Abstract:
The present invention is directed toward a rotary combustion motor and method of operation. The rotary combustion engine has dual rotors that are driven by timed combustions of fuel in a large combustion chamber and a small combustion chamber. Intake valving is also provided by dual intake rotors, each of which provide a time delivery of fuel to the large combustion chamber and the small combustion chamber. Gears control the timing between each of the rotors.

Description:
This application claims the benefit of U.S. Provisional Application No. 60/120,060 filed Feb. 16, 1999. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of The Invention 
     The present invention relates to rotary motors, and more particularly, to an improved rotary piston and motor having a regulated air intake and methodology. The regulated intake mechanism allows the rotary motor to efficiently achieve maximum revolutions per minute (rpm). Additionally, the rotary motor shown is designed to accommodate a dual ignition mechanism. The combination of a dual ignition mechanism with a regulated intake applied to a rotary motor results in a superior motor design with respect to rpm and overall efficiency. 
     2. Background Information 
     Reciprocating engine motors on the market today generally involve pistons which are thrust in one direction as a result of combustion. Generally, where one piston is thrust in an upward direction a second is thrust downward. However, the pistons may rest at non-vertical angles with respect to one another resulting in a more side to side movement. Whatever the case, once a piston reaches a maximum velocity it must come to a complete stop and be forced in the opposite direction. This process repeats over and over again as the engine runs. The fundamental design of a motor with this version of reciprocating parts is inefficient. This version of a reciprocating parts motor involves an inherent defect in that every stroke of a piston requires that it come to a complete stop. 
     There is a long felt unmet demand for more efficient internal combustion reciprocating parts motors. The use of rotary motors, often referred to as Wankel motors, is known in the prior art in various forms. Of those found, the closest patent to the present invention was issued to Knickerbocker. Knickerbocker, U.S. Pat. No. 3,923,014 discloses a rotary motor utilizing a pair of complimentary rotors in place of a typical piston design. However, Knickerbocker fails to disclose the regulated intake necessary to achieve even a modest level of efficiency. Without a controlled intake mechanism an ignited fuel and air mixture will enter the air supply and significantly decrease its effectiveness. The Knickerbocker design reveals other deficiencies as well. For example, it cannot accommodate dual ignition without substantial modifications. 
     SUMMARY OF THE INVENTION 
     It is an object of the present invention to provide an efficient rotary motor. 
     It is another object of the present invention to provide a rotary motor utilizing a controlled intake which preserves the pressurization of an adjacent plenum. 
     It is another object of the present invention to provide a rotary motor capable of efficiently utilizing dual ignition within a single piston assembly. 
     It is yet another objective of the present invention to provide a rotary motor providing sufficient combustion area in all rotary chambers so as to maximize overall viability of the motor. 
     It is a further object of the present invention to provide a rotary motor maximizing removal of spent fuel based on positioning of the exhaust. 
     It is a further object of the present invention to provide a rotary motor having a balanced design with minimal vibration. 
     It is a further object of the present invention to provide a rotary motor having a high degree of utility as a pump. 
     It is a further object of the present invention to provide a rotary motor designed with efficient means of cooling and oiling. 
     It is a further object of the present invention to provide a first piston rotary assembly designed to work in conjunction with a second piston rotary assembly to provide a four ignition rotary motor. 
     It is another object of the present invention to provide a method of operation for a rotary motor to increase efficiency over the known art. 
     In satisfaction of these and related objectives, the present invention provides a novel rotary motor with increased efficiency and maximum performance resulting from a particularly designed controlled intake mechanism and dual ignition means. Other features of the motor add to its overall efficiency and performance as disclosed herein. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is a perspective view of an automobile within which the preferred embodiment of the present invention would be best utilized. 
     FIG. 2 is a cross section of the automobile illustrating the placement of the preferred embodiment of the present invention. 
     FIG. 3 a  depicts the positioning of the valve assembly and motor rotors with respect to one another at a first fixed position for each rotor. 
     FIG. 3 b  depicts the positioning of the valve assembly and motor rotors with respect to one another at a position 60° removed from the first fixed position of each rotor. 
     FIG. 3 c  depicts the positioning of the valve assembly and motor rotors with respect to one another at a position 120° removed from the first fixed position of each rotor. 
