Abstract:
A Turbocombustion engine for conversation of combustible fuel to rotating energy includes a cylinder, piston, connecting rod and crankshaft system for suction and compression and a rotor for expansion and exhaust. Combustible fuel is compressed within a combustion chamber separate from the cylinder and the combustion force applied directly to the rim of the rotor as in turbines with much larger capacity than the cylinder, converting the entire combustion force at maximum torque to rotating energy. The combustion chamber also includes a variable compression ratio system that constantly adjusts the compression ratio within the combustion chamber for optimum performance of the engine under all variables.

Description:
FIELD OF THE INVENTION  
       [0001]     The present invention relates to engines for conversion of combustion force to rotating energy.  
       BACKGROUND OF THE INVENTION  
       [0002]     Combustion of air/fuel mixture for production of rotating energy is well known in reciprocating internal combustion engines, rotary engines and many others. Beside stoichiometry, what distinguishes one engine from the other mechanically is the system by which air enters the engine, fuel is injected, air/fuel mixture is compressed, the compression ratio is adjusted, the compressed air/fuel mixture is ignited and the combustion force converted to rotating energy.  
         [0003]     Matters effecting the suction cycle the most include the time allowed for air to flow in assuming the air throttle is wide open. In a typical reciprocating internal combustion engine for example, it takes 0.03 second at 1,000 RPM (Round-Per-Minute) for air to be sucked inside the cylinder, 0.01 second at 3,000 RPM, 0.006 second at 5,000 RPM and so on. Less time signifies less air-intake, less relative air to fuel ratio, less compression ratio, less combustion force and incomplete burning of fuel that leads to more pollution. The problem worsens at higher elevations as the atmospheric pressure becomes less intense. It is well known that fuel-lean running (use excess air) or turbo charging improves the efficiency if the air/fuel ratio by mass is stoichiometric but turbo charging requires extra sets of turning mechanism that not only contribute to further engine complications but also add more weight and slow down the free flow of exhaust.  
         [0004]     On the other hand, the entire notion of suction and expansion within the limitation of a cylinder capacity is incorrect regardless of the engine type. At the expansion cycle, the air mass increases rapidly to a much larger volume, thus, if there is not enough room to take full advantage of the expansion force, a significant portion of it is wasted to the atmosphere. The loud noise that comes out of the exhaust port in any type of engine is the indication of such waste. It is quite clear that the inefficiency of internal combustion engines, regardless of the engine type, may never be solved unless full advantage of the expansion force is achieved.  
         [0005]     Another problem is the torque, when the expansion force is converted to rotating energy. The ideal situation of highest torque is to apply the expansion force to the rim of a turning wheel at the direction tangential to the wheel circumference. This milestone is yet to achieve in an engine design.  
         [0006]     Another problem is the knock or auto-ignition of compressed air/fuel mixture due to heat and excess compression. Engines are limited in their efficiency by the inability of the fuel to smoothly burn in high compression ratio. A variable compression ratio system is to calibrate compression to meet all variations including heat, atmospheric pressure, fuel type and so forth to optimum performance of the engine.  
         [0007]     One other problem is the throw that occurs at exhaust cycle. As a piston and connecting rod move from the bottom death center toward the top dead center, they gather momentum. At the compression cycle because of the trapped air/fuel above the piston, such momentum is neutralized, but at exhaust cycle since there is no resistance over the piston, the centrifugal force particularly at higher RPMs increases the weight of the piston and connecting to such high level that create a major drag against rotation of the crankshaft. Reducing the weight of pistons and connecting rods have diminished the problem to certain extent but since the weight cannot be reduced to zero, the problem will never be solved in the existing engine designs.  
         [0008]     When a great portion of the combustion force is not converted to rotating energy, it is converted to heat, heat of such magnetite that can easily burn the engine if not cooled down. Cooling the engine requires a cooling system consisting of double layer engine block, radiator, water pump and so forth that needs additional energy to function, not to mention their contribution to the weight of the engine.  
         [0009]     When it comes to suction and compression however, the well-known cylinder, piston connecting rod and crankshaft system is found to be the most reliable and efficient pumping method ever tested.  
