Rotary directional pressure engine

A rotary directional pressure engine having a case within which a plurality of rotors rotate in parallel. The rotors include asymmetrical cavities on the circumferential faces thereof, which cavities function to move air and/or other gases into a combustion chamber area during an intake phase, to cooperatively form a combustion chamber during an ignition and combustion phase, and to move exhaust gases to the area of one or more exhaust ports for removal from the engine during an exhaust phase. Continued rotation of the rotors is accomplished by harnessing and properly directing the forces of combustion against the asymmetrical cavities of the rotors.

TECHNICAL FIELD

Exemplary embodiments of the disclosure relate generally to a rotary-type combustion engine that does not rely on compression for operation.

BACKGROUND

A great number of combustion process engines are known. Very generally speaking, such engines typically operate by igniting a mixture of air and fuel to produce a movement of one or more components of the engine. The motive force supplied by the combustion of fuel is typically used to drive another device and to thereby produce work. The most common type of such an engine is most likely the internal combustion engine, which is the type of engine still used to power vehicles of numerous types (e.g., cars, trucks, motorcycles, airplanes). While internal combustion engines have existed since the 1800s and have advanced greatly since that time, internal combustion engines nonetheless continue to be inherently flawed in a number of ways.

Known internal combustion engines operate on the principal of compression. To this end, internal combustion engines, rotary or otherwise, have employed various methods of part articulation to achieve mechanical compression at the expense of an ultimately destructive and uneven application of force. Reliance on compression for operation is inefficient, produces considerable strain and wear on the engine components, and requires substantial componentry to combat such strain and wear. As a result, internal combustion engines are frequently complicated devices of considerable size and weight.

In light of the foregoing remarks, it should be obvious to one of skill in the art that eliminating the disadvantageous forces, vibrations, parasitic losses, heat, and space constraints resulting from the inherent mechanical directional change techniques required by existing internal combustion engines that rely on mechanical compression for operation, would be highly beneficial. For example, eliminating the need for components such as lobes, cams, reciprocating pistons and/or eccentric rotors, would permit the realization of an engine having vastly superior volumes of working gasses in proportion to the overall engine footprint, as well as an engine capable of sustainable high operating speeds if desired. Furthermore, the addition of timed ignition would permit such an engine to provide useful and efficient work output at all rotational speeds, unlike turbine engines which require continuous ignition and very high operating speeds.

Exemplary rotary directional pressure engine embodiments according to the disclosure are of the beneficial design described above. Consequently, exemplary rotary directional pressure engine embodiments according to the disclosure may provide the various associated advantages associated therewith.

SUMMARY

Exemplary engine embodiments according to the disclosure are internal combustion engines. An exemplary engine embodiment according to the disclosure is referred to herein as a rotary directional pressure engine (hereinafter also “RDP engine” for brevity). The rotary directional pressure terminology was selected as being merely descriptive of the general concept of herding the cumulative pressures of combustion in a desired direction, and is not to be considered as being any further limiting with respect to the design, construction or operation of such an engine. Exemplary RDP engine embodiments utilize said pressures of combustion for operation through intelligent design, as opposed to relying on typically employed compression techniques.

Generally speaking, exemplary RDP engine embodiments according to the disclosure include a case within which rotate in parallel a plurality of rotors. The rotors include asymmetrical cavities on the circumferential faces thereof, which cavities function to move air and/or other gases into a combustion chamber area during an intake phase, to cooperatively form a combustion chamber during an ignition and combustion phase, and to move exhaust gases to the area of one or more exhaust ports for removal from the engine during an exhaust phase.

The rotors are coupled to shafts such that the shafts rotate with the rotors. Output ends of the shafts are coupled to gearing that may be used to convert the rotational energy of the rotors into useful work. An exemplary RDP engine will typically require no rotor seals, as there is no mechanical compression attempted. The rotors and shafts of each rotor assembly spin concentrically and the rotor assemblies are synchronized by timing gears located in the gearing section of the case. A stationary central deflector may be used to direct working forces of combustion toward the most advantageous fulcrum points of the rotors upon fuel ignition.

