust cavities; and a first central valve assembly attached to
the first cam ring, wherein the first central valve assembly is
removably and slidably insertable into the valve cavity of the
engine assembly to permit relative rotation between the first cam
ring assembly and the engine assembly with the cam follower of each
piston assembly following the first cam surface during the relative
rotation.
22. The rotary cam radial engine according to claim 21, further
comprising a second cam ring assembly, the second cam ring assembly
comprising: a second cam ring defining a second cam surface
including a plurality of compression lobes and a plurality of
exhaust cavities; and a second central valve assembly attached to
the second cam ring, wherein the second central valve assembly of
the second cam ring assembly is removably and slidably insertable
into the valve cavity to permit relative rotation between the
second cam ring assembly and the engine assembly with the cam
follower of each piston assembly following the second cam surface
during the relative rotation, wherein a number of compression lobes
of the second cam surface differs from a number of compression
lobes of the first cam surface, and wherein a number of exhaust
cavities of the second cam surface differs from a number of exhaust
cavities of the first cam surface.
23. The rotary cam radial engine according to claim 22, wherein the
first cam ring assembly and the second cam ring assembly are
interchangeably slidably and removably insertable into the valve
cavity without requiring disassembly of the engine assembly.
24. The rotary cam radial engine according to claim 21, wherein a
number of compression lobes of the first cam surface is equal to a
number of exhaust cavities of the first cam surface and unequal to
a number of piston assemblies of the engine assembly.
25. The rotary cam radial engine according to claim 21, wherein the
engine assembly is fixed and the first central valve assembly
rotates within the engine body when the first central valve
assembly is removably and slidably inserted into the valve
cavity.
26. The rotary cam radial engine according to claim 21, wherein the
first cam ring comprises a plurality of magnets mounted to the
first cam ring.
27. The rotary cam radial engine according to claim 26, further
comprising a wire coil in electromagnetic communication with the
plurality of magnets, such that, when the rotary cam radial engine
is operating, the wire coil generates electrical current.
28. The rotary cam radial engine according to claim 21, wherein the
first cam surface comprises one or more elements removably
connected to the first cam ring, the one or more elements defining
the plurality of compression lobes.
29. The rotary cam radial engine according to claim 21, wherein the
cam follower comprises a roller.
30. The rotary cam radial engine according to claim 21, wherein:
the first central valve assembly comprises one or more intake
openings and one or more exhaust openings, and the one or more
intake openings and one or more exhaust openings are positioned on
the first central valve assembly based upon a configuration of the
first cam surface.
31. The rotary cam radial engine according to claim 30, wherein the
one or more intake openings and the one or more exhaust openings of
the first central valve assembly regulate the fluid communication
between the engine body and the one or more piston assemblies
during the relative rotation.
32. A rotary cam radial engine kit, comprising: an engine assembly,
comprising: an engine body defining a valve cavity; and one or more
piston assemblies attached to and extending radially from the
engine body and in fluid communication with the valve cavity, each
piston assembly including a cam follower; and a plurality of cam
ring assemblies, each cam ring assembly comprising: a cam ring
defining a cam surface including a plurality of compression lobes
and a plurality of exhaust cavities; and a central valve assembly
attached to the cam ring, wherein the central valve assembly of
each cam ring assembly is removably and slidably insertable into
the valve cavity to permit relative rotation between the respective
cam ring assembly and the engine assembly with the cam follower of
each piston assembly following the respective cam surface.
33. The rotary cam radial engine kit according to claim 32, wherein
each cam ring defines a unique cam surface.
34. The rotary cam radial engine kit according to claim 32, wherein
at least one of the cam ring assemblies includes a cam surface
comprising one or more elements removably connected to the cam
ring, the one or more elements defining at least a plurality of
compression lobes.
35. The rotary cam radial engine kit according to claim 32, wherein
the engine assembly is fixed and the central valve assembly rotates
within the engine body when the central valve assembly is removably
and slidably inserted into the valve cavity.
36. The rotary cam radial engine kit according to claim 32, wherein
the one or more piston assemblies are removably attached to the
engine body.
37. The rotary cam radial engine kit according to claim 32, wherein
at least one cam ring assembly further comprises a plurality of
magnets attached to the cam ring.
38. A cam ring assembly for use in a rotary cam radial engine
having a central valve cavity, the cam ring assembly comprising: a
cam ring defining a cam surface including a plurality of
compression lobes and a plurality of exhaust cavities; and a
central valve assembly attached to the cam ring, wherein the
central valve assembly of the cam ring assembly is configured for
removable and slidable insertion into the central valve cavity,
thereby permitting the cam ring to rotate about an axis passing
through the central valve assembly.
39. The cam ring assembly according to claim 38, wherein the cam
surface comprises one or more elements removably connected to the
cam ring, the one or more elements defining the plurality of
compression lobes.
40. The cam ring assembly according to claim 38, further comprising
a plurality of magnets carried by the cam ring.
41. The cam ring assembly according to claim 38, wherein the
central valve assembly comprises one or more intake openings and
one or more exhaust openings, and wherein the one or more intake
openings and the one or more exhaust openings are configured based
upon a configuration of the cam surface.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation of U.S. application Ser.
No. 13/871,963, filed 26 Apr. 2013, now pending, which is a
continuation-in-part of U.S. application Ser. No. 12/888,985, filed
23 Sep. 2010, now abandoned. The forgoing applications are hereby
incorporated by reference in their entirety as though fully set
forth herein.
BACKGROUND
[0002] a. Field
[0003] The present invention provides a lightweight multiple piston
rotary cam radial engine formed of two primary components
operatively engaged. More particularly, it relates an engine having
its interior moving parts operatively engaged within a body portion
which when mated with a retaining ring which maintains cylinders in
place and provide a plurality of pathways for translation of the
rods in a rotary configuration with distal ends of reciprocating
rods operatively radially engaged to rotate a surrounding rotating
cam. The device is rendered easy to assemble and disassembly by the
separation of the body and retaining ring components to allow for
replacement of cylinders and pistons. The retaining component also
doubles as a guide for re assembling the pistons and rods in their
defined positions.
[0004] The engine is capable of communicating rotational power for
work to the rotating radial cam, through the generation of power
from a variety of different power sources which when communicated
to a cylinder will translate the pistons and engaged rods. Such
externally produced power for example can be steam from wood or
fuel powered heat, compressed gas, and pumped or gravitationally
powered streams such as water elevated and communicated to the
device. The resulting simplicity in both construction and
disassembly and repair, and the multiple means for powering the
device, makes it especially novel and useful in rural areas of
first work countries, and all areas of third world countries in
general.
[0005] Powering fluid streams communicated to the cylinders can
also be powered by a secondary power production device such as a
windmill or water wheel to communicate a pressurized or moving
fluid stream to the device located locally, such as in a village,
from a water wheel or windmill or boiling water station located in
a more remote or inhospitable location. Power to perform work such
as pumping well water or generating electricity is provided locally
as is maintenance.
[0006] Not only is the assembly and disassembly of the device
rendered easy by the simple engagement of the body having cylinders
therein and retaining ring having pathways for cylinders and rods,
the no-fastener design and configuration, simplifies engine
assembly and disassembly to novel new levels in it is configured to
form the pathways for the assembly of pistons and rods which are
easily discerned by users with minimal or no mechanical training.
Further, the actual assembly of the various internal components
with little to no use of conventional fasteners for engagement, and
the two component mating of body and radial cam, with minimal
fasteners, thus allows a user with limited knowledge to easily
disassemble the device for maintenance or servicing of the various
components.
[0007] The disclosed engine herein can thus provide simple to
operate and maintain, low cost rotational power, for turning a
rotary pump, or an electric generator operationally engaged or
formed in a combination with a rotor assembly comprising a
plurality of magnets and a stator assembly comprising a plurality
of coil windings which are operationally engageable in the engine
assembly.
[0008] In at least one preferred mode configured for producing
electricity, the introduction of a powering fluid flow is provided
by a remote windmill powering a mechanical pump which communicates
pressurized air, or more dense fluid, through conduits directly to
the device, or to elevated storage tanks to store the power for
later use. When communicated through the valve system to the
cylinders, the fluid or steam imparts force to power piston
reciprocation and rod translation, within the rotary configured
engine. The rotating cam, powered by the rotationally engaged rods,
may be engaged to a generator, or the device may be formed in
combination with a rotor and stator as an electrical alternator. In
another mode, the engine, upon receiving power from force of fluid
or pressurized gas which expands in the cylinders to reciprocate
the pistons, can provide a communication of rotational mechanical
drive through the operative engagement of a wheel or shaft to the
rotating cam.
[0009] In all modes a simple body and retaining ring assembly
provides the formed pathways for pistons and rods and other moving
components, as well as a visual guide for component placement and
assembly, with minimal fasteners to get lost or break in
environments where repairs would be a problem.
[0010] b. Background Art
[0011] A steam engine is a mechanical device used to transfer the
energy of steam into mechanical energy for a variety of
applications, including propulsion and generating electricity. The
basic principle of the steam engine involves transforming the heat
energy of steam into mechanical energy by permitting the steam to
expand and cool in a cylinder equipped with a movable piston. Steam
that is to be used for power or heating purposes is usually
generated in a boiler. The simplest form of a boiler is a closed
vessel containing water, which is heated by a flame so that the
water coverts to saturated steam.
[0012] Steam engines, heat engines using boiling water to produce
mechanical motion, have a long history, going back at least 2000
years. Early devices were not practical power producers, but more
advanced designs producing usable power have become a major source
of mechanical power over the last 300 years, enabling the
industrial revolution, beginning with applications for mine water
removal, using vacuum engines.
[0013] Subsequent developments using pressurized steam and
conversion to rotary motion enabled the powering of a wide range of
manufacturing machinery anywhere water and coal or wood fuel could
be obtained, previously restricted only to locations where water
wheels or windmills could be used. Significantly, this power source
would later be applied to prime movers, mobile devices such as
steam tractors and railway locomotives. Modern steam turbines
generate about 80 percent of the electric power in the world using
a variety of heat sources.
[0014] Steam powered engines were the first engine type using
pressurized fluid to drive pistons to generate power, to see
widespread use. They were first invented by Thomas Newcomen in
1705, and James Watt who made big improvements to steam engines in
1769. The steam engine developed by James Watt is generally
credited as being the first efficient steam engine. A steam engine
is a heat engine that performs mechanical work using steam as its
working fluid to impart pressure to a cylinder to reciprocate a
piston to turn a shaft which delivers power to be employed for
work. Steam engines are typically external combustion engines, that
is to say the heat generating the pressurized gas for power, is
generated externally, although other external sources of heat to
produce expanding pressurized fluid such as solar power, nuclear
power or geothermal energy may be used. The heat cycle is known as
the Rankine cycle.
[0015] There have been many newer and more recent innovations to
the steam engines and they have generally continued using
high-pressure steam as a driving force requiring extremely heavily
constructed equipment. These types of steam engine normally work
with a piston that drives a central output shaft.
