Patent Abstract:
This rotary internal combustion engine has two rotatable vane type pistons mounted for axial rotation in a sealed casing. In an exemplary cycle, one piston is released to rotate at or prior to initiating combustion in the combustion space between the two pistons, while the other remains fixed. As the free piston rotates around to the position where the fixed piston is located, it drives exhaust from a prior cycle out of an exhaust outlet and then compresses air towards the combustion space. The roles of the pistons are reversed on the next cycle. Two units may be operated in tandem so that the power stroke of one unit provides power to help finalize the cycle of the other. Hydrogen is used as a preferred fuel, and water preferably serves as a lubricant.

Full Description:
RELATED APPLICATIONS 
     This is a continuation-in-part application based on an invention that was disclosed in U.S. Provisional Application No. 60/476,975, filed 9 Jun. 2003, a PCT application (International Application No. PCT/US2004/018265) filed 9 Jun. 2004, and a U.S. Non-provisional application Ser. No. 10/543,744 filed 29 Jul. 2005, now U.S. Pat. No. 7,441,534 all entitled “Rotary Engine System”. The benefits of priority available under applicable law is hereby claimed, and the aforementioned applications are hereby incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     The present invention relates to internal combustion engines, and more specifically, to non-turbine rotary engines having a non-eccentric configuration. 
     BACKGROUND 
     Internal combustion engines having a rotary configuration can generally be classified as turbine or non-turbine. In turbine engines, a flow of combustion gases parallel to an axle impacts inclined vanes attached to the axle, causing the axle to rotate. This rotational motion is then used to perform work. This type of rotary internal combustion engine is widely accepted and used. 
     The field of non-turbine rotary engines has seen far less development and practical application. In this field, only eccentric rotary engines, such as the Wankel engine, have been significantly developed and used. Non-turbine rotary engines that are also non-eccentric have been proposed in numerous patents, but have not seen significant development and use to this date. 
     SUMMARY OF THE INVENTION 
     The rotary internal combustion engine of my invention overcomes many of the problems and defects of prior art devices in a design that is simple, durable, and easily implemented. In its most basic embodiments it is comprised of two rotatable vane type pistons mounted for axial rotation in a sealed casing. Engageable locking mechanisms can lock the two pistons in position proximate to each other so as to form a combustion space between the two pistons. One piston is released to rotate at or prior to initiating combustion in the combustion space, while the other remains fixed. 
     As the free piston rotates around to the position where the first piston is located, it drives exhaust from a prior cycle out of an exhaust outlet and then compresses air towards the combustion space. The force of these compressed gases can serve to move the formerly fixed piston to the starting position for the moving piston as the moving piston takes the position formerly held by the fixed piston. However, in the preferred embodiments of my invention, two units are operated in tandem. In this situation, the power stroke of one unit provides power to help finalize the cycle of the other unit and rotate the moving piston all the way to the fixed piston position. In either case, the roles of the pistons are reversed on the next cycle with the piston that was fixed before becoming the moving piston and the piston that was moving before becoming the fixed piston. 
     In the preferred embodiments my engine is operated using Hydrogen for fuel and thereby generates water vapor (steam) as a combustion byproduct. Fuel and oxidizer is first introduced in the initial combustion space and used to initiate combustion; however, in order to facilitate the continued rotation of the driven piston and to further drive it, additional fuel and/or oxidizer can be introduced behind the driven piston into the area of hot expanding and combusting gases that is driving the piston after combustion within the initial combustion space so as to assist in its continued rotation. Water may also be introduced into the combustion chamber as an entrained mist or spray so as to lubricate its working parts and/or generate additional steam to enhance the operation of the system. This is done by spraying water in advance of the driven piston, so as to coat and lubricate the casing in the pathway of the driven pathway. This water is also converted into steam as the piston passes and the water coated surfaces of the casing are exposed to the hot gases behind and driving the driven piston. Thus the primary byproduct of my invention—water—is not only non-polluting in itself, it can and is intended to serve as a piston/combustion chamber lubricant for my invention. And, in its preferred embodiments my invention serves to largely eliminate piston/combustion chamber lubricants as well as exhaust as sources of environmental pollution. However, it is also capable of being used with more typical fuels and lubricants if desired. 
    
    
     
       DRAWINGS 
         FIG. 1A  provides a first schematic side view of my invention, illustrating its casing and two radial vanes/pistons in locked position at the initiation of a power stroke. 
         FIG. 1B  provides a first schematic perspective view of my invention. Like  FIG. 1A , it illustrates the casing and two radial vanes/pistons in locked position at the initiation of a power stroke. 
