Patent Publication Number: US-8967114-B2

Title: Rotary engine with rotary power heads

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims the benefit of Provisional Patent Application No. 61/450,654, filed on Mar. 9, 2011, in the United States Patent &amp; Trademark Office, the disclosure of which is incorporated herein by reference. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to a rotating internal combustion engine, and more particularly, a rotary engine. 
     The ROTARY ENGINE WITH ROTARY POWER HEADS is a device designed to convert the heat energy stored in a fuel into mechanical energy through a process of combustion. The present invention provides an inexpensive, high torque, prime mover for everything from weed eaters to high performance aircraft. The process is one of pure rotation, it has no reciprocating parts, and is of a simple construction. This engine can be used to great advantage in any application that can be or is powered by conventional reciprocating engines and many turbines. The ROTARY ENGINE inherently supercharges and has perfect scavenging of exhaust gases. The ROTARY ENGINE combines the high-speed capabilities of turbines with the positive displacement character of reciprocating engines. 
     2. Description of the Prior Art 
     Other types of engines with similar capabilities have to be constructed from stronger, more expensive materials. These engines contain many more moving parts, which have to be machined with much greater difficulty and associated tooling expense. The weight and bulk of the other engines can make them unacceptable or undesirable for some applications. A more efficient alternative is needed. 
     Numerous innovations for rotary displacement engines have been provided in the prior art that will be described. Even though these innovations may be suitable for the specific individual purposes to which they address, however, they differ from the present invention. 
     A FIRST EXAMPLE, U.S. Pat. No. 4,144,004, issued on Mar. 13, 1979, to Edwards teaches a positive displacement engine utilizing interlocking vaned rotors and providing for the virtually complete exclusion of spent vapors following the expansion cycle. 
     A SECOND EXAMPLE, U.S. Pat. No. 5,362,219, issued on Nov. 8, 1994, to Paul et al. teaches a rotary air compressor with a housing forming an epitrochoidal chamber in which a multilobed rotor with a ring gear eccentrically rotates on an internal central gear in the housing, the rotor dividing the chamber into multiple sub-chambers of changing volume as the rotor rotates, the chamber having intake ports of variable size opening to change the quantity of gas that is compressible and outlet ports having spring biased plunger valves to prevent flow of discharged compressed air back into the compressor. 
     A THIRD EXAMPLE, U.S. Pat. No. 6,142,758, issued on Nov. 7, 2000, to Taggett teaches a rotary positive displacement engine that includes one or more power rotors, which are acted upon by a pressurized charge of gas, such as steam, and an annular barrier rotor geared for synchronous rotation with the power rotors. The rotors rotate within intersecting cylindrical bores in the engine housing. The power rotors have cylindrical outer surfaces from which opposed vanes extend which are acted upon by the powering charge. The barrier rotor has an outer cylindrical surface, located in close proximity to the cylindrical surface of the power rotors, and ports for delivering the powering charge to the power rotors. The barrier rotor thus forms both a charge delivery mechanism and a barrier between the exhaust ports and the expanding gas powering the engine. Located within the barrier rotor is a stator which has ports in fluid communication with the ports in the barrier rotor when the respective ports are aligned. The location of the barrier rotor is adjustable with respect to the power rotors to permit the clearances between the confronting surfaces of the barrier rotor and the power rotors to be adjusted to extremely tight tolerances under operating conditions, which provides high efficiency operation with very low amounts of contamination of the exhaust gas. 
     A FOURTH EXAMPLE, U.S. Patent Office Publication No. 2002/0157636, published on Oct. 31, 2002, to Klassen teaches a two-dimensional rotary displacement device which comprises a housing, an outer rotor and at least one inner rotor. The axes of rotation of the outer rotor and the at least one inner rotor are parallel. A predefined geometrical relationship exists between the outer and inner rotors such that the scale of operative circumference (or diameter) from the inner rotor with respect to the outer rotor is preferably an integer value. In one embodiment, the device is used as a compressor that positively displaces a gas. In a modified embodiment, the device includes an exit port, which has a location that can be adjusted with respect to the housing and is adjustable so as to decrease the pressure differential between an exit chamber and the exit pressure. In another embodiment, the device can be used as an external combustion engine wherein compressed gas is discharged from an exit chamber to a combustion chamber where the volume of gas is increased due to heating of the gas and a portion of the discharge gas is directed to the rotor assembly and the remaining volume of gas can be used for a “hot blow” thrust or other use or directed to an additional rotor assembly to induce a torque to an output shaft attached to the outer rotor of one or both of the rotor assemblies. In another embodiment, a portion of the compressed gas can be used for “cold blow” thrust or other purpose instead of directing all of the compressed gas through the combustor. 