[0016] Pneumatic motors operate on a similar application of
compressed air instead of steam. These motors are generally smaller
and lighter weight and operate at high revolutions.
[0017] With the need for efficient energy generation, there is a
growing requirement for lighter weight, economical motors to be
used on different applications, capable of using a variety of
different power generating sources including, but not limited to
steam. These power sources could also include compressed air,
compressed gases, combustion of gasses, and pressurized fluids.
[0018] Numerous innovations for steam engines and air-operated
motors have been provided in the prior art that are described as
follows. Even though these innovations may be suitable for the
specific individual purposes to which they address, they differ
from the present design as hereinafter contrasted.
[0019] It is especially noted that many advancements of prior art
technologies, seem to have driven innovations that are highly
specific and extremely narrow in application, while often employing
expensive and impossible to service components, resulting in the
average consumer being unable to put these device to use.
[0020] Historically and even currently, the most reliable and most
powerful engines throughout the world have been and are steam
engines. Our largest commercial and military ships contain final
drives which employ steam engines. The early steam driven vehicles
were simple and powerful for their engine sizes and were preferable
to having to feed and care for a horse.
[0021] The petroleum age provided the even more convenient gasoline
engine which resulted in the halting the further advance of steam
engine design. Now, in clear and simple retrospect, more than any
industry, the petroleum industry as an energy source, has resulted
in large scale health, weather and environmental damage into the
ecology world wide. Oil resources and availability are becoming
more limited and its costs have begun rising rapidly. Oil and
electricity have become the primary resources providing the energy
that the world has become dependent on. The petroleum industry
besides its world destructive influence has grown huge and complex
right down to its distribution systems which are absent in remote
area and crippled in a disaster situation. Electricity still
appears to be a reasonably clean source of energy but is no
different in its need of a common complex system to distribute it.
In a large disaster situation, its distribution system is crippled.
Even in heavily populated areas, black outs and brown outs from our
central utility companies are becoming more common. Even the
temporary loss of electric power often result in deaths, losses of
important services, loss of food storage refrigeration, heating or
cooling in extreme weather conditions, the ability for service
stations to provide fuel used for transportation, police and fire
departments lacking power beyond what their temporary supply of
fuel will provide, individual medical devices are unusable,
hospitals have only a limited supply of emergency power without
additional fuel supplies, a long list exists. When a natural
disaster occurs such has become common in recent years, entire
populations are left for significant lengths of time with no
power.
[0022] The following is a summary of those prior art patents most
relevant to this application at hand, as well a description
outlining the difference between the features of the Rotary Cam
Radial Steam Engine and the prior art.
[0023] U.S. Pat. No. 3,967,535 of Murry I. Rozanski describes a
uniflow steam engine of the multi-cylinder type wherein the
cylinders are rotatably mounted within a jacket having a sinusoidal
cam track therein. Extending through slots, the ends of which are
the exhaust ports in the cylinders and into the cam track are cam
followers, which are mounted on the pistons for reciprocal movement
therewith. At the head end of the cylinders, there are apertures
which rotate with registered cutouts in superimposed valve rings
that control the flow of steam from manifolds at the head ends of
each of the cylinders into the cylinders as the cylinders rotate.
By adjusting the relative position between the valve rings, the
length of time of steam introduced on each cycle may be adjusted
and by concomitantly rotating both valve rings, the initial time
for introduction of steam may be adjusted to alter lead or reverse
torque.
[0024] Rozanski describes a multi-cylinder unconventional uniflow
type of steam engine in a compact design. By using a multi-cylinder
type, wherein the cylinders are rotatably mounted within a jacket
having a sinusoidal cam track, it differs in that the Rotary Cam
Radial Steam Engine uses one or more pistons with a revolving
rotating outer cam ring. It also differs from the multi-cylinder
unconventional uniflow type in that the Rotary Cam Radial Steam
Engine can be very light weight and can be made primarily of
plastic.
[0025] U.S. Pat. No. 4,132,213 of R. Homer Weaver describes a
rotary engine having a power output shaft, a drive unit for
rotating the shaft, the drive unit including a rotary drive element
affixed to the shaft, and a stationary element for supporting the
shaft rotatably. A pair of diametrically spaced, rotatable,
paddle-like pistons are mounted on the rotary drive element. The
paddle-like pistons rotate into and out of opposing, complementary
cavities formed in the rotary drive element and in the stationary
element. The complemented cavities function as revolving cylinders
or chambers for the reception of a high pressure, expansible fluid.
The expansible fluid drives the pistons to impart rotation to the
rotary element, to drive the power output shaft. A source of high
pressure expansible fluid is provided, together with a valve system
connecting the fluid source to the drive unit. The valve system is
automatically operative to discharge the fluid under high pressure
into the drive unit chambers at periodic intervals. The source of
high-pressure fluid may comprise a compressor having a construction
similar to that of the drive unit, for receiving and compressing a
fuel and air mixture. The engine is adaptable to be utilized as a
gasoline internal combustion engine, a diesel engine, a steam
engine, or any other type of engine using high pressure, expansible
fluids.
[0026] Weaver describes a rotary engine having a power output
shaft. It differs in that it uses rotatable paddle like pistons
mounted on a rotary drive element using high pressure instead of a
conventional piston. This device would require it to be made of a
heavy material that would be capable of taking the high pressure
and could not be made of plastic or materials not capable of
sustaining high stress levels.
[0027] U.S. Pat. No. 5,364,249 of Donald M. Link tells of a rotary
steam engine that has a working chamber, with first and second
cylindrical rotors mounted in overlapping cylindrical chamber
portions for rotation about respective parallel axes, connected by
gears for synchronized rotation. The first rotor has at least one
pusher extending radially outward of the first rotor's
circumferential surface, and the second rotor's, circumferential
surface has a corresponding at least one indenture shaped to
receive the pusher during rotation of the two rotors. Side plates
attached to the first rotor for rotation with the first rotor,
press against spring-loaded seals and the second rotor to provide
improved sealing with minimum wear.
[0028] The device of Link, however, teaches a rotary steam powered
engine that does not use pistons or a cam action as does the Rotary
Cam Radial Steam Engine. It is another steam engine that could not
be made of plastic or low stress materials because of the internal
forces that it develops.
[0029] U.S. Pat. No. 6,128,903 of Carl Ralph Riege describes a
device that is a simplified solar steam engine. It consists of a
sole reciprocating piston within a slotted cylinder. A
piston-actuating arm extends through the slot to provide the power
take off. The actuator arm also provides the power to a slide valve
within an input/output (I/O) manifold that directs the steam
correspondingly to each end of the steam engine to move the piston
back and forth. The actuator arm provides the power directly to a
load such as a pump piston which in turn also requires the back and
forth movement to provide air pressure for air tools. Water jet
propulsion power could be provided for small boats like kayaks or
canoes and the like. Even compression for home air conditioners may
be possible.
[0030] Riege describes a simplified solar steam engine that
consists of a sole reciprocating piston within a slotted cylinder.
It does not make use of multiple cylinders or a rotating outer cam
ring. On this device, the manifold directs the steam
correspondingly to each end of the steam engine to move the piston
back and forth.
[0031] U.S. Pat. No. 6,862,973 of Jeffery Rehkemper et al.
describes one embodiment a pneumatic motor that is provided
including an intake chamber in fluid communication with at least
one intake channel Each intake channel is further in fluid
communication with a corresponding cylinder, which receives a
piston that cycles upwardly and downwardly to rotate a motor axle.
A member is placed in each intake channel to seal the corresponding
cylinder from each intake channel when the compressed fluid in the
intake channel has a higher pressure than pressure in the
corresponding cylinder. Each piston includes an actuator extending
downwardly from the piston and having a profile that, during a
portion of the upward cycle of the piston, causes the actuator to
push the member back into each intake channel to allow compressed
fluid into each of the corresponding cylinders. Each piston
includes an intermediate section that has an annular recess, a seal
positioned in the recess that creates a fluid tight seal against
the corresponding cylinder during the upward cycle of the piston.
Compressed fluid that enters the corresponding cylinder during the
upward cycle will push the piston upwardly. Each section further
includes exhaust grooves defined thereon such during the downward
cycle of the piston the, seal is broken allowing compressed fluid
in the cylinder to bypass the piston and escape through a vent
above each cylinder. This causes the compressed fluid in the intake
channel to push the member to re-seal the cylinder. The upward
movement of the piston further generates inertia that moves the
piston downward to continue the cycle
[0032] Rehkemper et al. describes a pneumatic motor that could be
steam driven, but it does not operate by the means of multiple
cylinders driven by a single central rotating valve or function by
the means of a rotating outer cam ring.
[0033] U.S. Pat. No. 7,536,943 of Edward Pritchard discloses a
steam engine with improved intake and exhaust flow provided by
separate pairs of intake and exhaust ports located at both ends of
a steam drive cylinder. A slide valve located adjacent to the drive
cylinder provides for timed sealing of intake and exhaust ports
during operation. Exhaust is facilitated by the provision of two
paths of exhaust from the cylinder and the exhaust ports may be
adjusted for a flow volume to meter exhaust steam flow to
significantly reduce back pressure only at low speeds of said
engine.
[0034] Pritchard discloses a steam engine with improved intake and
exhaust flow provided by separate pairs of intake and exhaust ports
using a piston that is driven from the top and bottom by the means
of a valve that moves up and down. It does not make use of multiple
cylinders or a rotating outer cam ring.
[0035] None of these previous efforts, however, provides the
benefits attendant with the herein disclosed Rotary Cam Radial
Steam Engine. The present design achieves its intended purposes,
objects and advantages over the prior art devices through a new,
useful and unobvious combination of method steps and component
elements, with the use of a minimum number of functioning parts, at
a reasonable cost to manufacture, and by employing readily
available materials.
[0036] In this respect, before explaining at least one embodiment
of the Rotary Cam Radial Steam Engine in detail, it is to be
understood that the design is not limited in its application to the
details of construction and to the arrangement, of the components
set forth in the following description or illustrated in the
drawings. The Rotary Cam Radial Steam Engine is capable of other
embodiments and of being practiced and carried out in various
ways.
[0037] In addition, it is to be understood that the phraseology and
terminology employed herein are for the purpose of description and
should not be regarded as limiting. As such, those skilled in the
art will appreciate that the conception, upon which this disclosure
is based, may readily be utilized as a basis for designing of other
structures, methods and systems for carrying out the several
purposes of the present design. It is important, therefore, that
the claims be regarded as including such equivalent construction
insofar as they do not depart from the spirit and scope of the
present application.
BRIEF SUMMARY
[0038] The principal advantage of the Rotary Cam Radial Steam
Engine having a radial cam operationally engaged to rotate from
power generated by pistons and rods translating radially within a
paired component housing, is to provide an economical and
lightweight engine which can be used in a variety of different
applications using energy generated in a variety of different
manners such as from windmills, to open fires, to pumps driven by
water wheels.