         FIG. 1C  provides a more detailed side schematic of the top portion of the combustion chamber of my invention, illustrating the shape of its engageable locking mechanisms. 
         FIG. 2A  provides a second schematic side view of my invention, illustrating its two vanes/pistons at a later point in time where the stationary piston remains in its starting position and the rotating piston has moved more than half way around towards its starting position. 
         FIG. 2B  provides a second schematic perspective view of my invention. Like  FIG. 2A , it illustrates the two vanes/pistons at a later point in time where the stationary piston remains in its starting position and the rotating piston has moved more than half way around towards its starting position. 
         FIG. 3A  provides a third schematic side view of my invention, illustrating its two vanes/pistons at a still later point in time where the stationary piston has moved from its starting position into position to be the rotating piston on the next cycle and the rotating piston has moved to the stationary piston position so as to be positioned to act as stationary piston on the next cycle. 
         FIG. 3B  provides a third schematic perspective view of my invention. Like  FIG. 3A , it illustrates the two vanes/pistons at a still later point in time where the stationary piston has moved from its starting position into position to be the rotating piston on the next cycle and the rotating piston has moved to the stationary piston position so as to be positioned to act as stationary piston on the next cycle. 
         FIG. 3C  provides a schematic view of a combustion chamber of my invention operating in conjunction with a clutch and gear system as part of a power train. 
         FIG. 4A  provides a schematic view of combustion in a chamber A (which has pistons A 1 , A 2 ) driving piston A 2  from its second position. In this initial combustion phase, piston A 2  is linked to piston B 1  in chamber B illustrated in  FIG. 4B . 
         FIG. 4B  provides a schematic view of a chamber B (which has pistons B 1 , B 2 ) linked to chamber A such that the power phase of chamber A, for piston A 2  is used to move piston B 1  through to the completion of its cycle to first position in chamber B. 
         FIG. 5A  provides a schematic view of chamber A where piston B 2  of chamber B (in its initial combustion phase) is being used to assist piston A 2  of chamber A. 
         FIG. 5B  provides a schematic view of chamber B where piston B 2  of chamber B (in its initial combustion phase) is being used to assist piston A 2  of chamber A. 
         FIG. 6A  provides a schematic view of chamber A where piston A 1  of chamber A (in its initial combustion phase) is being used to assist piston B 2  of chamber B. 
         FIG. 6B  provides a schematic view of chamber B where piston A 1  of chamber A (in its initial combustion phase) is being used to assist piston B 2  of chamber B. 
         FIG. 7A  provides a schematic view of chamber A where piston B 1  of chamber B (in its initial combustion phase) is being used to assist piston A 1  of chamber A. 
         FIG. 7B  provides a schematic view of chamber B where piston B 1  of chamber B (in its initial combustion phase) is being used to assist piston A 1  of chamber A. 
         FIG. 7C  provides a more complete schematic chart showing operational details related to the functioning of two combustion chambers in tandem. 
         FIG. 8  provides a schematic view of a clutch and gear arrangement for use with my invention, the two combustion chambers acting cooperatively such that each combustion chamber serves during its power stroke to help move necessary elements of the other chamber to required positions for a next power stroke in that other chamber. 
         FIG. 9A  provides a schematic side view of a chamber of my invention, illustrating a mechanical timing chain arrangement to operate a locking mechanism of the invention. This mechanism can also be used to time the engagement of clutches and gears related to the operation of the invention. 
         FIG. 9B  provides a schematic perspective view based on  FIG. 9A . 
         FIG. 9C  provides a schematic view of a combustion chamber of my invention operating in conjunction with a clutch and gear system as part of a power train and an electronic monitoring and control system. 
         FIG. 10A  provides a first schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention. 
         FIG. 10B  provides a second schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention. 
         FIG. 10C  provides a third schematic chart showing preferred types and positionings of sensors and their relationship to the overall operation of the control system of my invention. 
         FIG. 11  provides a schematic view of a fuel injection assembly suitable for use with my invention. 