Exemplary RDP engine embodiments are of non-interference design and, as mentioned above, do not require a compression stroke. As a result, there are no concerns regarding engine self-destruction upon timing loss, and the fuel used to power the engine may itself additionally function as both a lubricant and momentary hydraulic seal for the rotors. Exemplary RDP engine embodiments may also employ a dual intake design that helps to inherently optimize the atomization and mixing of air and fuel in the combustion chamber.

Other aspects and features of the invention will become apparent to those skilled in the art upon review of the following detailed description of exemplary embodiments along with the accompanying drawing figures.

DETAILED DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

One exemplary embodiment of an assembled RDP engine5according to the disclosure may be observed inFIG. 1. As shown, this RDP engine5includes a multi-section case10comprised of a base (rotor) section15, an adjacent (gear) section20, and a cover25that closes an open end of the gear section of the case in a sealing fashion. An engine output shaft70can be shown to protrude from the gear section20of the case10through an appropriately sealed aperture30provided in the cover25.

In this exemplary embodiment, the case10is comprised of separate rotor and gear sections15,20, each of which is substantially in the form of a box of some depth having a bottom wall but an open top. In other embodiments, it is possible that a more unitary case may be utilized. For example, alternative embodiments may employ a case having a substantially unitary rotor and gear section, with a separating plate that may be installed between the rotor section and gear section after the rotors and other necessary components are installed being substituted for the bottom wall of the gear section20of the case10ofFIG. 1. Other case designs may also be possible, including cases of different size and shape.

An exploded view of the exemplary RDP engine5ofFIG. 1is illustrated inFIG. 2. In addition to the case components15,20,25, this exemplary RDP engine5can be seen to also generally include four non-cylindrical rotors35that are individually keyable or otherwise connectable to corresponding parallel shafts40such that the rotors35and the shafts40will rotate harmoniously within the rotor case15when the engine is assembled. A set of lower rotor assembly bearings45and a set of intermediate rotor assembly bearings50are provided for location in the rotor case15to facilitate rotation of the rotors35and associated shafts40and other rotor assembly components.

As can be better observed in the subsequent drawing figures, the rotor shafts40will extend through corresponding openings (not visible) in a bottom wall of the gear case20when the case sections are assembled, and will be coupled to intermeshing timing gears55located therein. In this particular embodiment, drive gears60are also provided and adapted for coupling to two of the like-rotating rotor shafts40. An associated output gear65is also included and adapted to intermesh with and be driven by the drive gears60upon assembly. As explained in more detail below, the output gear will be centrally located between the drive gears60and timing gears55and is adapted for coupling to and rotation of the central output shaft70, which will protrude through the cover25of the assembled case10as shown inFIG. 1for coupling to the input of another device (e.g., a transmission, a pump, a blade, etc.). Lower and upper output shaft bearings75,80are provided to facilitate rotation of the output shaft70.

In this embodiment, spacers85are provided and adapted for placement over the two rotor shafts40to which no drive gear60is coupled, such that the spacers will reside on the top face of each associated timing gear55. The spacers85are of the same thickness as the drive gears60in this exemplary embodiment, so as to present a planar upper surface in conjunction with the drive gears.

As described in more detail below, counterweights90are also provided in this exemplary embodiment for placement over the rotor shafts40and on top of the drive gears60and spacers85, as necessary to balance the rotor assemblies.

An upper set of rotor assembly bearings95is provided to respectively receive the upper ends of the rotor shafts40. The upper set of rotor assembly bearings95reside within the gear case20and are interposed between the upper ends of the rotor shafts40and the bottom wall of the cover25.

A better understanding of the assembled RPD engine5may be gained by reference toFIGS. 3-4. As may be understood fromFIGS. 3-4, in conjunction withFIG. 2and the foregoing disclosure, the four non-cylindrical rotors35reside and rotate within respective and correspondingly-shaped rotor wells100located in the rotor case15.

It can be understood fromFIGS. 3-4that the rotors35of the assembled RPD engine5are each keyed or otherwise connected to corresponding parallel shafts40such that the rotors35and the shafts40rotate together when the engine is assembled and operating. The lower ends of the rotor shafts40respectively terminate within the corresponding set of lower rotor assembly bearings45such that there is no contact between the rotor shafts and the rotor case15. Likewise, while not visible in the drawing figures, the intermediate set of rotor assembly bearings50ensure that there is no contact with the bottom wall of the gear case20where the rotor shafts35pass therethrough.