       SUMMERY OF THE INVENTION  
       [0010]     By taking advantage of the cylinder, piston, connecting rod and crankshaft system reliability and effectiveness for suction and compression, constant adjustment of compression ratio, taking full advantage of expansion force by applying it at maximum torque directly to the rim of a rotor and in a much larger capacity setting than the cylinder, neutralizing centrifugal forces and eliminating the cooling system, the Turbocombustion engine of the present invention is to deliver a reliable, efficient and low weight to power ratio system by which the combustion force at its optimum level is fully converted to rotating energy and with the use of environmentally friendly fuels as well, including but not limited to alcohol, natural gas, ethanol, fuel-cell and so forth, also with low or no pollution.  
         [0011]     The preferred embodiment of the present invention is given by way of example only, various modifications within the scope, capacity and principles of the present invention will become apparent to those skilled in the art from the detailed description given below. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0012]      FIG. 1  is a perspective partially sectional and exploded view of the turbocombustion engine including the VCR system.  
         [0013]      FIG. 2  is a perspective and exploded view of the rotor including the rotor support  
         [0014]      FIG. 3  is a perspective view of the inner parts of the turbocombustion engine including the VCR system showing the cap and cylinder-valves are closed.  
         [0015]      FIG. 4  is a perspective view of the inner parts of the turbocombustion engine showing the simultaneous opening of the cap and the cylinder-valves as the crankshaft is rotating.  
         [0016]      FIGS. 5   a ,  5   b  and  5   c  are perspective and sectional views of the VCR system and a spark plug showing movements of the VCR shaft within the VCR cylinder.  
         [0017]      FIG. 6  is perspective view of the cylinder shell and its relation with the cylinder-valves, the combustion chamber-valve and a fuel injector.  
         [0018]      FIG. 7  is a perspective view of the combustion chamber seal and the cuts.  
         [0019]      FIG. 8  is a perspective and sectional view of the partition and its spring.  
         [0020]      FIG. 9  is a perspective front view of the housing and its relation with the combustion chamber, crankshaft, intake port, the cylinder-valve and the valve support.  
         [0021]      FIG. 10  is a perspective front view of the housing and its relation with the cap pivotally opened.  
         [0022]      FIG. 11  is a perspective front view of the housing and the sectional view of the rotor and its support with the engine parts in place and a clear illustration of the channel the exhaust port and the intake port.  
         [0023]      FIG. 12  is a perspective front view of the turbocombustion engine completely assembled.  
         [0024]      FIG. 13  is a perspective back view of the turbocombustion engine completely assembled.  
         [0025]      FIGS. 14   a ,  14   b    14   c ,  14   d ,  14   e  and  14   f  illustrating one full rotation of the rotor, the crankshaft and their relation with other parts of the engine including moving direction of the flows in every 60 degree incremental rotation.  
         [0026]      FIGS. 15   a  and  15   b  illustrating a turbocombustion engine having a pair of gears connecting the rotor to the crankshaft and the opposite rotation of the two.  
         [0027]      FIGS. 16   a  and  16   b  illustrating a turbocombustion engine having a chain drive connecting the rotor to the crankshaft and the harmonious rotation of the two.  
         [0028]      FIG. 17  is a front view of the rotor&#39;s lateral seal illustrating different parts of the seal.  
         [0029]      FIG. 18  is a perspective view of a housing ring seal  
         [0030]      FIG. 19  is a perspective partially sectional and exploded view of a multi unit Turbocombustion engine having a multi channel rotor.  
         [0031]      FIGS. 20   a  and  20   b  are the illustrations of a Turbocombustion engine absenting the cam and the engaging parts. 