     
    
    
     DETAILED DESCRIPTION 
     An initial understanding of the structure and operation of my invention can best be obtained by review of the basic schematics illustrated in  FIGS. 1A through 3C . As will be noted upon review of these figures, my invention is relatively simple in overall design. Its combustion chamber is formed by a casing  1  defining a closed internal plenum (denoted generally by arrow  2 ). A rotatable shaft  3  with a first radial piston A 1  attached extends through plenum  2 . A rotatable sleeve  4  on shaft  3  with a second radial piston A 2  attached also extends through plenum  2  such that said first radial piston A 1  and said second radial piston A 2  define two substantially closed spaces within plenum  2 . (An engine bearing system for my invention can include radial and axial load carrying sealed bearings with synthetic lubricant and/or ceramic bearings, and thrust bushings). A first engageable locking mechanism  5  serves to prevent rotary movement of a radial piston A 1 , A 2 . (The position of a radial piston A 1 , A 2  when engaged by said first locking mechanism  5  will be hereafter referred to as the first position). A second engageable locking mechanism  6  likewise prevents rotary movement of a radial piston A 1 , A 2 . (The position of a radial piston A 1 , A 2  when locked by said second locking mechanism will be hereafter referred to as the second position). 
     The substantially closed space between radial pistons A 1 , A 2  when one of said radial pistons A 1 , A 2  is in the first position and the other radial piston A 2 , A 1  is in the second position serves as an initial combustion space (denoted generally by arrow  7  in  FIG. 1A ). As will be noted in reviewing the drawings of the preferred embodiment, the first locking mechanism  5  (when engaged) merely needs to prevent a piston A 1 , A 2  from moving away from the initial combustion space  7 . Locking mechanism  5  does not need to prevent it from moving into the initial combustion space  7  when engaged. Likewise, the second locking mechanism  6  prevents a piston A 1 , A 2  from moving away from initial combustion space  7  when engaged, but does not prevent it from moving into the initial combustion space  7 . Locking mechanisms  5 , 6  can be advantageously formed by cylindrical members with flattened portions (i.e.-removed semi-cylindrical sections) within casing  1  and generally adjacent plenum  2 , such that a slight rotation will release a radial piston A 1 , A 2 . (See,  FIG. 1C ). A preferred apparatus or means for operating these locking mechanisms is described in more detail in the discussion of  FIGS. 9A and 9B , below. 
     In the preferred embodiments illustrated, fuel and oxidizer are introduced into initial combustion space  7  by, respectively, a fuel insertion inlet  7 A and a separate oxidizer insertion inlet  7 B. (However, these two could be combined with a single opening serving as both fuel insertion inlet  7 A and oxidizer inlet  7 B). Combusting the fuel and oxidizer mixture introduced in the initial combustion space  7  drives a radial piston A 1 , A 2  from the second position towards the first position as illustrated in  FIGS. 1A through 3C . (Combustion can be initiated by a simple spark mechanism which can be positioned on, e.g., casing  1  or radial pistons A 1 ,A 2 ). The second engageable locking mechanism  6  is disengaged at or prior to combusting said fuel and oxidizer mixture, but the first engageable locking mechanism  5  remains engaged during the process. As a radial piston A 1 , A 2  moves from the second position to the first position, it expels exhaust from a prior combustion through at least one exhaust outlet  8 . After passing the exhaust outlet  8  the radial piston A 1 ,A 2  compresses the oxidizer (usually ambient air) received via oxidizer insertion inlet  7 B towards initial combustion space  7 . In addition, as illustrated in the drawing figures, this basic combustion cycle can be supplemented by a second combustion at a later point in the cycle. This can be readily accomplished by the positioning of a second fuel insertion inlet  9 A and a second oxidizer insertion inlet  9 B between the second position and exhaust outlet  8 . Combustion can, once again, be initiated using means well known in the mechanical arts via a spark from radial pistons A 1 , A 2  or casing  1 . In this manner, the continued rotation of the driven piston is facilitated by the introduction of additional fuel and/or oxidizer behind the driven piston into the area of hot expanding and combusting gases that is driving the piston after combustion within the initial combustion space. 
     Although my invention, as previously outlined, can operate purely on the combustion of fuel and oxidizer, its operation is greatly enhanced by the introduction of clean water as vapor or spray during the combustion process. This is done by spraying water in advance of the driven piston, so as to coat and lubricate the casing in the pathway of the driven pathway. This water is also converted into steam as the piston passes and the water coated surfaces of the casing are exposed to the hot gases behind and driving the driven piston. It also assists in converting the extreme heat generated by the combustion of my preferred fuel, hydrogen, into a more utilizable form. Water absorbs the heat of hydrogen combustion, flashing into steam and lowering the temperature of the combustion chamber substantially in the process. The pressure generated by the high volume of steam generated in this process is a primary source of force for driving the radial pistons A 1 , A 2  of my invention. Further, as exhaust, this steam also provides a very useful byproduct for, e.g., home or business heating purposes or for power generation. Water used for this purpose can be advantageously entrained in the air/oxidizer stream for the system via atomizer spray nozzles  7 C,  9 C. Alternatively, water can be injected at various other points through the casing. In whatever manner it is produced, and however it is initially used after it is exhausted from a combustion chamber, the steam produced and used by my invention can easily be run though a condensation system and then reintroduced (recycled) as water for further use in my invention. 