[0039] Another advantage of the Rotary Cam Radial Steam Engine is
that it requires low steam, air, or other fluid pressure to operate
while it still provides high horsepower at low revolutions per
minute (RPM) with low stresses applied to its components. As can be
discerned by one skilled in the art, the device can also be
configured to function as an internal combustion engine by
providing an ignition means such as a spark plug or high
compression and a fuel and air mix intake which could be provided
easily enough by a mix of oxygen and gas in the conduits employed
herein for communication of the pressurized fluid supply.
[0040] Another advantage of the Rotary Cam Radial Steam Engine is
through the use of material stress reduction resulting from
multiple power strokes provided from each piston per single
revolution of the engine results in a steam engine that can be
manufactured from a variety of different inexpensive materials
including plastic thus decreasing manufacturing costs.
[0041] Another advantage is having a low RPM engine that does not
require reduction gears; pulley belts or chain drives lessening the
amount of friction introduced into an engine and lengthen the life
of the engine.
[0042] Another advantage is a powerful, low RPM engine that does
not require reduction gears; pulley belts or chain drives
eliminating the costs and maintenance of the normally necessary
drive systems.
[0043] Another advantage of the Rotary Cam Radial Steam Engine is
to provide an alternative energy mechanism, which will operate on
low-pressure steam and will allow the source to be from simple
solar collector or any low pressure boiler providing the steam
generated by any combustible heat source including wood, paper,
dung, any fossil fuel, or clothing.
[0044] Another advantage of the Rotary Cam Radial Steam Engine is
that the entire central structure including stationary engine body,
cylinders and valves can be simply and fully enclosed by insulation
to minimize heat loss, maximize thermal efficiency and quieting the
engine or source of pressure differential.
[0045] Another advantage is that the working parts of the preferred
embodiment of the Rotary Cam Radial Steam Engine can be quickly and
simply disassembled with no need of any tools for maintenance,
rebuilding, or access to all moving parts of the engine.
[0046] Another advantage is that all parts required for normal
maintenance or replacement of all seals and piston rings can be
purchased as inexpensive, common, off the shelf parts.
[0047] Another advantage of the Rotary Cam Radial Steam Engine is
that the steam consumption (fuel consumption) of the engine can be
changed significantly, and inexpensively by more than or less than
half with no change or modification of the stationary engine body
or pistons and cylinders by a quick and simple change to a
different external cam ring and central rotating valve assembly
containing a higher or lower number of lobes and number of ports in
the rotating valve assembly.
[0048] Another advantage of the Rotary Cam Radial Steam Engine is
that the power of the engine can be changed significantly, by more
than or less than half with no change or modification of the
stationary engine body or pistons and cylinders by a quick and
simple changing the external cam ring, and central rotating valve
assembly.
[0049] Another advantage of the Rotary Cam Radial Steam Engine is
that the number of power strokes per piston per rotation of the
engine can be changed with no change or modification of the
stationary engine body or pistons and cylinders. Such may be
accomplished by a quick and simple changing of the external cam
ring or individual lobe portions of the cam ring, and/or the
central rotating valve assembly.
[0050] Another advantage of the Rotary Cam Radial Steam Engine is
that it can be powered by a variety of different fluid power
sources, such as steam, compressed air, other gasses, a liquid
under pressure, or a vacuum source of negative fluid pressure.
[0051] Yet another advantage of the Rotary Cam Radial Steam Engine
is that the outer diameter of the unit rotates while the central
structure remains stationary.
[0052] Another advantage is that the Rotary Cam Radial Steam Engine
provides a large rotating surface that can be constructed with
molded cavities or cut to accept magnets as a portion of an
electrical generator armature or magneto of a stator/rotor type
electric generator configuration. The rotating surface employing
magnets can be coupled with a stationary stator having coil
windings which generate electricity through electromagnetic
induction of the magnets rotating past the stationary coils and the
alternator design allows for a quick--"while in the field" exchange
of the stator and coils to provide virtually an infinite choice of
voltage produced by the device.
[0053] Another advantage is that the Rotary Cam Radial Steam Engine
provides a large rotating surface that can be molded with fins to
provide air flow for cooling applications.
[0054] Another advantage is the outer rotating surface of the
engine can be inexpensively molded of plastic for many usable
purposes.
[0055] Another advantage is the central rotating valve assembly is
central and common to the entire engine eliminating the need for
separate valves for each cylinder.
[0056] And still another advantage is the steam forces maintain a
constant higher pressure during compression and lower pressure on
return during exhaust stroke, resulting in elimination of the need
of mechanical retention to maintain contact between the piston cam
roller and the outer driving cam ring.
[0057] A further advantage is the central rotating valve can also
act as a steam chest to insure that a steam reservoir is available
for immediate and complete fill of steam to each cylinder so that
they are not hindered by orifice or pressure line sizes. Another
advantage is that the central rotating valve can have both intake
and exhaust valve openings built into the same central rotating
valve body. This provides efficiency, less motor internal parts,
simplified mechanical design, and notably lower costs to
manufacture the engine.
[0058] A further advantage is that the configuration of the
engine/valve and cylinder heads located radially are close to the
central rotating valve. This provides the benefit of minimum loss
of temperature or steam pressure between valve and cylinder as well
as precision valving for the entire radial engine from one simple
valve instead of one for each cylinder.
[0059] And still another advantage is that each piston can provide
more than one power stroke per rotation. A three cylinder engine of
this design could have as few as three power strokes per rotation,
or any plurality depending upon the number of lobes on the rotating
outer cam ring.
[0060] Another advantage is that the engine reduces power loss
through the employment piston seals disposed between the pistons
and cylinder walls. The sealing means can comprise one or a
combination of a conventional O-ring, or a plurality of wraps of
material, such as TEFLON rope.
[0061] Still another advantage is that the engine design may employ
means for communicating at least some of the pressurized working
fluid to the piston seals to provide a continuous positive seal
pressure against the cylinder wall which is self-renewing.
[0062] Still another advantage is that the piston seals can be
replaced by materials other conventional materials as a temporary
replacement, such as organic matter.
[0063] Another advantage is that as a result of its use of low
pressure energy and its novel piston sealing ring design, if
necessary, the sealing materials of the piston to cylinder surfaces
can be effectively replaced for short periods of time with a
material as simple and common as wraps of shoe string or cotton
chord until more long term ideal materials such as flexible TEFLON
or TEFLON/graphite composite chord.
[0064] Another large advantage of this design is that the radius of
the "lobes" on the outer rotating cam will provide a magnified
amount of leveraged power relative to the lineal stroke of the
piston that would normally be provided in an engine running with a
centrally located crankshaft. Thus the level of torque per lineal
stroke of the piston can be adjusted.
[0065] Another advantage of the invention is that the cam ring may
employ removably engageable and individual lobe portions which are
replaceable and interchangeable. Thus the user can adjust the
piston stroke length and torque per piston by employing the lobe
portion having the desired geometry, without the need for
replacement of the entire cam ring.
[0066] Another advantage is the stress on each piston and cylinder
to provide the rated horsepower is decreased proportionately by the
number of lobes on the outer rotating cam ring. This allows engine
parts to be produced from less expensive and easier formed
materials
[0067] Another advantage is that the design of the engine allows
the "stacking" of cases and piston arrangements to increase
capability. The stacking ability and use of substantially no
fasteners in the engine design allows a user with limited knowledge
to easily disassemble the device for maintenance or servicing of
the various components.
[0068] Another advantage is that an alternate embodiment of the
Rotary Cam Radial Steam Engine, using the term uniflow exhaust
design, would have progressively larger pistons and cylinders where
the exhaust pressure from the smaller piston and cylinders is
directed to the next larger cylinder where in turn that exhaust
pressure is directed to the next larger cylinder greatly increasing
the efficiency of the engine through reuse of what would normally
be waste energy or exhausted steam.
[0069] Another advantage of the engine design is that in at least
one preferred mode the piston rods are linearly retained within a
formed slot or retainer means to reduce non-linear torque forces
being communicated to the pistons for substantially maintaining
linear motion at the pistons relative the cylinders. Thus
frictional wear and stresses conventionally resulting from
non-linear movement of the pistons within the cylinders, is
substantially eliminated.
[0070] Another principal advantage of the Radial Cam Rotary Steam
Engine is that it can be easily re-configured with the quick
rotation of an adjustment in the valve/cam assembly to provide an
equally effective service as a pump to create compressed air, or to
be used as an effective vacuum pump.
[0071] A further advantage and innovation of the stacking
engagement of the components of the Radial Cam Rotary Steam Engine
allowing a user to quickly and easily change a valve/cam assembly
to one of different number of valve openings and cam lobes--the
number of power strokes or vacuum cycles per single rotation of its
valve cam assembly--can be multiply changed. This change in power,
economy and efficiency is equally magnified whether the engine is
being used as an electric generator, a vacuum pump, or an air
compressor. An example would be as follows: If the base engine
component is a 6 cylinder unit--and the valve/cam assembly is
changed from a 3 lobed cam, to a 5 lobed cam, the number of power
strokes or compression or vacuum strokes per single revolution of
the system changes from 18 strokes per single revolution to 30
strokes per single revolution. This provides a wide range of power
and flexibility conservatively provided from the same
body/cylinder/piston assembly and involves significantly decreased
cost.
[0072] A further advantage of the Radial Cam Rotary Steam Engine is
that through the use of its multiple radial cylinders combined with
its independent assembly, multiple-lobed cam, the stresses
experienced by each component of the design are significantly
diminished. The result of this is at least two fold. The normal
wear experienced by each component is greatly reduced resulting in
excellent longevity and dependability of the system. The second
notable result of this reduced material stresses is that it opens
up a wide choice of lower cost materials that can be used in its
manufacture, making it more affordable and available to a wider
section of population.
[0073] Another advantage of the two component radial cam rotary
mechanism is its ability to provide power as a low pressure, low
temperature waste heat engine driven by use of solar created steam,
geothermal heat, waste heat normally exhausted from other power
sources, compressed air supplied through the use of a compressor
driven by wind or water driven propeller or any number of other
natural or waste heat power sources.
[0074] A further advantage of the two component radial cam rotary
mechanism is that when provided rotational drive from an external
source such as wind or water driven propeller or rotor, or other
rotary motor or engine, the mechanism will provide a choice of
effective source of compressed air or vacuum for immediate energy
use or for storage for use in a tank as needed.
[0075] A further advantage of the two component Radial Cam Rotary
Steam Engine is that its compact size, weight and physical shape
make it ideal to be located in place of the "hub" of a wheel as is
currently being done with electric motors. The use of this feature
has multiple advantages with one being that a single vehicle,
whether two, three or four wheeled, has the option of using an
engine in only one of its wheels, or one in each of its wheels
depending upon its power requirements.
[0076] A further advantage of this feature is that in situations
where the vehicle is designed for warehouse or factory use, the
engine(s) can be air driven with no indoor fossil fuel
emissions.
[0077] A further significant advantage of the system is that its
clean exhaust, when used as a steam engine, can be used to provide
heat for heating a home or business, or for a heat exchanger to
cool a home or business.
[0078] A further advantage of this design is that the decreased
level of stress on the engines internal components results in
increased life span and longevity over prior engine designs.