     
    
     REFRENCE NUMBERS  
       [0000]    
       
           10 . Turbocombustion Engine  
           20 ,  20   a ,  20   b . Housing  
           22 . Ring Seal  
           24 . Exhaust Port  
           26 . Intake Port  
           27 . Oil Compartment  
           28 . Paddle  
           29 . Partition  
           29   a . Partition Spring  
           30 . Cylinder  
           31 . Cylinder Shell  
           32 ,  32   a ,  32   b . Cylinder-valve  
           34 . Cylinder-valve Support  
           35 . Fuel Injector  
           36 ,  36   a ,  36   b . Camshaft  
           37 ,  37   a ,  37   b . Camshaft Cylinder  
           38 .  38   a    38   b . Expansion Spring  
           39 ,  39   a ,  39   b . Shoes  
           40 . Combustion Chamber  
           42 . Chamber-valve  
           44 . Cap  
           44   a . Cap Seal  
           46 . Chamber Seal  
           46   a . Chamber Seal Cuts  
           48 . Spark means  
           50 . Crankshaft  
           52 . Connecting Rod  
           54 . Piston  
           56 ,  56   a ,  56   b  Cam  
           60 . Rotor  
           62 . Channel  
           63 . Radiating paddles  
           64  Independent Channel Assembly  
           65   a ,  65   b . Ring Seals  
           65   c ,  65   d ,  65   e ,  65   f . Lateral Seal  
           66 . Support Channel  
           66   a ,  66   b . Support Channel Ring-seals  
           66   c . Support Channel Lateral Seal  
           67  Chain Drive  
           68   a ,  68   b . Gears  
           69 . Rotor Paddles  
           70 . Variable Compression Ratio (VCR) System  
           70   a . VCR Cylinder  
           70   b . VCR Tread  
           72 . VCR Shaft  
           72   a . VCR Piston  
           72   b . VCR Bolt  
           72   c . VCR Gear  
           74 . Electric Motor  
           74   a . Worm Gear  
           75 . Multi Channel Rotor  
           76 . Common Crankshaft  
       
     
       DETAILED DESCRIPTION OF THE INVENTION  
       [0084]     A Turbocombustion Engine  10  as shown in  FIGS. 1, 9  and  10 , includes a housing  20 . Said housing  20  is consisting of a cylinder  30  and a combustion chamber  40  separated from the cylinder  30 . Said housings  20  may also include a plurality of paddle  28  to air-cool and as show in  FIG. 18 , a ring seal  22  to seal the housing  20 . The Turbocombustion engine  10  as shown in  FIGS. 1, 3 ,  4  and  1 ′, furthermore includes a crankshaft  50  rotatively held in place by the housing  20 , a connecting rod  52  pivotally connected to the crankshaft  50  from one end and pivotally connected to a piston  54  from the other end. Said piston  54  is to reciprocate within said cylinder  30  by rotation of the crankshaft  50 . The housing  20  may as well include an oil compartment  27  for lubrication purposes. The Turbocombustion engine  10  as shown in  FIGS. 1, 2 ,  11  and  12 , furthermore includes a rotor  60 . Said rotor  60  is either fixedly attached to the crankshaft  50  or formed and positioned to rotate in harmony with the crankshaft  50  by a proper means either at the same or opposite direction.  
         [0085]     The cylinder  30  includes at least one cylinder-valve  32  to allow one-way flow of intake to the cylinder  30 . Opening and closing of the cylinder-valve  32  is controlled by a valve support  34  fixedly or slidably attached to said cylinder-valve  32 . Said valve support  34  is attached to a camshaft  36  that is slidably reciprocating within a camshaft cylinders  37 . An expansion spring  38  is to urges the camshaft  36  toward the crankshaft  50 . Said camshaft  36  may include a shoe  39  fixedly or pivotally attached to the end of the camshaft  36 .  
         [0086]     The crankshaft  50  includes a cam  56  rotatively engaged said crankshaft  50  to control the reciprocating motion of the camshaft  36 . The shoe  39  is to support sliding of the camshaft  36  over the cam  56 .  
         [0087]     To improve the engine  10  overall performances and enhance its balance, certain pats thereof maybe made and put in place in pairs. Said parts as shown in  FIGS. 1, 3  and  4  include a pair of cams  56   a  and  56   b , a pair of shoes  39   a  and  39   b , a pair of camshafts  36   a  and  36   b , a pair of expansion springs  38   a  and  38   b  and a pair of cylinder-valves  32   a  and  32   b.    