     FIG. 3 d  depicts the positioning of the valve assembly and motor rotors with respect to one another at a position 180° removed from the first fixed position of each rotor. 
     FIG. 3 e  depicts the positioning of the valve assembly and motor rotors with respect to one another at a position 240° removed from the first fixed position of each rotor. 
     FIG. 3 f  depicts the positioning of the valve assembly and motor rotors with respect to one another at a position 300° removed from the first fixed position of each rotor. 
     FIG. 4 is a front cross sectional view of the motor detailing air intake, dual combustion and other features. 
     FIG. 5 a  is a rear cross sectional view of the motor detailing linkage between the air intake system and each rotor. 
     FIG. 5 b  is a rear cross sectional view of the motor detailing cooling and oiling features of the motor. 
     FIG. 6 a  depicts the large rotor alone detailing its balancing features. 
     FIG. 6 b  depicts the small rotor alone detailing its balancing features. 
     FIG. 7 is a front cross sectional view of the motor with modified application to a pump. 
     FIG. 8 is a front cross sectional view of the motor in dual cylinder form providing a four ignition motor. 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     In FIG. 1 an automobile  100  is shown. Such an automobile  100  is one of many types of systems in which the preferred embodiment of the present invention can be utilized. 
     FIG. 2 shows a cross sectional view of the automobile  100  showing the preferred placement of the preferred embodiment of the present invention. Other placements of the invention may be feasible. In order to fully understand the present invention it is important to trace the path of a typical automobile  100  startup. When a person wants to start the automobile  100 , he or she will put a key (not shown) into an ignition key switch  117  and turn over the ignition key switch  117  into a start position. The ignition key switch  117  is connected to a starter solenoid  119  within a starter  120  by way of a wire or the like. 
     When the ignition key switch  117  is switched to the start position, a circuit between a battery  133  and the starter solenoid  119  is closed allowing charge to flow from the positive terminal of the battery  133  along a positive battery cable  129  to the starter solenoid  119 . The negative terminal of the battery  133  is grounded by an electrical ground wire  128  to the side of the automobile  100 . 
     The starter solenoid  119  is an electromagnet when it carries the current and the amount of current flowing through the electromagnet is directly proportionate to its magnetism. The magnetic field of the starter solenoid  119  causes a bendix (not shown) within the starter  120  to begin spinning. Gears on the bendix (not shown) mesh with teeth on a flywheel  121 . The flywheel  121  then engages a camshaft (not shown) which starts the cam (not shown) turning. The cam (not shown) engages a piston or small rotor  137  (see FIG. 3 a ) rotating the small rotor  137  (see FIG. 3 a ) in a clockwise direction. The small rotor  137  (see FIG. 3 a ) rotates a large rotor  138  (see FIG. 3 a ) in a counterclockwise direction by way of a gear assembly (see FIGS. 5 a  and  5   b ). The rotation of the rotors  137  (see FIG. 3 a ) and  138  (see FIG. 3 a ) acts as a combustion chamber to maintain constant mechanical power within the motor block  103 . This mechanical power source in turn converts to electrical power in an alternator  106  which maintains the source of electrical current for the present invention. The byproducts of the combustion process pass out through an exhaust port  158  (see FIG. 3 a ) into the exhaust pipe  111  into the muffler/catalytic converter  114  and out through the exhaust tailpipe  134 . 
     Once the engine is started, an individual driver can set the automobile  100  into a drive mode by accessing the transmission  109 . The transmission  109  contains a torque converter  122  which is connected at one end to a drive shaft  135  by way of a drive shaft universal (“u”)joint  116 . The other end of the drive shaft  135  is hooked to a differential  136  at the rear end of the automobile  100 . The gears at the differential  136  turn the axles  171  which engage the wheels  130 . 
     In FIGS. 3 a - 3   h , across sectional view of a small rotor  137 , a large rotor  138 , and the present invention, the motor block  103 , are shown. In FIG. 3 a  the small rotor  137  and the large rotor  138  are shown at a fixed position relative to one another. Although the rotors abut one another, they do not make contact at any point during a combustion cycle. That is, there is no direct contact between the rotors in FIGS. 3 a - 3   f . The planes of rotation for the small rotor  137  and the large rotor  138  are preferably surrounded by a water jacket. 
     Referring specifically to FIG. 3 d , a smaller first combustion chamber  139  is apparent in contrast to a larger second combustion chamber  140 . A closed spent fuel chamber  141  is also apparent at this point. 
     Beginning with the fixed position of the rotors (shown in FIG. 3 a ) the small rotor  137  is shown moving in a clockwise direction in a progression, at every 60°, through to FIG. 1 f . The large rotor  138  is shown moving in a counterclockwise direction throughout this same progression. This progression represents movement during a combustion cycle. 
     FIGS. 3 a - 3   f  also reveal a first valve  142  and a second valve  143  within a housing  144  which is engaged to the motor block  103 . Again, beginning with the fixed position of the valves  142  and  143  (shown in FIG. 3 a ) the first valve  142  is shown moving in a clockwise direction (at the same rate as the small rotor  137 ) in a progression, at every 60°, through to  12 FIG. 3 f . Again, the second valve  143  is shown moving in a counterclockwise direction (at the same rate as the large rotor  138 ) throughout this same progression. This represents valve progression during a combustion cycle. 
     With reference to FIG. 3 d , the larger second combustion chamber  140  and spent fuel chamber  141  are shown with an exhaust port  158  trailing therefrom. Again with reference to FIG. 3 d , the exhaust port  158  is best positioned near the terminal end of what will constitute the spent fuel chamber  141 . This is to encourage maximum evacuation of spent fuel. Additionally, the small rotor  137  and the large rotor  138  are designed to provide maximum volumes within the first combustion chamber  139  and second combustion chambers  140  (as shown in FIG. 3 d ). 
     Referring to FIG. 4, a plenum casing  145  and plenum  146  are provided. These are typically found with superchargers  101  (see FIG.  2 ). The plenum casing  145  seals pressurized air within the plenum  146  allowing its regulated escape only through the valving mechanism  147  provided. The valving mechanism  147  consists of the first valve  142  having a first inlet port  148  and a second valve  143  having a second inlet port  149 . The valving mechanism  147  is encased within the housing  144 . The housing  144  has a first upper housing port  150  and a first lower housing port  151  which are sealable by the first valve  142 . The housing  144  also provides a second upper housing port  152  and a second lower housing port  153  which are sealable by the second valve  143 . The lower housing ports  151  and  153  are in continuous alignment with a first block port  154  and a second block port  155 . FIG. 4 also discloses a first spark plug  156  and a second spark plug  157 . Although spark plugs  156  and  157  are shown, other combustion means may also be used. 
     In FIG. 4, pressurized air is let in from the plenum  146  and through the first upper housing port  150  and the first inlet port  148  as the first valve  142  moves from the resting position (see FIG. 3 a ) to at least 30° (not shown). Pressurized air continues through the first inlet port  148  and into the first lower housing port  151  and first block port  154  as the first valve  142  moves beyond 30° and continues until the first valve  142  reaches at least 75°. It is during this stage of rotation (i.e. between 30° and 75°) that a combustible material, fuel, is let into the smaller first combustion chamber  139  behind the first spark plug  156  (see FIG. 3 b ). The fuel itself originates in the fuel tank  113  (see FIG.  2 ). The fuel is pumped by a fuel pump  112  (see FIG. 2) into a fuel line  115  (see FIG.  2 ). The fuel line  115  (see FIG. 2) terminates in a fuel injection distributor  105  (see FIG. 2) which in turn distributes the fuel through fuel injectors  127  (see FIG. 2) into the motor block  103 . 
     Once the valves  142  and  143  and rotors  137  and  138  reach the 75° position a completely closed smaller first combustion chamber  139  has been formed (see for example FIG. 3 c ). At this point fuel is ignited by the first spark plug  156  powering the rotation of the large rotor  138 . 
     The process is repeated with respect to the second valve  143  and the small rotor  137 . That is, pressurized air is let in from the plenum  146  and through the second upper housing port  152  and the second inlet port  149  as the second valve  143  moves from about the 80° position (not shown) to about 120° (see FIG. 3 c ). Pressurized air continues through the second inlet port  149  and into the second lower housing port  153  and secondblock port  155  as the second valve  143  moves beyond  1200  and continues until the second valve  143  reaches 180°. It is during this stage of rotation (i.e. between 120° and 180°) that fuel is let into the larger second combustion chamber  140  behind the second spark plug  157 . Once the valves  142  and  143  and rotors  137  and  138  reach at least the 180° position a completely closed larger second combustion chamber  140  has been formed (see FIG. 3 d ). At this point fuel is ignited by the second spark plug  157  powering the rotation of the small rotor  137 . 