Referring now specifically toFIG. 4, it can be seen that the rotor shafts40of the assembled RPD engine extend into the gear case20. The rotor shafts40are keyed or otherwise coupled to the timing gears55, which are located in intermeshing contact within the gear case20and which function to synchronize the rotation of the rotor assemblies.

The drive gears60are shown to be keyed or otherwise coupled to two non-adjacent but like-rotating rotor shafts40. The centrally-located output gear65encircles and is keyed or otherwise coupled to the output shaft70. As can be observed, the output shaft is also centrally-located between the four timing gears55and the output gear65intermeshes with the two drive gears60.

The aforementioned spacers85are installed over the two rotor shafts40to which no drive gear60is coupled and on the top face of each associated timing gear55. Since the spacers85are the same thickness as the drive gears60, a planar upper surface is presented by the combination of the spacers and the drive gears.

The balancing counterweights90are installed over and keyed or otherwise coupled to the rotor shafts40such that the counterweights and the rotor shafts rotate together during engine operation. The counterweights reside atop the drive gears60and spacers85. In this example, the counterweights90are of a given asymmetrical shape. However, nothing herein shall be construed as limiting the counterweights to a given shape or size, or even to a given placement. Rather, when used, counterweighting and/or other types of balancing may be achieved by any technique understood by one of skill in the art. For example and without limitation, balancing may be achieved in other embodiments by way of drilling multiple holes in the rotors35at various locations.

The output shaft bearing80is installed to the output shaft70in the area of the aperture in the cover25, such that there is no contact between the output shaft and the cover25. The upper ends of the rotor shafts40are respectively received in the upper set of rotor assembly bearings95, which reside within the gear case20. The upper set of rotor assembly bearings95is interposed between the upper ends of the rotor shafts40and the bottom wall of the cover25, such that there is no contact between the rotor shafts and the cover25. Thus, the output shaft bearing, upper set of rotor assembly bearings95, intermediate set of rotor assembly bearings50, and lower set of rotor assembly bearings45, operate in conjunction to ensure that all interactions between rotating points and the case10are shrouded by bearings. In one exemplary embodiment, the bearings used may be, for example and without limitation, sealed and lubricated bearings of the roller or needle type. In alternative embodiments, the bearings used may not be sealed bearings. In any case, the use of bearings and bearing assemblies ensures proper rotation of each rotor subassembly (i.e., rotor, and associated shaft and gearing).

The operation of the exemplary RPD engine5will now be described in more detail with reference toFIGS. 5-8. As shown in the partially transparent views ofFIGS. 5-8and as also described briefly above, the non-cylindrical rotors35reside and rotate within respective and correspondingly-shaped rotor wells100located in the rotor case15. It should be understood, however, that the rotors35do not contact the rotor wells100, nor any other part of the case. Likewise, the rotors35do not contact each other. Rather, the rotors35are located and dimensioned so as to rotate within the rotor wells100with a minimum achievable clearance between the rotors and the walls of the rotor wells. Similarly, the rotors35are located and dimensioned so as to rotate with a minimum achievable clearance between adjacent rotors. Hence, the RPD engine5is of a non-interference design.

As can be best observed inFIGS. 5-8, the rotors35rotate within the rotor wells100simultaneously and in a timed manner in the directions indicated by the arrows placed thereon. As can also be observed, each rotor35includes an asymmetrical cavity105located along the circumferential face thereof. In this embodiment, the asymmetrical cavities105of adjacent rotors are mirror images of each other, although this does not necessarily have to be the case in alternative embodiments. Likewise, the asymmetrical cavities of rotors of other embodiments may differ from the asymmetrical cavities105shown herein, as long as such asymmetrical cavities are able to acceptably move intake air, cooperatively form a combustion chamber, cause a desired rotation of the rotors when contacted by the forces of combustion, and remove or help to remove exhaust gases from the engine.

The rotors35are shown in an intake position inFIG. 5. In the intake position, air and/or other gasses may enter the case10through one or more intake ports110that pass through the case. In this particular example, there are two intake ports110, which are located on opposite sides of the case10. The number, shape, size and/or precise location of the intake port(s) may vary in other embodiments. The intake ports110should be appreciated as both high volume and high velocity as no directional changes need occur. Additional benefits are achieved in the form of optimized air/fuel mixing and atomization, as the two intake charges will collide in the center of the device just prior to ignition.