     The torque and power generated by a single chamber of my invention can be advantageously harnessed using a clutch and gear system of the type schematically illustrated in  FIG. 3C . In operation, clutch CA 2  is engaged while radial piston A 2  is reacting to combustion (prior to reaching exhaust outlet  8 ) and conveys torque via gear GA 2  to a power train. During this same period, radial piston A 1  is engaged at the first position via locking mechanism  5 . Thus, clutch CA 1  is disengaged, breaking the connection between radial piston A 1  and gear GA 1 . However, as soon as the next cycle begins, the positions and actions of the aforesaid elements are reversed. 
     The aforesaid system can be used alone or in conjunction with a flywheel or system equivalent to maintain a steady stream of power/torque and facilitate the operation of my invention. However, it is more advantageous to operate at least two of my combustion chambers in tandem, so that the combustion phase of one assists the other in completing its cycle. Oxidizer compressed by radial piston A 1 , A 2  while being driven from the second position to the first position and/or introduced via oxidizer inlet  7 B serves to push the other radial piston A 1 , A 2  from the first position to the second position. (See,  FIGS. 2A through 3B ). Unfortunately, at this point, the compressed air between piston A 1  and piston A 2  may serve to force them apart, preventing the next piston A 1 , A 2  in line from being able to reach the first position. This problem is compounded by the fact that the exhaust from combustion has been allowed to escape via outlet  8 . Thus, there is no longer any countervailing force in operation. When at least two combustion chambers are operated in tandem, the power stroke of one chamber can be used to facilitate completion of the cycle in the other. 
     The general operations of multi-chamber systems can be illustrated using only two chambers A, B operating in tandem. (See,  FIGS. 4A through 7B ). Obviously, in this situation, each chamber A, B initiates combustion of fuel at a different time such that one chamber engine, the “later” chamber, is initiating combustion in its initial combustion space  7  after the other chamber, the “earlier” chamber, has already initiated combustion in its initial combustion space  7 . Thus, when the earlier chamber has largely exhausted the energy available from combustion (its moving radial piston may even have passed exhaustion outlet  8  and begun releasing combustion byproducts), the later chamber will have just initiated combustion in its initial combustion space or, at the least, will be earlier in its combustion cycle. In this situation, the excess power available from the later chamber can be used to help finish the cycle of the earlier chamber by assisting in driving the moving radial piston of the earlier chamber the remainder of the distance to the first position. 
     The best understanding of this system can, once again, be gained from first reviewing simplified schematics illustrating two chambers A, B operating in tandem as shown in  FIGS. 4A through 7B :
         1. In  FIG. 4A  combustion is initiated in chamber A (which has pistons A 1 , A 2 ) driving piston A 2  from second position. In this initial combustion phase, piston A 2  is linked to piston B 1  in chamber B. (See,  FIG. 4B ). Thus, the power phase of chamber  1 , for piston A 2  is used to move piston B 1  through to the completion of its cycle to first position in chamber B.   2. In  FIGS. 5A and 5B , the situation is reversed, with piston B 2  (in its initial combustion phase) being used to assist piston A 2  in moving to first position.   3. In  FIGS. 6A and 6B , the cycle illustrated above continues, with piston A 1  of chamber A in its initial combustion phase serving to assist piston B 2  of chamber B.   4. In  FIGS. 7A and 7B , the tandem system returns to its initial configuration, ready for the beginning of another cycle, with piston B 1  in its combustion phase assisting piston A 1  back to first position.
 
The foregoing information and system review provides a basis for understanding the more detailed schematic chart presented in  FIG. 7C .
       

     The torque and power generated by two combustion chambers A, B operating in tandem can be advantageously harnessed using a clutch and gear system of the type schematically illustrated in  FIG. 8 . Here, as in  FIG. 3C , a respective clutch CA 1 , CA 2  and gear GA 1 , GA 2  is engaged while its respective radial piston A 1 , A 2  is reacting to combustion and conveys torque to a power train. During the period that a radial piston A 1 , A 2  is engaged at the first position via locking mechanism  5 , its respective clutch CA 1 , CA 2  is disengaged, breaking the connection between radial piston A 1 , A 2  and its respective gear GA 1 , GA 2 . However, in this case, as discussed with reference to  FIGS. 4A through 7C , a second chamber B is also operating in the same general manner. And, a radial piston B 1 , B 2  of the second chamber B will also be connected via its respective clutch CB 1 , CB 2  and gear GB 1 , GB 2  to the power train during at least part of the time that A 1 , A 2  is connected thereto. This connection serves to assist in moving the radial piston A 1 , A 2 , B 1 , B 2  of the system that is nearing the end of its cycle back to the first position in its respective chamber A, B. For this purpose, I have found it advantageous to intiate combustion in a chamber A, B when the radial piston of the other chamber A, B that has just experienced combustion has traversed approximately 180 degrees from the second position. This provides support for the “weak” part of the cycle in each chamber A, B and assures smooth and effective operation. 