     A FIFTH EXAMPLE, U.S. Patent Office Publication No. 2006/0120895, published on Jun. 8, 2006, to Gardner teaches a rotary positive displacement engine includes a compressor housing having a compression chamber therein and a rotor housing having a rotor chamber therein. The rotor housing and compressor housing are in fluid communication and define a main housing having a first end plate, an opposing second end plate, and a center divider plate interposed therebetween, wherein the first and second end, and center divider plates are connected to the main housing. An output member is rotatably supported within the main housing and extends axially therefrom. A compressor is disposed within the compressor chamber and is mounted on the output member. An engine rotor is disposed within the rotor chamber and is mounted on the output member. An engine rotor working end portion defines a combustion chamber, wherein fuel is ignited to rotate the engine rotor, which, in turn, rotates the output shaft. 
     It is apparent now that numerous innovations for rotary displacement engines have been provided in the prior art that are adequate for various purposes. Furthermore, even though these innovations may be suitable for the specific individual purposes to which they address, they would be inferior to the rotary engine for the purposes of the present invention as heretofore described. 
     SUMMARY OF THE INVENTION 
     AN OBJECT of the rotary engine is to provide a rotary engine that avoids the disadvantages of the prior art. 
     ANOTHER OBJECT of the rotary is to provide a high torque rotary engine that is simple and inexpensive to manufacture. 
     STILL ANOTHER OBJECT of the rotary engine is to provide a rotary engine that is simple to use and maintain. 
     BRIEFLY STATED, yet another object of the present invention is to provide a rotary engine which comprises a casing having a large circular boring and a small circular boring whereby the small circular boring interconnects with the large circular boring. A piston rotor rotates within the large circular boring in the casing. A power head rotates within the small circular boring in the casing. Proper rotational relationship between the piston rotor and the power head is maintained by a simple gear train external to this casing. The piston rotor rotates counterclockwise and the power head rotates clockwise. 
     The novel features which are considered characteristic of the present invention are set forth in the appended claims. The invention itself, however, both as to its construction and its method of operation, together with additional objects and advantages thereof, will be best understood from the following description of the specific embodiments when read and understood in connection with the accompanying drawing. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWING 
       The figures of the drawings are briefly described as follows: 
         FIG. 1  is a front view of the present invention with the upper portion broken away; 
         FIG. 2  is a front view of the present invention with the front plate removed therefrom, showing how the fuel air mixture can be compressed in the compression chamber; 
         FIG. 3  is a front view similar to  FIG. 2 , showing how the fuel air mixture can be compressed to its maximum density in the compression chamber; 
         FIG. 4  is a front view similar to  FIG. 3 , showing how the piston rotor can be rotated counterclockwise by the rapidly expanding gases; and 
         FIG. 5A  is a front view similar to  FIG. 4  with the lower portion broken away, showing how the exhaust gases can flow out through the hollow shaft in the power head. 
         FIG. 5B  is a perspective view similar of a power head, showing how the exhaust gases can flow out through the hollow shaft in the power head. 
         FIG. 6  is a circuit diagram of CDI ignition. 
         FIG. 7A  is a backview of a gear train coupling to the power head and rotor shaft. 
         FIG. 7B  is a front view similar to  FIG. 3  with the phantom gear train on the back. 
         FIG. 8  is a front view similar to  FIG. 3 , showing how the engine has two symmetric power heads. 
         FIG. 9  is a backview of a gear train coupling to the first power head, a rotor shaft, and a second power head. 
     