[0079] These together with other advantages of the Rotary Cam
Radial Steam Engine, along with the various features of novelty,
which characterize the design, are pointed out with particularity
in the claims annexed to and forming a part of this disclosure. For
a better understanding of the Rotary Cam Radial Steam Engine, its
operating advantages and the specific objects attained by its uses,
reference should be made to the accompanying drawings and
descriptive matter in which there are illustrated preferred
embodiments of the Rotary Cam Radial Steam Engine. There has thus
been outlined, rather broadly, the more important features of the
design in order that the detailed description thereof that follows
may be better understood, and in order that the present
contribution to the art may be better appreciated. There are
additional features of the Rotary Cam Radial Steam Engine that will
be described hereinafter and which will form the subject matter of
the claims appended hereto.
[0080] The novelty of this application resides in a unique
preferred embodiment of the Rotary Cam Radial Steam Engine, which
is powered by the means of the low pressure and low temperature,
from gases or fluids from an external source. These pressurized
fluids can be generated from a mechanical pump, from solar
generated steam or from gases created through heat or cold
introduced to most any fluid or gas via a boiler or other
mechanism. An engine of single or multiple pistons and cylinders
which are driven lineally by the introduction of pressure from an
external source, through a single, centralized rotating valve
designed to provide timed introduction of the pressurized gasses
into each cylinder at the moment determined to be best for the
engine's applied use, and then the same single central rotating
valve assembly at the appropriate moment opens to allow the used
pressure to exhaust it into the atmosphere, or a collection
system.
[0081] In a particularly preferred mode, the device can be coupled
with a wind powered mechanical pumped for communication of the
working fluid of pressurized air into the engine system. The
turning blades of a windmill acted upon by the flowing wind can be
employed to turn a mechanical pump for pressurizing air to a
storage reservoir means. The stored pressurized air can then be
communicated into the engine at the desired pressure for driving
the pistons and cam.
[0082] In at least one preferred mode, the present invention
provides lightweight multi piston rotary cam radial engine which is
capable of providing a means to create a choice of rotational power
by a variety of different means including steam, compressed air or
vacuum, pressurized gases or fluids, or when driven by any number
of natural or mechanical rotational forces such as a wind driven
propeller or rotor, a stream driven "paddle wheel", or rotational
engine or motor, produces a choice of vacuum, or air pressure.
[0083] The driven forces push the pistons in the Rotary Cam Radial
Steam Engine in an outward direction from the center of the engine.
Each piston and rod is combined as a single part or rigid assembly.
The piston may have a top head section fastened to it, which is of
a robust harder material than the body of the piston. Each piston
is designed to contain one or more piston rings, or other sealing
means, within an annular recess formed on the piston, to enhance
compression by improving the seal in the expansion chamber between
the moving piston and cylinder and head. A variety of piston rings
can be used for this application but the preferred mode of piston
ring is multiple wraps of flexible, low friction, high temperature
resistant material such as TEFLON cord as this allows for easy
replacement in areas where machined or molded o-rings are not
readily available. However, it is also envisioned that the seal can
be accomplished through the use of an o-ring or the like if
available.
[0084] In addition, as noted previously, the robustness of the
engine design and use of low pressure and low temperature working
fluid for power, will also allow the piston to be sealed against
the cylinder wall by generally unconventional materials, such as
organic plant matter. For example, the engine design would allow a
user in a remote area, such as a jungle, to employ elongated strips
of plant matter such as bark or leaves, and wrap the material
around the piston to provide an adequate temporary seal.
[0085] The stationary engine body of the engine will be designed
with a central opening to fit the centrally rotating valve. There
will be cavities in the outer part of the stationary engine body,
which will locate and provide seals for the cylinders. There can be
one cylinder or multiple cylinders in a radial pattern to the
center of the engine. The stationary engine body of the engine will
further have one or more openings within each of the
cylinder-locating cavities designed to allow the powering
pressurized fluid or gas into the cylinder during the power portion
of the stroke, and out of the cylinder during the exhaust portion
of the stroke.
[0086] The centrally located rotating valve will provide a common
entrance point for pressurized fluids or gasses to enter into the
half of the valve designed to provide timed entrance of the
fluids/gasses into each cylinder. The overall diameter of the
rotating valve may or may not be large enough to provide a "steam
chamber" which will provide the benefit of a larger volume of
steam. This steam will provide more available gas than would
normally be provided for immediate use in the cylinders from a
valve with no steam chest features. This centrally located valve
can also be fed a fuel and oxygen mixture which can be ignited by a
spark plug or glow plug in communication with each cylinder at the
top of a compression stroke in a configuration of the device using
internal combustion for power rather than a remotely generated
power supply.
[0087] The centrally rotating valve assembly has cut into it a
number of openings for introduction of the pressurized
fluids/gasses or in the case of an internal combustion version, a
fuel and air mix, and is designed to accommodate the same number of
cam lobes located on the outer rotating cam ring. The upper set of
openings will work as the intake openings and match the number of
lobes on the outer rotating cam ring, while the lower set of
openings will work as the exhaust openings and will also match the
number of lobes on the outer rotating cam ring. The upper openings
will be offset from the lower openings depending upon the length of
the stroke of the pistons. These openings can be designed and
manufactured to provide a precise volume of steam for a precise
percentage of time that the cylinder will be moving during its
power stroke. This timing determines the amount of steam allowed
into the cylinder and when the supply of steam is cut off. The
manipulation of this geometry affects the efficiency of the engine
as well as the amount of power available through that particular
cam, as well as the amount of steam usage in running the engine.
The upper and lower locations of the intake and exhaust openings
may be reversed providing equal efficiency and will remain within
the scope of this application. The centrally rotating valve
assembly in its second chamber provides similar openings, typically
open through the entire exhaust stroke of each cylinder, timed with
the position of the outer rotating cam ring which allows for the
used and depressurized fluids/gasses to exit the cylinders. These
fluids/gasses exit through a common exit point from the valve
assembly and through one or more exhaust ports in the engines
case.
[0088] Another feature of the engine is a port through the main
body or base of the engine which would allow the first steam
introduced to the engine to pass through the body or base only to
be routed/ported after the body has reached a certain temperature
most ideal for efficient running into the valve for distribution to
the cylinders. This could be done with a simple thermostat and
would allow the engine to be effectively run with no fear of water
lock with the use of a less expensive source of steam which might
normally provide "wetter" steam damaging the engine. Each piston
will have a circular bearing and wheel located opposite of its
piston head. This bearing wheel is designed to reduce friction and
bear the pressure of the lineal movement of each piston during the
pressurized portion of the piston's movement against the outer
rotating cam ring. The Rotary Cam Radial Steam Engine's entire
central structure including stationary engine body, cylinders and
valves can be simply and fully enclosed by insulation to minimize
heat loss, maximize thermal efficiency and quieting the engine.
[0089] Still further, in at least one preferred mode, the device
includes a means for adjusting the valve timing through the
provision of an adjustable timing component. Advantageously, the
timing component can be engaged on the top of the `stacked`
arrangement of components such that the user does not have to
remove any parts in order to make the desired adjustments.
[0090] The outer rotating cam ring will have the same number of
"lobes" in its circumference as the number of ports in each of the
intake and the exhaust sections of the central rotating valve. The
valve and the outer cam lobes are timed to synchronize and maximize
the efficiency of the power and exhaust strokes of the centrally
rotating valve with the linear motion of the pistons to provide
uniform forces against the radiuses in the outer rotating cam ring.
The co-ordination of the above identified forces results in a
powerful circular motion of the large outer rotating cam ring. The
radii and angled surfaces of the external cam ring provide surfaces
on which the pistons wheels push in their power stroke. The second
half of the radii provide a returning force on the pistons to
return them to their top dead center in preparation of their next
power stroke. The mating geometry for the central valve assembly
and the outer rotating cam ring configuration incorporates a
locating provision, which allows the operator of the engine to
easily reverse the direction of the rotation of the engine.
[0091] In at least one preferred mode, removable cam `lobe`
portions are provided which are removably engageable and
replaceable from the rest of the cam ring. A plurality of different
geometry lobe portions of varying radii and slope angle can then be
provided. Thus, the user can selectively engage the desired `lobe`
portion having a predetermined radii and slope angle to provide a
particular output of torque and horsepower without having to
replace the entire cam ring.
[0092] The pistons in this engine have nothing restraining their
movement in the outward lineal direction other than the outer
rotating cam ring. There are no upward or downward forces on the
valve/cam assembly. All of the forces on the assembly are outward
from the force of the pistons, or inward from the compression lobe
rotating against the pistons. However, in at least one preferred, a
piston retainer means is provided which further limits the piston
to strictly liner motion and eliminates the occurrence of any
non-linear motions (sway or side-to-side torques) being
communicated from the piston followers to the pistons. This can
include a retainer ring having guide channels for each respective
piston rod, wherein the channels restrict all non-linear movement
of the piston assembly.
[0093] The preferred location of the cam follower track will be on
the lower surface of the outer rotating cam ring so that in order
to remove the valve cam assembly, outer rotating cam ring needs
only to be lifted straight up, removing the centrally located
rotating valve from its enclosure in the center of the stationary
engine body. Once the cam/valve assembly has been removed, each
piston can be removed from its cylinder by simply pulling it out of
the cylinder. Replacement of the pistons is the reverse, simply fit
the circular piston back into its open cylinder. The cam/valve
assembly is re-fit in the same manor. Simply align the valve
assembly with its housing in the stationary engine body and slip it
down until it seats against its resting surfaces. The engine is
ready to run again.
[0094] A first alternate embodiment of the Rotary Cam Radial Steam
Engine is described incorporating six pistons but this does not
limit the number of pistons in that a wide variety of numbers of
pistons may be used and still remain within the scope of this
application.
[0095] A second alternate embodiment of the Rotary Cam Radial Steam
Engine will have a plurality of magnets incorporated as part of the
outer rotating cam ring to be used as a generator/alternator
armature, generally comprising a rotor/stator configuration. In the
embodiment, the rotating cam ring, is engaged to a rotor ring
assembly having an array of permanent magnets engaged thereto,
which rotates in unison with the cam ring. A stator assembly
employing one or a plurality of wire coil configurations is engaged
to a stationary base and positioned such that the stator coils are
in the magnetic flux area of the rotating magnets engaged upon the
rotor. The stator assembly is preferably dissassemblable into two
or more components such that the stator assembly can be disengaged
from the engine without removal of any other engine components.
Those skilled in the art will envision that the quantity, spacing,
and strength of the magnets of the rotor, as well as quantity,
material type, gauge, and number of windings in the coils of the
stator, can be varied as needed to produce a desired electricity
production given the RPM and horsepower setup of the engine. Thus,
the device can have a kit of such stators, each of which has a
different wiring configuration allowing for such.
[0096] The third alternate embodiment of the Rotary Cam Radial
Steam Engine will use a machined or cast central housing which
incorporates cavities to contain the piston cylinders. The third
alternate embodiment will incorporate all the features of the
preferred embodiment with the exception of using the machined or
cast central housing and still remain within the scope of this
application.