     Coordinating the activities of single chamber or even of two chambers operating in tandem can be accomplished by mechanical linkages of the type well known in the mechanical arts for use with engines and mechanical systems. They can also be accomplished via electronic monitoring and operational systems of the type currently known and practiced with regard to engines and mechanical systems. However, I have found it advantageous to combine these approaches by coordinating mechanical linkages with an electronic monitoring and operational system. Thus,  FIGS. 9A and 9B  provide schematic views of a chamber of my invention, illustrating a mechanical timing chain arrangement to operate locking mechanism  5 . (This embodiment also features manifolds  26  for introduction of water and air into the combustion chamber). In these drawing figures, a timing chain or belt  20  runs between inner shaft  3  and pulley  21 . Pulley  21  is arranged to turn a cam  22  that interacts with a lever arm  23  to operate a link  24  connected to engageable locking mechanism  5  and biased by tensioner  25 . There is a 1:1 correspondence between the turning of the shaft  3  and the turning of cam  22  with the system being arranged to disengage locking mechanism  5  so as to allow radial piston A 1  to pass and be locked into the first position at an appropriate point in its cycle. (Similar mechanisms can be used to time and effectuate the engagement/disengagement of other elements, clutches and gears related to the operation of the invention). Arrangements of this type can advantageously be coupled with an electronic monitoring and control system of the type illustrated schematically in  FIG. 9C . Further details regarding the type and positioning of sensors and the overall operation of my control system are provided by the charts of  FIGS. 10A-10C , which describe the sensor devices and their functions and locations. 
     Finally, the operations of my invention can be facilitated by the introduction and use of a fuel injection system and apparatus of the type illustrated in  FIG. 11 . In this apparatus, hydrogen or another fuel is injected into the manifold pasageway with the fluid “push” to propel it past the valve C into the combustion chamber to mix with the oxidizer. First, hydrogen or another fuel is injected into tube A between fluid piston B and valve C when fluid piston B is in a raised or withdrawn position as schematically illustrated in solid lines in  FIG. 11 . Second, fluid piston B moves to an advanced or extended position as scheamtically indicated in broken lines in  FIG. 11  injecting the fuel into the combustion space, Valve C may be spring loaded and forced to allow the said fuel to enter the combustion chamber by the pressure exerted thereon by the fuel when pushed by piston B, or (alternatively) can be mechanically operated and opened to allow entry of the fuel into the combustion chamber where it can mix with oxidizer. Third, valve C closes and fluid piston B moves back to the position indicated in solid lines in  FIG. 11  so that the cycle can be repeated. Generally, there are at least two injectors of this type used, and a compressor and compressed air can advantageously be used to operate and move fluid piston B. The system outlined does not allow oxidizer to mix with hydrogen and/or other fuels outside of the engine housing, a very important feature in avoiding premature and/or accidental combustion and explosions. Mixing hydrogen or another fuel with an oxidizer in a plenum prior to injection or insertion into the combustion space or chamber can cause the hydrogen or fuel to ignite before it gets in the combustion chamber. Overall, the device acts like a hypodermic syringe in injecting fuel for combustion purposes. 
     Defined in other terms, low pressure pure hydrogen of some other fuel is injected into a small tube A using an actual hydrogen injection device and a few milliseconds later a pressurized fluid pushes the pure hydrogen or other fuel as a valve C opens inside the combustion chamber/space and the pure hydrogen or other fuel is pushed into the combustion area. The compressed oxidizer needed for combustion of the hydrogen or other fuel comes from two sources, trapped oxidizer in the piston plate&#39;s path after the exhaust ports and before the first combustion position and/or injected oxidizer at various locations along the periphery of the piston plate path. 
     However, numerous changes and variations can be made to the system without exceeding the scope of the inventive concept. Accordingly, it is to be understood that the embodiments of the invention herein described are merely illustrative of the application of the principles of the invention. Reference herein to details of the illustrated embodiments is not intended to limit the scope of the claims, which themselves recite those features regarded as essential to the invention.

Technology Classification (CPC): 5