    
    
     REFERENCE NUMERALS UTILIZED IN THE DRAWING 
     
         
           110  rotary engine 
           112  casing in rotary engine  110   
           114  large circular boring in casing  112   
           116  small circular boring in casing  112   
           118  exhaust port in power head  122   
           120  piston rotor in large circular boring  114   
           122  power head in small circular boring ported for exhaust flow 
       
    
       122 . 1  powerhead shaft 
       124  shaft in piston rotor  120   
       126  depression on circumference for intake and compression  128   
       128  on circumference of piston rotor  120   
       130  compression chamber between depression  126  and large circular boring  114 
       132  intake collector ring on piston rotor  120       134  front plate on casing  112       136  carburetor on front plate  134       137  fresh air intake on carburetor  136       138  fuel intake stem on carburetor  136       140  solid state ignition system on casing  112       140 . 1  plug/coil module     140 . 2  ignition reference sensor     140 . 3  battery/alternator     140 . 4  ignition switch     140 . 5  CDI module     142  Involute pumping gases from collector ring to intake/compression chamber  130       144  gear train     146  bevel gear mounted on main rotor shaft     148  bevel gear mounted on power head shaft     150  shaft with bevel gears on each end   

     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
     The present invention, as shown in  FIGS. 1 ,  2 ,  3 ,  4  and  5 A is a rotary engine  110  which comprises a casing  112  having a large circular boring  114 , a small circular boring  116 , whereby the small circular boring  116  interconnects with the large circular boring  114 . A piston rotor  120  is carried in a rotating manner within the large circular boring  114  in the casing  112 . A power head  122  is carried in a rotating manner within the small circular boring  116  in the casing  112 . The piston rotor and the powerhead maintain a precise rotational relationship 1:1 ratio with each other thru a gear train mounted externally to this chamber (not shown) . The piston rotor rotates counter clockwise while the powerhead rotates clockwise. 
     A shaft  124  extends centrally from the piston rotor  120  for power output therefrom. The piston rotor  120  has a depression  126  formed on its circumference  128  to produce a compression chamber  130  between the depression  126  and the large circular boring  114  in the casing  112 . An involute  142  integrated on the piston rotor  120  can move collector ring gases into the compression chamber  130 . 
     As shown in  FIG. 1 , a front plate  134  is mounted on the casing  112 . A carburetor  136  having a fresh air intake  137  and a fuel intake  138  is affixed to the front plate  134  to supply a fuel air mixture into the collector ring  132 . A solid state ignition system  140  on the casing  112  ignites the compressed fuel air mixture at the appropriate time in the cycle, at or near top dead center. Exhaust gases travel through the power head  122  and exit out of the exhaust port  118  in the power head  122 . The casing  112  is fabricated of a suitable durable material, such as aluminum, steel or ceramic. 
     In review, the rotary engine  110  is a high efficiency, high torque, engine that is designed to be used for a wide variety of applications. The present invention comprises a casing  112  that is cast and/or machined of a suitable durable material, such as aluminum, steel, or ceramic. The casing  112  houses in a large circular boring  114  a piston rotor  120  and a power head  122 . A shaft  124  runs through the center of the piston rotor  120  for power output and upon which additional power packs may be mounted as dictated by power and design requirements. The power head  122  with the exhaust port  118  affects the desired compression ratio and is installed in a small circular boring  116 . 
     An involute  142  is cast into or otherwise integrated with the piston rotor  120  to help move the fuel air mixture from the collector ring  132  into the compression chamber  130  between a depression  126  on a circumference  128  of the piston rotor  120  and the large boring in the casing. A carburetor  136  having a fresh air intake  137  and a fuel intake  138  is mounted on a front plate  134  to provide a fuel air mixture. 
     A solid state ignition system  140  mounted on casing  112  ignites the fuel air mixture in the case of fuel requiring a spark. Compression ignition provides the igniting source for fuels of that type. The rotary engine can have the size of 8 inches (W), 10 inches (L) and 12 inches (H). The engine can rotate from 300 revolution per minutes (rpm) to 20,000 rpm. The volume&#39;s compression chamber can be 50 cc-5000 cc. The measurements and other specifications will vary widely depending on power and speed demands on the particular application. 
     As shown in  FIG. 5B , the power head  122  with the exhaust port  118  and a powerhead shaft  122 . 1 . 
     As shown in  FIG. 6 , spark ignition is effected thru the use of a capacitor discharge ignition (CDI) solid state ignition because it is currently considered more satisfactory for high rpm engines. It consists of plug/coil module  140 . 1  installed in the area directly under the powerhead, a CDI ignition module  140 . 5  to provide the necessary voltage  140 , an ignition reference sensor  140 . 2  mounted on the piston rotor shaft  124  to provide timing of the spark, a battery/alternator  140 . 3  to provide initial voltage and an ignition switch  140 . 4  to turn the system on and off. 
     As shown in  FIG. 7A , the gear train  144  consist of a bevel gear  146  mounted and keyed to the main rotor shaft  124 , a similar bevel gear  148  mounted and keyed to the power head shaft, and a shaft with bevel gears  150  mounted on each end to mesh with the gears on the main rotor shaft  124  and the power head shaft  122 . 1 . This gear train, properly mounted on the rear case on the rotary engine will cause the piston rotor and the powerhead to maintain the proper angular relationship 1:1 ratio. The piston rotor and the power head maintain a precise rotational relationship 1:1 ratio with each other thru a gear train mounted externally to this chamber (not shown) . The piston rotor rotates counter clockwise while the power head rotates clockwise. 
     As shown in  FIG. 7B , a gear train  144  (in phantom) mates the piston rotor shaft  124  and the power head  122 , so that they are timed to maintain the proper angular relationship 1:1 ratio. The piston rotor  124  and the power head  122  maintain a precise rotational relationship 1:1 ratio with each other thru a gear train mounted externally to this chamber. The piston rotor  124  rotates counter clockwise while the power head rotates clockwise. 
     As shown in  FIGS. 8-9 : the rotary engine herein described can be fabricated with multiple power heads  122  (first head  116 A/ 118 A and second head  116 B/ 118 B) (via 2 gear coupling  146 A,  146 B aligned in a same axis) in the casing with a single piston rotor shaft  124 . It can also be fabricated with multiple piston rotor/powerhead combinations on a common main shaft and powerhead shafts with a common gear train  144 A- 144 B. The piston rotor and the first power head maintain a precise rotational relationship 1:1 ratio with each other thru a gear train mounted externally to this chamber (not shown). The piston rotor rotates counter clockwise while the two power heads rotates clockwise. 
     It will be understood that each of the elements described above, or two or more together, may also find a useful application in other types of constructions differing from the types described above. 
     While the invention has been illustrated and described as embodiments of a rotary engine, accordingly it is not limited to the details shown, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention. 
     Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can, by applying current knowledge, readily adapt it for various applications without omitting features that, from the standpoint of prior art, fairly constitute characteristics of the generic or specific aspects of this invention.