[0097] A fourth embodiment of the engine uses what is identified as
a uniflow exhaust system. This embodiment will have a set of
exhaust holes located radially in each cylinder of the engine
around which is located an exhaust collection manifold with seals
in it to insure no loss of exhaust gasses/fluids. The holes in the
cylinders are located at the bottom of the piston stroke so that as
the piston reaches the bottom of its stroke, the gasses/fluids are
allowed to exit the cylinder through the holes into a manifold
system designed to collect them. When the exhaust passes into the
manifold system, it is directed to a common area to be dispersed
either into the atmosphere, or into an area for collection for
re-use or condensation and re-use. A condenser component may be
employed for converting the steam exhaust back into water as
needed.
[0098] The uniflow embodiment of the Rotary Cam Radial Steam Engine
will use a different configuration of the centrally rotating valve
assembly. The entire central portion of the valve would be
dedicated to the intake-power portion of the cycle. There would be
only one chamber in this embodiment of centrally rotating valve
assembly and one opening per lobe on the outer rotating cam ring.
The prior described valve will also work in this embodiment.
[0099] A fifth embodiment of the engine would incorporate the
advantages available through including a combination of different
sized pistons/cylinders "re-use" of exhaust steam pressure within
the Rotary Cam Radial Steam Engine being fed into a cylinder
displacement larger than the previous which can provide additional
power through the reuse of what would normally be lost heat/energy
in the form of exhaust. This embodiment will have a set of exhaust
holes located radially in each cylinder of the engine around which
is located an exhaust collection manifold with seals in it to
insure no loss of exhaust gasses/fluids. The holes in the cylinders
are located at the bottom of the piston stroke so that as the
piston reaches the bottom of its stroke, the gasses/fluids are
allowed to exit the cylinder through the holes into a manifold
system designed to direct them through tubes to the next larger
cylinder in line greatly increasing the efficiency of the engine.
When the exhaust passes out into the manifold system of the largest
cylinder, it is directed to a common area to be dispersed either
into the atmosphere, or into an area for collection for re-use or
condensation and re-use. Again, a condenser component communicating
with the exhaust manifold may be employed for converting the
exhaust back into water as needed.
[0100] In at least one preferred mode, the invention comprises as a
low temperature and low pressure steam or compressed-air powered
alternator. Its steam or compressed air requirements are small and
simple enough for it to be considered a waste heat system designed
to run from energy typically "thrown away" into our environment or
created through natural resources such as sun, geothermal, wave or
stream action and others which are normally neglected as a power
source.
[0101] With a simple adjustment of an open access adjustment
component, this engine can also be used very effectively as a
vacuum driven engine, a vacuum pump, or an air compressor. Besides
steam, it can also be run on low pressure air which can be created
through the use of a simple air compressor, even itself being
driven as an air compressor.
[0102] With an adjustment of its valve to cam feature, it can be
used as a vacuum driven engine/alternator. The design uses two
separate components which when combined produce an engine,
compressor or vacuum pump. The number of power strokes per single
revolution can be changed in this design by hand, a tool less
change out of the valve/cam assembly of the system which takes
seconds. This change can result in nearly double or halving of the
number of power strokes per single revolution which results in a
near doubling or halving of the power produced, or valuably, of the
economy of fuel requirements to drive the system. The multiple
cylinder engine body can be disassembled and reassembled by hand
without the use of tools by someone with little mechanical ability
and in minimal time. The simplicity of design around multipurpose
parts results in a much smaller number of parts in the system and
provides very affordable manufacture of the system with simple and
affordable full maintenance by an unskilled owner. Additional
embodiments are also envisioned, and are described in more detail
below.
[0103] With respect to the above description then, it is to be
realized that the optimum dimensional relationships for the parts
of this application, to include variations in size, materials,
shape, form, function and manner of operation, assembly and use,
are deemed readily apparent and obvious to one skilled in the art.
All equivalent relationships to those illustrated in the drawings
and described in the specification intend to be encompassed by the
present disclosure. Therefore, the foregoing is considered as
illustrative only of the principles of the Rotary Cam Radial Steam
Engine. Further, since numerous modifications and changes will
readily occur to those skilled in the art it is not desired to
limit the design to the exact construction and operation shown and
described, and accordingly, all suitable modifications and
equivalents may be resorted to, falling within the scope of this
application.
BRIEF DESCRIPTION OF THE DRAWINGS
[0104] The accompanying drawings, which are incorporated in and
form a part of this specification, illustrate embodiments of the
Rotary Cam Radial Steam Engine and together with the description,
serve to explain the principles of this application.
[0105] FIG. 1 depicts a perspective top view: of the preferred
embodiment of the Rotary Cam Radial Steam Engine using three
pistons.
[0106] FIG. 2 depicts a perspective bottom view of the preferred
embodiment of the Rotary Cam Radial Steam Engine using three
pistons.
[0107] FIG. 3 depicts a bottom plan view of the preferred
embodiment of the Rotary Cam Radial Steam Engine using three
pistons.
[0108] FIG. 4 depicts a side view of the preferred embodiment of
the Rotary Cam Radial Steam Engine using three pistons.
[0109] FIG. 5 depicts a top plan view of the preferred embodiment
of the Rotary Cam Radial Steam Engine using three pistons.
[0110] FIG. 6 depicts an exploded perspective view of the central
rotating valve with the top and bottom cap removed.
[0111] FIG. 7 depicts a perspective view of the central rotating
valve with side broken away to expose the internal divider
section.
[0112] FIG. 8 depicts an exploded perspective view of the preferred
embodiment of the Rotary Cam Radial Steam Engine using three
pistons and illustrating the construction of one piston
assembly.
[0113] FIG. 9 depicts an exploded perspective view of the preferred
embodiment of the Rotary Cam Radial Steam Engine illustrating in
greater detail the construction of one piston assembly.
[0114] FIG. 10 depicts a bottom view of the second alternate
embodiment of the Rotary Cam Radial Steam Engine exposing a
plurality of permanent magnets to be used as a generator
armature.
[0115] FIG. 11 depicts a top perspective view of a third alternate
embodiment of the Rotary Cam Radial Steam Engine using a cast
central housing.
[0116] FIG. 12 depicts a bottom perspective view of a third
alternate embodiment of the Rotary Cam Radial Steam Engine using a
cast central housing.
[0117] FIG. 13 depicts a top plan view of a third alternate
embodiment of the Rotary Cam Radial Steam Engine using a cast
central housing with a portion of the lower cylinder broken away
exposing the location of the piston assembly.
[0118] FIG. 14 depicts a bottom view of a third alternate
embodiment of the Rotary Cam Radial Steam Engine using a cast
central housing.
[0119] FIG. 15 depicts an exploded perspective view of both
sections of the cast central housing, namely, the upper cast
central housing and the lower cast central housing.
[0120] FIG. 16 depicts an exploded view of both segments of the
third alternate embodiment of the Rotary Cam Radial Steam Engine
using a cast central housing.
[0121] FIG. 17 depicts an exploded perspective view of a fourth
alternate embodiment of the Rotary Cam Radial Uniflow Steam Engine
using the basic configuration of the preferred embodiment of the
Rotary Cam Radial Steam Engine.
[0122] FIG. 18 depicts a perspective view of the optional uniflow
central rotating valve.
[0123] FIG. 19 depicts a bottom view of the fifth alternate
embodiment of the Rotary Cam Radial Steam Engine using a
combination of different sized piston cylinders.
[0124] FIG. 20 depicts a perspective view of the stationary engine
body of the fifth alternate embodiment of the Rotary Cam Radial
Steam Engine.
[0125] FIG. 21 a schematic top view of the fifth alternate
embodiment of the Rotary Cam Radial Steam Engine illustrating the
direction of exhaust flow.
[0126] FIG. 22 shows perspective view of a particularly preferred
mode of the piston, employing fluid channels for communicating at
least some of the pressurized air or steam to the piston seal
engaged within a piston seal recess, providing a self-renewing
positive pressure of the seal against the cylinder wall.
[0127] FIG. 22a shows a detailed view depicting a preferred tapered
upper and lower surface of the piston seal recess.
[0128] FIG. 23 shows a side view of a preferred mode of the piston
assembly employing the piston of FIG. 22.
[0129] FIG. 24 shows another side view of the piston assembly of
FIG. 23.
[0130] FIG. 25 shows a bottom view of another preferred mode of the
piston cylinder having a chambered leading edge for easy insertion
into the cylinder locating cavity of the engine body (as well as a
seat for an o-ring seal) and an exhaust port for a uniflow type
exhaust, which would not exist in the non-uniflow exhaust
system.
[0131] FIG. 26 shows a side view of another preferred mode of the
engine body.
[0132] FIG. 27 shows a partial assembled view of the engine body of
FIG. 26 with the piston assembly of FIGS. 23 and 24.
[0133] FIG. 28 shows a perspective view of a particularly preferred
piston retaining ring which provides a means for retaining the
cylinders against the engine body, and restricting the pistons rods
to strictly linear motion.
[0134] FIG. 29 depicts a top view of the piston retaining ring of
FIG. 28.
[0135] FIG. 30 shows a perspective view of another preferred mode
of the exhaust manifold.
[0136] FIG. 31 a view of the engine body with six pistons and
cylinders, also depicting the engagement of the retainer ring and
exhaust manifold.
[0137] FIG. 32 shows a top view of another preferred mode of the
rotating cam ring.
[0138] FIG. 33 shows a top view of still another preferred mode of
the rotating cam ring employing removably engageable lobe portions
for torque and horse power tuning.
[0139] FIG. 34 depicts a bottom view of the engine body assembly of
FIG. 31 engaged to the cam ring of FIG. 32.
[0140] FIG. 35 depicts a top view of a rotor assembly employing an
array of permeant magnets.
[0141] FIG. 36 shows a exploded perspective view of a preferred
stator assembly which be dissembled into individual parts for easy
removal or replacement.
[0142] FIG. 37 shows a top view of the assembled stator assembly of
FIG. 36.
[0143] FIG. 38 shows a exploded perspective view of another
preferred mode of the device configured for employment with the
rotor and stator assemblies of FIGS. 36 and 37 respectively.
[0144] FIG. 38a shows a partial assembled view of the invention,
showing the device assembled into two sub assemblies, namely the
rotor assembly and the engine body assembly.
[0145] FIG. 39 shows an assembled perspective view of the device of
FIG. 38, also depicting the stator assembly prior to an engagement
with the device.
[0146] FIG. 40 depicts a final assembled view of the mode of the
device of FIG. 39, also showing an engageable protective cover.
[0147] FIG. 41 shows a view of an optional condenser component for
converting steam exhaust back into water.
[0148] FIG. 42 shows a schematic representation of a preferred as
used mode of the device employing a wind powered mechanical pump to
communicate pressurized air into a storage reservoir for use as a
working fluid with the device. The electricity produced can then be
stored in batteries.
[0149] FIG. 43 shows another preferred mode of the rotary cam with
the cam follower track disposed between an inner sidewall and an
outer sidewall for engaging the cam follower of the piston in a
restricted engagement to drive a pumping action of the pistons
during a rotation of the cam, thereby configuring the engine as a
pump to create compressed air, or to be used as an effective vacuum
pump.
[0150] FIG. 44 shows another mode of the rotary cam providing a
five compression lobe cam.
[0151] FIG. 45 show another preferred mode of the invention wherein
the a drive wheel is engaged to the outer perimeter of the top
rotor plate.
[0152] FIG. 46 shows a valve/cam assembly employing the drive wheel
incorporated into its outer perimeter.
[0153] For a fuller understanding of the nature and advantages of
the Rotary Cam Radial Steam Engine, reference should be made to the
following detailed description taken in conjunction with the
accompanying drawings which are incorporated in and form a part of
this specification, illustrate embodiments of the design and
together with the description, serve to explain the principles of
this application.
DETAILED DESCRIPTION
[0154] Referring now to the drawings in FIGS. 1-46, wherein similar
parts of the Rotary Cam Radial Steam engine 10 are identified by
like reference numerals, there is seen in FIG. 1 a perspective top
view of the preferred embodiment of the Rotary Cam Radial Steam
Engine 10A using three piston assemblies 12. The Rotary Cam Radial
Steam engine 10 has been depicted in the horizontal position but it
must be understood that the Rotary Cam Radial Steam engine 10 can
operate in a wide variety of positions including vertical and still
remain within the scope of this application. The outer rotating cam
ring 14 with the supporting frame 16 incorporating a unique cam
follower track or race 18 is configured with four compression lobes
20 and four exhaust cavities 22. It must be fully understood at
this time that the Rotary Cam Radial Steam engine 10 can be
configured with one, or more piston assemblies 12, two or more
compression lobes 20 and two or more exhaust cavities 22 on an
external rotating cam ring 14 while remaining within the scope of
this application. The stationary engine body 24 is fixed to the
engine mounting base plate 26 to be attached to a supporting
structure. The stationary engine body 24 and the three-piston
assemblies 12 remain in a fixed position while the outer rotating
cam ring 14 rotates around a central axis. One or more engine body
exhaust ports 28 is shown in the lower surface of the stationary
engine body 24 along with ones or more engine intake.
[0155] The engine body 24 may be provided in a plurality of
configurations for operative engagement of any number of piston
assemblies 12 with the operative communication of valves for intake
and exhaust from each. Provided as a kit of bodies 24 each
configured for a differing number of piston assemblies 12 the user
can easily assemble an engine having the desired number of piston
assemblies 12 extending therefrom. A plurality of matching cam
rings 14 with races matched to the number of piston assemblies 12
can also be provided in a kit. Because of the ease of assembly and
disassembly, a user can easily dismantle and build an engine with
the desired power output using a chosen number of cylinders and
pistons with the correct cam ring 14.
[0156] FIG. 2 depicts a perspective bottom view of the preferred
embodiment of the Rotary Cam Radial Steam Engine 10A using three
piston assemblies 12, four compression lobes 20 and four exhaust
cavities 22. This illustration shows the outer rotating cam ring 14
lower surface 30 and the cam roller shelf 32 located within the cam
follower track or race 18. The piston cam roller 34 is visible at
the upper end of the piston 36 resting within the piston cylinder
38 and held in place by the means of a cylinder retainer 40.
[0157] FIG. 3 depicts a bottom plan view of the preferred
embodiment of the Rotary Cam Radial Steam Engine 10A using three
piston assemblies 12. FIG. 4 and FIG. 5 depicts a side view and top
plan view of the preferred embodiment of the Rotary Cam Radial
Steam Engine 10A using three piston assemblies 12.
[0158] FIG. 6 depicts an exploded perspective view of the central
rotating valve assembly 50 with the upper cap 52 and the lower cap
54. The upper cap 52 has a forward and a reverse rotational
direction slot 56 on the upper surface. The upper cap 52 engages
within the steam chest area 58 of the central rotating valve 50 and
seals by the means of an o-ring in the o-ring recess 60. The
exterior surface of the central rotating valve 62 consists of a
valve intake groove 64 with one or more main intake ports 66 into
the steam chest area 58. One or more intake openings 68 lead into
piston cylinder 38 and one or more exhaust openings 70 release the
pressure into the lower steam chest cavity 84 depicted in FIG. 7,
where it is ducted out through one or more main exhaust ports 74,
and into the valve exhaust groove 72. O-ring grooves 76 at the top
and bottom of the central rotating valve 50 seal the device within
the rotating valve cavity 78 in the stationary engine body 24. FIG.
7 depicts a perspective view of the central rotating valve 62 with
the side broken away to expose the internal divider section 80 and
the upper steam chest cavity 82 and lower steam chest cavity
84.
[0159] FIG. 8 depicts an exploded perspective view of the preferred
embodiment of the Rotary Cam Radial Steam Engine 10A where the
outer rotating cam ring 14 is shown above the central rotating
valve assembly 50, the stationary engine body 24 and the piston
assembly 12. The piston assembly has threads. The central rotating
valve assembly 50 will be fixably attached to the supporting frame
16 in the Rotating valve mounting orifice 88.
[0160] FIG. 9 depicts an enlarged exploded perspective view of
stationary engine body 24 and the piston assembly 12 of the
preferred embodiment of the Rotary Cam Radial Steam Engine 10A.
Cylinder locating cavity 94 with an o-ring groove 96 sealing the
piston cylinder 38 are shown on the sides of the stationary engine
body 24. The stationary engine body 24 has an optional pre-heat
chamber 25 that is a port through the Engine mounting base plate 26
that will allow the first steam introduced to the engine to pass
through the stationary engine body 24 only to be routed/ported
after the body has reached a certain temperature most ideal for
efficient running into the central rotating valve assembly 50 for
distribution to the cylinders 38. An elongated slot 98 is located
on the back wall 100 of the locating cavity 94 extending into the
upper steam chest cavity 82 and lower steam chest cavity 84. One or
more engine bore exhaust ports 28 enter into the rotating valve
cavity 178 along with one or more engine intake ports 29 that are
in alignment with the valve intake groove 64 in the central
rotating valve 62. The piston cylinder 38 with optional threads 92
is shown adjacent to the cylinder retainer 40 that will be secured
to the Stationary engine body 24 by the means of four cylinder
mounting bolts 102. The cylinder 38 can also be retained to the
main body 24 by means of threaded connection on each directly
connecting the two pieces. A piston 104 with one or more o-ring
groove 106 secured to the piston 36 moves independently within the
piston cylinder 38.
[0161] FIG. 10 depicts a bottom view of a second alternate
embodiment of the Rotary Cam Radial Steam Engine 10C exposing a
plurality of permanent magnets 110 imbedded into the rotating cam
ring lower surface 30 to be used as a generator armature.
[0162] FIG. 11 depicts a top perspective view of a third alternate
embodiment of the Rotary Cam Radial Steam Engine 10D using cast
central housing halves 114 and 116 retaining the piston cylinder
38. The outer rotating cam ring 14 and the central rotating valve
62 can be typical throughout all of the embodiments of the Rotary
Cam Radial Steam engine 10. FIG. 12 depicts a bottom perspective
view of a third alternate embodiment of the Rotary Cam Radial Steam
Engine 10D. FIG. 13 depicts a top plan view of a second alternate
embodiment of the Rotary Cam Radial Steam Engine 10D with a portion
of the lower cylinder broken away exposing the location of the
piston assembly 12. FIG. 14 depicts a bottom view of the third
alternate embodiment of the Rotary Cam Radial Steam Engine 10D.
FIG. 15 depicts an exploded perspective view of both typical
sections of cast central housing 116. FIG. 16 depicts an exploded
side view of a third alternate embodiment of the Rotary Cam Radial
Steam Engine 10D illustrating both the top half of the cast
central: housing 114 and the bottom half of the cast central
housing 116 also illustrating the piston 36 and the piston cylinder
38.
[0163] FIG. 17 depicts an exploded perspective view of a fourth
alternate embodiment of the Rotary Cam Radial Uniflow Steam Engine
10E. This engine uses the basic configuration of the preferred
embodiment of the Rotary Cam Radial Steam Engine 10 except for
exhaust 122 with orifices 124 leading to interconnecting exhaust
elbows 126 covering one or more uniflow exhaust ports 128 in each
of the piston cylinders 38. The exhaust is then emitted through an
exhaust port 132 in the exhaust manifold 122.
[0164] FIG. 18 depicts a perspective view of the optional uniflow
central rotating valve 130 having only the intake port 66 along
with the valve intake groove 64, with the exhaust totally removed
by the means of the uniflow exhaust ports 128 in the piston
cylinders 38. This uniflow central rotating valve assembly 130
would not have the exhaust port 70 that is used in the previously
described central rotating valve 62. Another difference between
this central rotating assembly 130 and the previously described
central rotating valve 64 is the presence of the elongated slot
intake opening 134.
[0165] FIG. 19 depicts a bottom view of the fifth alternate
embodiment of the Rotary Cam Radial Steam Engine 10F using a
combination of different sized piston cylinders assemblies 138, 140
and 142.
[0166] FIG. 20 depicts a perspective view of the stationary engine
body 144 of the fifth alternate embodiment of the Rotary Cam Radial
Steam Engine 10F where only one of the cylinder locating orifice
back walls 100 has an elongated slot 98 in it and the others are
solid. This is because the exhaust is directed from the other
exhaust ports.
[0167] FIG. 21 a schematic top view of the fifth alternate
embodiment of the Rotary Cam Radial Steam Engine 10F illustrating
the direction of exhaust flow. This view/illustration shows the
exhaust being collected at the prior and smaller cylinder 138 in
one of the exhaust manifolds 122 and directed towards the case to
cylinder joint area where the piston will be then driven outward
lineally until the top of the piston has reached the uniflow
exhaust area for the exhaust gasses to be exhausted and directed to
the next larger piston 140, or out of the engine in the case of the
last piston 142 to make use of the exhaust steam.
[0168] FIG. 22 shows perspective view of another particularly
preferred mode of the device with the piston cap or piston 104
configured with one or a plurality of fluid channels 105
communicating from a first end at an opening in the top surface 107
of the pistons 104 and along a conduit behind the sidewall of the
piston 104 to a second end communicating with the pistons sealing
ring groove 106.
[0169] These channels 105 provide a means for communicating a small
volume of pressurized air or steam from the piston/cylinder chamber
into the rear/central wall of the piston sealing ring recess 106
and thereby communicate a volume of pressurized gas behind the
rings, which provides a bias to the opposite side of the sealing
ring, or wraps of sealing ring material such as flexible TEFLON
chord urging it toward the cylinder walls within the cylinder
chamber/cavity 38 and providing an enhanced seal between the piston
104 and cylinder walls 38.