Referring herein to the rotors35being in an intake position (or intake phase) is meant only to convey that the rotors35reside in a position in which air and or other gasses may enter the case10. Thus, the rotors35need not be in the exact position shown inFIG. 5to be in an intake position. Rather, the rotors35may be considered to be in an intake position for that period of time in which air or other gases are not blocked by the rotors from entering the intake ports110and passing to a centrally-located combustion area between the rotors (see below). In other words, the intake ports110do not have to be completely unblocked and perfectly framed by the asymmetrical cavities105of adjacent rotors35—as shown inFIG. 5—for the rotors to be in an intake position.

The rotors35are shown in a combustion position inFIG. 6. The combustion position (or phase) of the rotors35is generally achieved when, as shown inFIG. 6, the walls of the asymmetrical cavities105in the circumferential faces of adjacent rotors become aligned to define, in conjunction with the interior walls of the case10, a substantially enclosed combustion chamber115within the rotor case15.

An ignition device(s) is provided to ignite an air-fuel mixture that will be present in the combustion chamber115during an appropriate point of engine operation. In this particular example, ignition holes120are provided to receive ignition devices (not shown) such as, but not limited to, spark plugs, glow plugs, etc. There are two ignition holes120located within the combustion chamber115in the exemplary embodiment shown, however, the number, size and/or location of such ignition holes may vary in other embodiments. In any case, the positioning of the ignition devices within the ignition holes120is such that no interference with rotation of the rotors35occurs.

As represented by the arrows inFIG. 7, once the air-fuel mixture within the combustion chamber115is ignited, the forces of combustion will expand outward against the walls of the asymmetrical cavities105in the circumferential faces of the rotors35. The shape of the asymmetrical cavities105in the circumferential faces of the rotors35is such that the combustion forces impinging thereon are directed along the cavities in a manner that will further encourage rotation of the rotors35in each of their current directions of rotation. The rotational axis of each rotor35acts as a fulcrum while the long shallow portion of the cavity105wall acts as a lever, thereby converting the combustion forces into rotational mechanical work.

To further encourage the desired directions of the combustion forces, a combustion force deflector125may be located (preferably centrally located) within the defined space of the combustion chamber115. The shape and orientation of the deflector125is such that combustion forces directed toward the deflector will be redirected toward the walls of the asymmetrical cavities105in the circumferential faces of the rotors35. Thus, use of the deflector125may increase the efficiency of the RDP engine5. The deflector125may also serve as a support and possible point of attachment for the bottom wall of the gear case20.

The rotors35are shown in an exhaust position inFIG. 8. In the exhaust position, the rotors35have rotated to a position where the asymmetrical cavities105in the circumferential faces of the rotors35are exposed to one or more exhaust ports130that pass through the case10. It should be appreciated that this rotation of the rotors creates a progressive aperture for exhaust gas exit, with the minimal initial horizon of alignment encouraging exhaust forces to further act upon the rotors in the desired direction of rotation until full alignment is reached, thereby permitting the widest available aperture for exhaust gas exit.

As a result of rotor rotation to the exhaust position, the exhaust gasses produced during combustion may exit the case10through the exhaust port(s)130. In this particular example, there are four exhaust ports130, which are located on opposite sides of the case10. The number, shape, size and/or precise location of the exhaust port(s) may vary in other embodiments.

Referring herein to the rotors35being in an exhaust position (or exhaust phase) is meant only to convey that the rotors35reside in a position in which combustion gasses may exit the case10. Thus, the rotors35need not be in the exact position shown inFIG. 8to be in an exhaust position. Rather, the rotors35may be considered to be in an exhaust position for that period of time in which combustion gases are not blocked by the rotors from exiting the exhaust ports130. In other words, the exhaust ports130do not have to be completely unblocked and perfectly framed by the asymmetrical cavities105of adjacent rotors35—as shown inFIG. 8—for the rotors to be in an exhaust position.

Operation of the RDP engine5should be apparent to one of skill in the art in light ofFIGS. 5-8and the previous disclosure. That is, operation of the RDP engine5may be defined generally by the transition in rotation of the synchronized rotors35between the intake, combustion and exhaust positions illustrated inFIGS. 5-8, and the eventual return of the rotors to the intake position shown inFIG. 5.