         [0088]     The combustion chamber  40  as shown in  FIGS. 3, 4   6  and  11  includes a chamber-valve  42  to allow one-way flow of the cylinder  30  content to said combustion chamber  40 . Said combustion chamber  40  furthermore includes a cap  44  that closes the combustion chamber  40  and as shown in  FIG. 7 a  chamber seal  46  that seals the combustion chamber  40  when the cap  44  is closed. Said chamber seal  46  may have cuts  46   a  of proper geometry to create slight bouncing capabilities for proper seal of the chamber  40  when the cap  44  is closed.  
         [0089]     The Cylinder  30  as shown in  FIGS. 4, 6  and  11  furthermore may include a cylinder shell  31  to support said cylinder  30 . Said cylinder shell  31  is formed to accommodate and seal all arts and flows in communication with the cylinder  30 .  
         [0090]     Combustible fuel within the combustion chamber may be ignited under pressure or as shown in  FIGS. 5   b  and  5   c  the ignition may be assisted by a spark means  48 .  
         [0091]     The combustion chamber  40  furthermore may include a variable compression ratio or VCR system  70  to regulate compression within the combustion chamber  40 . Said VCR system  70  includes means that increase and decrease the capacity of the combustion chamber  40 . Said means as shown in  FIGS. 5   a ,  5   b  and  5   c , may include a VCR shaft  72  and an electric motor  74  that rotates the VCR shaft  72  preferably via a worm gear  74   a . Said VCR shaft  72  is formed partially to a VCR piston  72   a , partially to a VCR bolt  72   b  and partially to a VCR gear  72   c . Said VCR shaft is to move across a VCR cylinder  70   a  partially formed to slidably and seal ably accommodate said VCR piston  72   a  and partially formed to a tread means  70   b  to couple with the VCR bolt  72   b.    
         [0092]     Movement of said VCR shaft  72  within said VCR cylinder  70   a  is controlled by a sensor means (not shown) in communication with the combustion chamber  40  and the electric motor  74 . Said sensor means is to adjust the capacity of said combustion chamber  40  to ideal compressions require for optimum performance of the engine  10  under all variables at any given time.  
         [0093]     The camshafts  36   a  and  36   b  as sown in  FIGS. 3 and 4  furthermore are to control the pivotal movement of the cap  44  for closing and opening of the combustion chamber  40 .  
         [0094]     The rotor  60  as shown in  FIG. 1  includes a channel  62  of proper geometry that extends nearly to half of the rotor  60  circumference. The rotor  60  as shown in  FIG. 12  is either fixedly attached to the crankshaft  50  or formed to rotate at equal rotation with the crankshaft  50  either at the same or opposite direction by a proper means. The Equal rotation of the rotor  60  to the crankshaft  50  at the same direction as shown in  FIGS. 16   a  and  16   b  may be assisted by a chain drive  67  and at the opposite direction as shown in  FIGS. 15   a  and  15   b  by a pair of gears  68   a  and  68   b  of equal teeth. The rotor  60  as shown in  FIGS. 1 and 11  furthermore may include a plurality of paddles  69  to air-cool the rotor  60  and radiating paddles  63  to trust air in a desired direction when said rotor  60  is rotating.  
         [0095]     The cap  44  as shown in  FIGS. 14   b  and  14   c  is in constant communication with the channel  62  during the expansion cycle. In addition to assist closing of the cap  44  over the combustion chamber  40  during the compression cycle, the cams  56   a  and  56   b  as shown in  FIGS. 3 and 4  are to control the pivotal motion of the cap  44  while in communication with the channel  62  for proper seal and avoid friction. For further adjustments, seal and reduce or eliminate friction between the cap  44  and the channel  62 , the cap  44  may include a cap seal  44   a  slightly projected from the cap  44 .  
         [0096]     The housing  20  may be made in two or more pieces  20   a  and  20   b  to facilitate the construction thereof and ease placement of the parts within said housing  20 .  
         [0097]     The Turbocombustion engine  10  of the present invention prime function includes four complete cycles consisting of suction, compression, expansion and exhaust in every rotation. The suction and compression cycle occur inside the cylinder  30 , the expansion and exhaust cycle occur inside the channel  62 . Suction and expansion occurs simultaneously in a near one-half rotation of the rotor  60 , compression and exhaust occur simultaneously in the other near one-half rotation of the rotor  60 .  