[0170] Thus, a constant--adjusting and self renewing positive
pressure force of the sealing wrap of material is biased toward and
against the cylinder 38 interior wall throughout the power cycles
of the piston. Those skilled in the art may envision other means
for a self-renewing piston seal which may slightly or moderately
differ than the preferred mode currently show, however without
departing from the scope and intent of this invention are
anticipated.
[0171] In this or other preferred mode, the seal can be provided by
a conventional o-ring, or may be comprised of a plurality of wraps
of a suitable high temp, low friction material, such as TEFLON,
within the recess 106. However it is noted that it is of particular
further advantageous utility of the present invention that the
internal pressure, self-renewing features will allow the short term
effective use of non-conventional materials to be employed as a
sealing means such as cotton chord or many materials capable of
making numerous wraps within the pistons sealing recess. Even with
the wear of the non-conventional material seal, the self-renewing
internal pressure feature will maintain an adequate seal over a
prolonged period of time until a more efficient replacement can be
acquired. It is noteworthy that due to the low pressures and
temperatures required to run this engine, very low friction
materials such as TEFLON or PEET can be employed with quality
longevity in use as the piston. The use of this type of low
friction material--when combined with the self adjusting and self
renewing features of the piston sealing system--coupled with the
ability to eliminate the length of piston skirt normally associated
with a piston essentially eliminates the requirement of providing a
petroleum based lubricant to prevent galling and destruction of the
piston.
[0172] The pistons 12 have this novel sealing ring design in which
a seal material can be a soft chord type material ideally made of a
flexible TEFLON or high heat, low friction material which can be
wrapped several times around the pistons sealing ring recess 106.
The channels 105 allow a pressure equal to that existing inside the
cylinders chamber to provide pressure moving the flexible wraps of
material being used as the sealing feature outward against the
cylinder wall. This feature alone will produce an excellent seal
for the piston 12 to cylinder 38 seal.
[0173] However, in addition, the recess 106 cut into the piston 12
to accept the flexible sealing wraps of material have a further
enhancing feature. In FIG. 22a, there is shown a detailed view
depicting the upper 101 and lower 103 surfaces of the sealing ring
recess 106 being slightly tapered with the smaller size of the
recesses 106 taper being on the inward side of the recess 106 and
the large dimension of the taper existing on the radially outward
opening of the recess 106.
[0174] The physics of this relationship provides a natural physical
"encouragement" resulting from both outward tapered piston seal
recess 106 responding to the pistons 12 motion, in either
direction, and the pressures presented from the rear of the soft
material wraps--to move the soft wraps of sealing material outward
and against the cylinder 38 walls providing an excellent and
constantly self adjusting and renewing seal.
[0175] A further valuable advantage of this novel system is that by
using a number of wraps of the sealing material positioned around
the sealing ring recess 106, there is no cut in the recess 106 as
is required with a metal or even hard plastic or composite ring as
is required to install the ring over the piston surfaces to locate
it in its groove receptor. This leads to a further advantage in
that most pistons require at least 2 rings to help compensate for
the lost leakage of pressure that results from the requirement of a
slit opening in the rigid ring. A final, and very valuable
advantage of this design of piston 12 and ring is that because the
ring material can be flexible and further has a pressure constantly
pushing it outwards and groove geometry encouraging the same to
provide a quality seal, the seal will remain quality, with no
influence through the eventual wear that exists in a metal,
plastic, ceramic or other composite of piston ring as commonly
exists in piston engines.
[0176] FIG. 23 shows a first side view of another preferred mode of
the piston assembly 12 employing the piston 104 of FIG. 22. In this
mode an elongated substantially rectangular piston rod 37 is
provided and communicates between the piston 104 at one end and the
rotational cam follower 34 at the opposite end. Further it is
intended that the cam follower 34 and piston 104 are asymmetrically
aligned with the central axis of the piston rod 37 as clearly shown
in the figure. The off center extension of the cross section of the
piston rod 37 as shown, provides geometry in the rod which allows
its close tolerance engagement within the track 148 of the FIG. 28
and FIG. 29 retaining ring feature.
[0177] This engagement feature prevents the inherent side forces
which are created as a result of the alternating angle of the cam
geometry creating side forces acting on the piston and rods lineal
motion. It is the unrestrained transfer of these forces to the
piston/cylinder mating surfaces that are responsible for the
unwanted friction responsible for the wear and loss of energy in
the piston to cylinder surfaces. FIG. 24 shows another side view of
the piston assembly 12 of FIG. 23.
[0178] FIG. 25 shows a bottom view of another preferred mode of the
piston cylinder 38 having a chambered leading edge 129 for easy
insertion of the cylinder 38 into the cylinder locating cavity 94
of the engine body 145 half, of the two piece construction which
employs the retaining ring 146 to maintain the cylinders 38 in
place and to provide defined pathways for piston and rod
translation when powered by expanding or pressurized fluid.
[0179] Uniflow exhaust ports 128 communicating through the cylinder
wall are also provided for each cylinder 38. In the mode of the
engine device 10G shown in FIG. 38 below, the engine exhaust is
directed downward toward an exhaust manifold 154. A registering
notch 131 disposed at the terminating edge opposite the leading
edge 129 of the cylinder 38 is also provide and may be employed to
register the cylinder 38 in an engagement with a complimentary
protrusion 93 disposed within the cylinder retaining cavity 150 of
the retaining ring 146 as shown in FIG. 29. Thus the registered
engagement will provide a means for properly aligning the exhaust
port 128 in a relative downward orientation.
[0180] FIG. 26 shows a side view of another preferred mode of the
engine body 145 providing a uniflow engine device 10G. This mode of
the body 145 includes a rotating valve cavity 78 communicating with
six cylinder locating cavities 94 for employment with six of the
piston assemblies 12 shown in FIGS. 23 and 24. Further, it is noted
that this mode of the body 145 is especially well designed for cast
molding in either metal or plastic materials as deemed suitable for
the manufacturers intended purpose. FIG. 27 shows a top partial
assembled view of the engine body 145 of FIG. 26 with piston
assemblies 12 of FIGS. 23 and 24. It is additionally noted that in
this mode the cylinders 38 are not required to have threads to
engage to the body 145 and may instead engage within the locating
cavities 94 via tight clearance tolerance of the cylinder 38
exterior diameter and the diameter of the cavity 94 or may employ
o-ring seals if desired. Thus the current mode of the engine body
145, cylinders 38, and piston assemblies will facilitate a high
ease of use by an unskilled user for servicing or replacing
parts.
[0181] FIG. 28 shows a perspective view of a particularly preferred
piston retaining ring 146 providing a means for retaining the
pistons 12 to strictly linear motion. In use the retainer ring 146
can be employed in a stacked configuration of the components of the
device 10G positioned underneath the engine body 145 for engaging
the piston rods 37 and cylinders 38. As shown, there are included
six piston rod lineal guide tracks 148 corresponding to the current
preferred six piston mode of the device 10G. In use, the wider
offset portion of the asymmetric piston 12 is engaged within the
lineal guide track 148 which provides linear guide during the
reciprocating motion of the pistons 12. By incorporating the linear
guide features of the retainer ring 146, all non-linear movements
and forces of the piston 104 against the cylinder wall
conventionally resulting from the interaction of the piston 12 with
the cam ring 14, are eliminated. Again, no tools are required to
install or remove the retainer ring 146.
[0182] The retaining ring feature FIGS. 28 and 29 also includes
cylinder retaining cavities 150 which are preferably precision fit
machined for securely retaining the cylinders 38 in their
engagement in the locating cavities 94 of the body 145 without the
use of fasteners, such as threads as previously disclosed. Further,
the retaining ring 146 includes exhaust ports 152 within the
cylinder retaining cavities which are intended to align with the
exhaust ports 128 of the cylinders 38 for communicating the exhaust
to the exhaust manifold 154 operatively stacked in the position
there below. FIG. 29 depicts a top view of the piston retaining
ring 146 of FIG. 28. It is noted that the provision of linear guide
means provided by the retainer ring 146 can be incorporated into
other embodiments of the engine 10, and should not be considered
limited to the current six cylinder figure and mode only. It is
additionally noted that the retaining ring 146 in at least one
preferred mode is as a one piece component, however ether modes are
envisioned wherein the ring 146 can be constructed of more than one
piece with effective results.
[0183] FIG. 30 shows a perspective view of another preferred mode
of the exhaust manifold 154 currently having six exhaust intake
apertures 156 communicating with one or a plurality of exit
apertures 158 via an annular passage 157 shown in the cut-a-way.
The exhaust manifold 154 can be plastic molded from high
temperature clear or colored plastics. This manifold 154 could also
easily be formed via sand casting in aluminum or any other material
with a sand core in the mold that can be disposed of in the same
manor that sand casting central core are removed from their
casting.
[0184] FIG. 31 shows a view of the engine body 145 with six pistons
12 and cylinders 38, also depicting the engagement of the retainer
ring and exhaust manifold. An upper cavity portion 79 of the body
145 may be configured to receive a bearing (not show) to interface
between the stationary body 145 and the rotating connector 180
employed for engaging the rotor assembly 164.
[0185] FIG. 32 shows a top view of another preferred mode of the
rotating cam ring 14 having a cam follower track or race 18 formed
of various lobes 20 and cavities 22 with sloped surfaces
communicating therebetween. However in the current mode the apex of
the lobe 20 extends radially outward from an imaginary centerline
of the ring 14. Thus as the piston 12 traverses the track or race
18 past the lobes 20, the cam follower 34 always maintains a
positive engagement with the track or race 18. This differs from
previous modes of the device 10 wherein the lobes 20 extend
radially inward toward the centerline (shown clearly in FIG. 3),
and during higher RPM's the cam follower 34 may inadvertently loose
contact with the track or race 18 as the follower 34 traverses over
the inwardly extending lobe 20. In this mode the cam ring 14 also
include a plurality of cooling fins 160 for cooling purposes and/or
providing a heat sink means for the ring 14.
[0186] FIG. 33 shows a top view of still another preferred mode of
the rotating cam ring 14 employing removably engageable lobe
portions 162 for torque and horse power tuning. This allows the
user to replace the lobe portions 162 with different ones having
varying slopes between the lobes 20 and cavities 22 for adjusting
the piston throw length, timing, and torque per piston. Removable
engagement may be accomplished by means of removable fasteners,
snap fit means, or other means suitable for the intended purpose.
FIG. 34 depicts a bottom view of the engine body 145 assembly of
FIG. 31 engaged to the cam ring of FIG. 32 showing the preferred
six piston configuration wherein each piston 12 has one or more
power strokes per revolution of the cam ring 14. In this current
six piston configuration, the resulting combination is twenty four
power strokes per single revolution of the cam 14.
[0187] FIG. 35 depicts a top view of a rotor assembly 164 employing
an array of a plurality of permanent magnets 166. In use the rotor
assembly 164 engages the cam ring 14 by means of removable
fasteners, screws, bolts, snap fit means, or the means suitable for
the intended purpose. The rotor plate 164 may be a single cast or
machined part with, or is affixed to, the cam ring 14 by fasteners
or other means suitable.