     The ignition propels the small rotor  137  clockwise within the spent fuel chamber  141  and forces the products of combustion out the exhaust port  158  as the small rotor  137  approaches its 300° position. 
     The rotors  137  and  138  and valves  142  and  143  continue onto their start position (as shown in FIG. 3 a ). The process continues without any stoppage of the rotors  137  and  138  or valves  142  and  143 . Any air not taken in by the supercharger  101  (see FIG. 2) passes through turbo high pressure air tubing  107  (see FIG. 2) to an exhaust turbocharger  108  (see FIG.  2 ). 
     Referring to FIG. 5 a , a rear sectional view of the motor is shown which reveals the gearing between the rotors  137  and  138  (see FIG. 4) (not shown) and the valves  142  and  143 . A timing gear  159  is shown which rotates a small rotor gear  160  of the small rotor  137  (see FIG. 4) (not shown) and a first valve gear  161  of the first valve  142  respectively. In this manner, the small rotor  137  (see FIG. 4) and the first valve  142  maintain an equivalent rate of rotation while the motor is running. A large rotor gear  162  of the large rotor  138  (see FIG.  4 )) is also shown which is gearably linked to the small rotor gear  160  and maintains an equivalent rate of rotation as to the small rotor  137  and large rotor  138  (see FIG.  4 ). Likewise, a second valve gear  163  of the second valve  143  is also shown which is gearably linked to the first valve gear  161  and maintains an equivalent rate of rotation as to the first valve  142  and second valves  143 . While this is the manner chosen to maintain timing between all rotating parts, other means may be employed. However, the maintenance of timing between an air intake system and the rotors  137  and  138  is important to this embodiment of the invention. 
     Referring to FIG. 5 b , a rear sectional view of the motor is shown which reveals an oil chamber  164  and a water chamber  165 . While the particular design chosen for cooling and oiling may vary, this depiction reveals how easily the present invention accommodates cooling and oiling. The motor design allows for the cooling and oiling to occur uniformly around the small rotor  137 . 
     Referring to FIGS. 6 a  and  6   b , the large rotor  138  and small rotor  137  are shown independent of the motor block  103 . While the precise design of the rotors  137  and  138  may vary, they should be designed with a degree of balance in mind. That is, they should be designed to minimize vibration of the motor block  103  while in use. This may be accomplished with use of hallowed areas  166 ,  167 ,  168 , and  169  cored through the length of each rotor  137  and  138 . Ideally, larger hallowed areas  166 ,  167 , and  168  would be cored through the length of the large rotor  138 . 
     Referring to FIG. 7, a second embodiment of a pump design of the motor is shown. While this embodiment still incorporates the possibility of dual ignition, the valving mechanism  147  is not provided. The valving mechanism  147  has been replaced with a vacuum control  170 . This embodiment of the motor is reflective of the natural vacuum created by the shown design of the rotors  137  and  138 . The force of the vacuum is naturally exhibited at the first and second block ports  154  and  155 , the intake areas of the motor. Therefore, a vacuum control  170  of various designs could naturally replace the previously disclosed valving mechanism  147  in order to take advantage of this vacuum power. This embodiment specifically removes the controlled intake in order to take advantage of a natural vacuum. While the controlled intake is eliminated, the resulting pump nevertheless has increased efficiency due to the dual ignition and other features previously described herein. Furthermore, the vacuum pump may easily be modified to work as a compressor. 
     FIG. 8 shows a front cross sectional view of the motor in dual cylinder form providing a four ignition motor. 
     Although the invention has been described with reference to specific embodiments, this description is not meant to be construed in a limited sense. Various modifications of the disclosed embodiments, as well as alternative embodiments of the inventions will become apparent to persons skilled in the art upon the reference to the description of the invention. It is, therefore, contemplated that the appended claims will cover such modifications that fall within the scope of the invention.