         [0098]     At the suction cycle as shown in  FIGS. 14   b  and  14   c  rotation of the cam  56  in conjunction with forces applied by the expansion springs  38 , move the camshafts  36  toward the crankshaft  50  and force the valve support  34  to open the cylinder-valves  32 . As the cylinder-valves  32  opens, the channel  62  content shift and sucked into the cylinder  30 . Considering the capacity of the channel  62  can be much larger than the capacity of the cylinder  30 , said suction and shifting process can create positive compression within the cylinder  30 , far superior tan turbo charging prior to the compression cycle.  
         [0099]     The compression cycle as shown in  FIGS. 14   e  and  14   f  occurs following the cam  56  closing of the cylinder-valve  32  and the cap  44 . Traveling of the piston  54  from the bottom dead center to the top dead center, compress the cylinder  30  content inside the combustion chamber  40 . Fuel may be added to the channel  62 , the cylinder  30  or the combustion chamber  40  as needed.  
         [0100]     The cam  56  as shown in  FIGS. 14   e  and  14   f  is the force behind keeping the cap  44  closed at the compression cycle. The rotor  60  however as shown in  FIGS. 20   a  and  20   b  is quite capable of keeping the cap  44  closed during the compression cycle on its own, but eliminating the cam  56  for that matter can cause friction between the rotor  60  and the cap  44 .  
         [0101]     The expansion cycle as shown in  FIGS. 14   b  and  14   c  is initiated inside the combustion chamber  40  and continued into the channel  62  by opening of the cap  44  and applying the combustion force directly to the rotor  60  within the channel  62 . Said combustion force is applied to the rotor  60  parameter at the direction tangential to its circumference. Continuation of the rotor  60  rotation in conjunction with a partition means  29 , force exhaust out of the channel  62  through an exhaust port  24  and draw intake inside the channel  62  through an intake port  26  to repeat the cycle. Said partition means  29  as shown in  FIG. 8  include a spring means  29   a  to urge said partition  29  toward the channel  62  for proper seal.  
         [0102]     Considering the opening of the cap  44  is driven by the combustion force and its opening is in harmony and simultaneous with the opening of the cylinder valve  32 , a proper positioning and connection of the two as shown in  FIGS. 20   a  and  20   b  can open the cylinder valve  32  simultaneous and in harmony with cap  44  in the absence of the cam  56 .  
         [0103]     A pair of ring seals  65   a  and  65   b  as shown in  FIG. 1  are placed each at either sides of the channel  62  to seal the rotor  60  with minimum or no friction and a lateral seal  65   c  is placed to seal the channel  62  laterally. Said lateral seal  65   c  maybe formed to seal the cannel  62  using centrifugal force applied to it as the rotor  60  is rotating. To use centrifugal force, said lateral seal  65   c  as shown in  FIG. 17  is formed to a seal portion  65   d , a pivoting portion  65   e  and a weight portion  65   f . The pivoting portion  65   e  is pivotally held in place by the rotor  60 , the seal portion  65   d  is slidably engage the housing  20  or its ring  22  and the weight portion  65   f  is to urge the seal portion  65   d  toward the housing  20  or the ring  22  under the influence of centrifugal force applied to said weight portion  65   f  by the rotation of the rotor  60 .  
         [0104]     For a perfect fit and seal of the cap  44  with minimum or no friction within the channel  62  in case of possible lateral movements or vibration of the rotor  60 , said rotor  60  as shown in  FIG. 2  may include an independent channel assembly  64  formed to be received by said rotor  60  with slight lateral motion capability. Said rotor support  64  includes a support channel  66 , a pair of ring seals  66   a  and  66   b  placed each at either sides of said rotor support  64  and a lateral seal  66   c  to seal the support channel  66  laterally.  
         [0105]     A Turbocombustion engine as shown in  FIG. 19  may have multiple units each within the scope and principles of the present invention. One common rotor  75  having adequate channels and one common crankshaft  76  with adequate cranks placed in proper positions can serve a multi units Turbocombustion engine.