[0188] FIG. 36 shows a exploded perspective view of a preferred
stator assembly 168 which be dissembled into individual parts for
easy removal or replacement. The assembly 168 includes stator
housing portions 170 and one or a plurality of stator coils 172.
Those skilled in the art will envision that the inclusion of output
wire leads communicating with the coils 172 will be necessary to
communicate the electricity in the coils for practical use
elsewhere, and is anticipated. Further, those skilled may envision
various modifications to the coil wire material, gauge, number of
windings, and number of coils as needed to achieve a desired
wattage output given the torque and RPM's produced by the engine.
As such these features may vary widely and will be determined by
the designer, while any particular configuration should not be
considered limiting.
[0189] The housing 170 is preferably disassembleable into a
plurality of parts as shown for ease of removal of the stator
assembly 168 from the engine 10G or for replacement of coils 172 as
needed. The parts of the housing 170 may engage together via means
of snap fasteners, or other fastener means generally not requiring
tools, such as butterfly bolts. FIG. 37 shows a top view of the
assembled stator assembly 168 of FIG. 36.
[0190] FIG. 38 shows a exploded perspective view of the six piston
uniflow mode of the device 10G which is especially configured for
employment with the rotor 164 and stator 168 assemblies of FIGS. 36
and 37 respectively. This mode of the device 10G is configured in a
`stacking` arrangement to allow an unskilled user to easily and
quickly remove parts for servicing or replacement. As shown, the
stacking order from bottom to top referring to the orientation in
the figure, however without implying limitations thereon, generally
comprises: a base mounting plate 174, exhaust manifold 154,
retainer ring 146, body 145 with piston assemblies 13, an optional
body insulation component 176, rotating valve 130, cam ring 14,
rotor 164, top rotor plate 165, cooling ring with fins 178,
rotating connector 180, and the timing component 182. The timing
component 182 engages to the top of the valve 130 via the rotating
connector 180 and provides a means for adjusting the valve timing
by adjusting the position of the valve 130 relative the cam ring
lobes.
[0191] Advantageously, the timing component 182 is engaged on the
top of the `stacked` arrangement of components such that the user
does not have to remove any other parts in order to make the
desired adjustments. A final "locking" or engagement of the
Stacked" components together in the body assembly, may be
accomplished through the use of 3 or more butterfly bolts, beneath
the mounting plate, at the bottom of the engine body's assembly and
engaged into the bottom of the engine body itself. These three
butterfly bolts (not shown but easily discerned for engagement by
on skilled in the art) eliminate the need for tools which is a
significant advantage in a third-world deployment. The bolts can be
loosened and removed by hand.
[0192] In addition, it is noted that the timing component 182 can
also be configured as a drive system means by employing v-belt
pulleys, gear belt features, chain sprocket teeth, drive shaft, or
gear teeth for transmission of power from the engine to another
device. In short, this component 182 provides significant plurality
of valuable features including engine timing adjustment,
determining the engines rotational direction, and a power take off
provision by an easy geometry change using an immediately
accessible location, all in a single part.
[0193] To create the required geometry change in the relationship
between the valve openings and the cam lobes which is required to
reverse the rotation of the engine's direction, as well as to
convert the engine's function from an engine, to a pump, the valve
to cam component must provide the ability to be rotated a total of
the number of degrees that exists between center to center, between
two of the adjacent valve intake openings. This relationship is
consistent regardless of the number of intake openings provided in
any valve/cam assembly.
[0194] It is noted that the stacking arrangement of the various
components of the engine, engage to form at least two sub
assemblies 181, 183, shown in FIG. 38a. In the figure, there is
shown a partial assembled view of the invention, showing the device
10G assembled into two sub assemblies, namely the rotor assembly
181 and the engine body assembly 183. The separate sub assemblies
181, 183 can be easily engaged together by hand, and without the
use of fasteners, to provide a fully assembled engine driven by a
choice of steam, compressed air, vacuum or pressurized gas, or
which, with a simple rotational adjustment of an easily accessible
timing component 182 can be used as an effective compressed air
pump or a vacuum pump.
[0195] In order to assemble the two assemblies 181, 183 for the
engine 10G to operate, the rotor assembly's 181 central valve 130
must be aligned and slipped down into the body's 145 valve cavity
78. Tapered bearing seats and a mating race in the engine body 145
may be employed to interface between the valve 130 and cavity
78.
[0196] To complete assembly each of the pistons rod followers 34,
incorporating either a wheel fit with lubricated and sealed ball
bearings or simply special sealed ball bearings, must be aligned to
fit the followers 34 within the rotating cam rings follower track
18.
[0197] FIG. 39 shows an fully assembled perspective view of the
device 10G of FIGS. 38 and 38a, also depicting the stator assembly
168 disassembled in to individual parts prior to an engagement with
the device 10G, thus facilitating removal of the stator assembly
168 without removal of other engine parts.
[0198] FIG. 40 depicts a final assembled view of the mode of the
device 10G of FIG. 39, showing the stator assembly 168 engaged to
standoffs 175 extending from the base mounting plate 175 such that
the coils 172 are positioned within the magnetic flux area in the
space between the rotor 164 and top rotor plate 165. The top rotor
plate 165 is preferably a ferro-magnetic material as the
positioning of the plate 165 adjacent the coils 172 and above the
magnets 166 of the rotor 164 provide a means for capturing the flux
emanating from the magnets within the space between the rotor 164
and top plate 165. This flux capture has been shown to increase the
flux communicating through the coils 172 as opposed to designs not
employing a top rotor plate 165. Further, other modes of the engine
are envisioned wherein the bottom surface of the top plate 165
include an additional array of magnets thus further increase the
magnetic flux through the coils 172 due to both the rotor 165
magnets 166 and inclusion of top plate 165 magnets. Also shown is
an optional insulated housing cover.
[0199] FIG. 41 shows a top view of an optional condenser component
186 for converting steam exhaust exiting the exhaust manifold 154
back into water. As such, when the exhaust passes into the manifold
154, it is then communicated to the condenser 186 for condensation
and re-use.
[0200] FIG. 42 shows a schematic representation of a preferred
as-used mode of the device 10G employing a wind powered 188
mechanical pump 190 to communicate 192, via hose or the like,
pressurized air into a storage reservoir 194 for use as a working
fluid for powering the device 10G. The electricity produced can
then be stored in batteries 196 for later use. This configuration
provides a substantial improvement to conventional wind powered
electricity generation means, particularly the wind turbine, which
has many drawbacks. First, the turbine is located at the top of the
tower making servicing and repair extremely dangerous, expensive,
and requires highly skilled technicians due to the conventionally
complex turbine systems. Further, the electrical cables
communicating with the turbines are typically extremely bulky,
expensive, and difficult to handle. The device 10G and preferred as
used mode shown, solves these problems by means of a mechanical
pump which can be serviced by relatively low skilled technician,
and the communication means 192 can be provided by a sealed conduit
for communicating pressurized air which can be provided by a single
conduit communicating low pressure air from a pump such on a
windmill or water wheel or livestock driven wheel or the like.
[0201] FIG. 43 shows another preferred mode of the rotary cam 14
with the cam follower track 18 disposed between an inner sidewall
200 and an outer sidewall 202 providing a restricted track 18 for
engaging the cam follower 34, in which rotation of the cam 14 will
drive radial and inward and outward translation of the pistons 12.
Thus, in this mode, the cam 14 may be driven by any number of
natural or mechanical rotational forces such as a wind driven
propeller or rotor, a stream driven "paddle wheel", or rotational
engine or motor, to provide every effective multi cylinder radial
cam vacuum pump or air compressor. The effective and flexible
nature of the cam designs means that the device can be used, with a
small driving force, as an air pressure pump or a vacuum pump to
create a simple-to-transfer energy obtained from a natural source
such as wind or flowing water for storage in a container such as an
air tank.
[0202] Thus it is of particular advantage that with the same
device, simply by replacing the cam 14 to one of the preferred
modes shown previously can convert the device into an engine to
provide power to run any choice of devices requiring rotational
forces, or, can provide electrical energy through its integral,
built in rotor and stator configuration.
[0203] FIG. 44 shows another mode of the rotary cam 14 providing a
five compression lobe cam 14. By replacing the valve/cam assembly
from a 3 lobed cam, to a 5 lobed cam, the number of power strokes
or compression or vacuum strokes per single revolution of the
system changes from 18 strokes per single revolution to 30 strokes
per single revolution. This provides a wide range of power and
flexibility conservatively provided from the same
body/cylinder/piston assembly and involves significantly decreased
cost.
[0204] FIG. 45 and FIG. 46 show another preferred mode of the
invention wherein the a drive wheel 204 engaged to the outer
perimeter of a wheel hub 167 for engagement to the top rotor plate
165. This feature further provides valuable power/energy
consumption flexibility. If a vehicle is carrying a load it might
use more than one engine to provide its propulsion. If that same
vehicle has no load, it might use only one engine and less need for
energy consumption.
[0205] A further advantage of this feature is that it eliminates
the need of space to house an engine and transmission within the
vehicle body. That space can be used in any number of imaginable
ways including simply a smaller sized vehicle providing good
service and transportation.
[0206] A further advantage of this feature is that in situations
where the vehicle is designed for warehouse or factory use, the
engine(s) can be air driven with no indoor fossil fuel emissions.
It is common for factories and even warehouses to have built into
their system an air compressor with a network of outlets throughout
the building. Transportation carts can be built that have a choice
from one to four engines (one in each wheel) per cart.
[0207] When being used to transport human cargo, one engine can
economically be used. If transporting components of weight, two or
more can be engaged to carry the load. The same cart becomes highly
efficient and quickly and easily "refueled" for multiple uses. Each
parking area for a cart would have a "quick connect" air outlet
which would allow a "recharge" of the cart during its stay in that
location. Although a battery recharge can take hours, air recharges
are quick and take seconds to minutes at most. As most drives
through a factory or warehouse usually involve only a few minutes
at most, the storage tanks and volumes required to be stored for
ideal use of a cart would be lower pressure and small. The fuel and
emissions would be "clean air in, clean air out".
[0208] The Rotary Cam Radial Steam or fluid powered Engine 10 shown
in the drawings and described in detail herein disclosed
arrangements of elements of particular construction and
configuration for illustrating preferred embodiments of structure
and method of operation of the present application. It is to be
understood, however, that elements of different construction and
configuration and other arrangements thereof, other than those
illustrated and described may be employed for providing a Rotary
Cam Radial Steam Engine 10 in accordance with the spirit of this
disclosure, and such changes, alternations and modifications as
would occur to those skilled in the art are considered to be within
the scope of this design as broadly defined in the appended
claims
[0209] Further, the purpose of the foregoing abstract is to enable
the U.S. Patent and Trademark Office and the public generally, and
especially the scientists, engineers and practitioners in the art
who are not familiar with patent or legal terms or phraseology, to
determine quickly from a cursory inspection the nature and essence
of the technical disclosure of the application. The abstract is
neither intended to define the invention of the application, which
is measured by the claims, nor is it intended to be limiting as to
the scope of the invention in any way.
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