In the course of rotor rotation, air and/or other gasses are moved by the asymmetrical cavities of the rotors during the intake phase toward a centrally-located combustion chamber area that will be formed by the rotors; fuel is added to the combustion chamber formed by the rotors and the case—either along with the air and/or other gases moved to the combustion chamber by the rotors during the intake phase or at some other point prior to combustion—and the air-fuel mixture is ignited during the combustion phase, whereby the forces of combustion are converted into rotational energy by the rotors for the purpose of doing useful work; and exhaust gases are removed by the asymmetrical cavities of the rotors during the exhaust phase to a location where the exhaust gases may exit the case before the rotors return to an intake position.

Fuel may be added to the combustion chamber115to mix with air and/or other gases present therein in various ways. For example, in some embodiments, fuel may be atomized and added to a stream of intake air or other gases entering the engine5, such that the fuel becomes entrained in the air stream and travels to the combustion chamber115with the air stream. Alternatively, or in addition thereto, fuel may be directly added to the combustion chamber115in a metered manner by any technique known in the art including, but not limited to, carburetor or fuel injection techniques.

Because the rotors35are keyed or otherwise coupled to the rotor shafts40, the rotational energy of the rotors will be transmitted to the output shaft70by way of the drive gears60and output gear65. The timing gears55ensure that rotation of the rotors35remain synchronized at all times.

In the exemplary embodiment shown herein, a single ratio gear set of 1:1 is illustrated. However, it should be understood by and apparent to one of skill in the art that the rotor shafts and case could be extended in other designs to support multiple ratio gear-sets as found in any basic manual transmission, including a reverse gear when attached to the opposing set of shafts.

In embodiments of an RDP engine according to the invention, any known technique for timing the supply of fuel to the combustion chamber115with the proper rotational position of the rotors35and activation of the ignition devices may be employed. Thus, it can be understood that the RDP engine5is a timed ignition engine—not a continuous ignition engine like a turbine. Furthermore, because the RDP engine may operate at a low, zero or possibly even negative pressure, an RDP engine according to the disclosure is ideally suited for fitting with a forced induction system, which may be used to provide a forced flow of air and/or other gases through the intake port(s) and into the case of the RDP engine during at least the intake phase thereof.

The non-interference design of an RDP engine according to the invention combined with the absence of a compression stroke permits smooth operation and virtually no wear using the fuel itself as both a lubricant and momentary hydraulic seal for the rotors. The non-interference design also eliminates any concern about engine self-destruction if rotor timing is somehow lost. Beneficial rotor direction of rotation also aids in persuading ignited fuels from reversing back up through the intake ports. In comparison to typical internal combustion engines, exemplary RDP engine embodiments according to the invention also generally possess a very large ratio of combustion space to overall engine volume.

RDP engine embodiments according to the invention may have wide-ranging application. For example and without limitation, RDP engines may be produced on an extremely small to even a micro-scale, and may also be manufactured in sizes and with power outputs suitable for use in products from outdoor power equipment to vehicles of various types.

Various exemplary RDP engine embodiments are described in detail above for purposes of illustration and understanding of the general inventive concept. However, those of skill in the art will undoubtedly realize that many various changes and modifications to the designs and constructions disclosed are possible within the spirit and scope of the invention. For example, and without limitation, the number of rotors present in a RDP engine embodiment is not limited to the four rotors shown and described in the exemplary embodiments of the disclosure. A number of RDP engine modules may also be produced (whether like the exemplary RDP engine embodiments of the disclosure or dissimilar therefrom), and stacked or otherwise connected to form an aggregated, larger RDP engine. It should also be realized that a given RDP engine is not limited to a particular size. Rather, RDP engine embodiments are highly scalable depending on the application. For example, the component dimensions of a given RDP engine may be generally enlarged to satisfy high torque, low RPM applications, or the height of the components may be increased relative to the other component dimensions so as to yield longer rotors and a higher RPM engine that produces more power via an increased combustion volume.

Other changes and modifications within the scope of the invention are also possible. Therefore, while various exemplary embodiments have been described herein, the scope of the invention is not considered limited by such disclosure, and modifications are possible without departing from the spirit of the invention as evidenced by the following claims: