Rotary vane internal combustion engine

Abstract

Rotary vane internal combustion engine comprises of two side-by-side rotors, placed in a cylindrical housing, wherein each rotor has at least two radial vanes rigidly attached to the rotor that form chambers for intake, compression, combustion, and exhaust. Each rotor alternately engages with a shaft by overrunning one-way clutches and is held from turning back, through the damper, mounted on a corresponding flywheel and forming a part of the flywheel assembly, which is rigidly attached on the shaft. The assembled rotors from the outside are rigidly closed by flanges on each of which is mounted at least one blade. The blades are positioned into formed cavities between the rotors and caps of the housing, thereby forming two cooling cavities through which coolant circulates around rotors through openings in the housing and through longitudinal grooves in the shaft. On the vanes are mounted cylindrical and conical seals, which remove the need for lubrication.

Claims

1. A rotary vane internal combustion engine comprising: a first flywheel assembly rigidly connected to a shaft and comprising a first damper; a second flywheel assembly rigidly connected to the shaft and comprising a second damper; a cylindrical housing; a rotor assembly located in the cylindrical housing and comprising (a) a pair of side-by-side rotors, wherein a first rotor of the pair of side-by-side rotors includes at least two radial vanes, the at least two radial vanes of the first rotor extending over a second rotor of the pair of side-by-side rotors, and wherein the second rotor includes at least two radial vanes, the at least two radial vanes of the second rotor extending over the first rotor; and (b) a pair of side-flanges, wherein a first side-flange of the pair of side-flanges is rigidly attached to the second rotor and closes off at least a part of a first side of the rotor assembly and wherein a second side-flange of the pair of side-flanges is rigidly attached to the first rotor and closes off at least a part of a second side of the rotor assembly; wherein the pair of side-by-side rotors and the pair of side-flanges form at least one set of four radially spaced chambers; and wherein the at least one set of four radially spaced chambers cooperates with the cylindrical housing to form a corresponding at least one set of four radially spaced engine-compartments; wherein each of the side-by-side rotors of the pair of side-by-side rotors alternately engages with the shaft by a corresponding one-way overrunning clutch of a pair of one-way overrunning clutches to rotate the shaft in a forward direction; wherein, during engagement with the shaft by the first rotor, the second damper couples to the second rotor for a time period comprising a first momentary duration and a first subsequent duration, such that (i) during the first momentary duration the second damper counters a deceleration of a forward rotation of the second rotor and (ii) during the first subsequent duration the second flywheel assembly forces the second rotor to continue rotating in the forward direction; and wherein, during engagement with the shaft by the second rotor, the first damper couples to the first rotor for a time period comprising a second momentary duration and a second subsequent duration, such that (i) during the second momentary duration the first damper counters a deceleration of a forward rotation of the first rotor and (ii) during the second subsequent duration the first flywheel assembly forces the first rotor to continue rotating in the forward direction.

2. The rotary vane internal combustion engine of claim 1, wherein the first rotor and the second rotor are mechanically unsynchronized with each other during their respective rotations.

3. The rotary vane internal combustion engine of claim 1, wherein the first side-flange is rigidly attached to the second rotor via the at least two radial vanes of the second rotor, and wherein the second side-flange is rigidly attached to the first rotor via the at least two radial vanes of the first rotor.

4. The rotary vane internal combustion engine of claim 1, further comprising a first cylindrical seal positioned between each of an upper surface of each respective radial vane of the at least two radial vanes of the first rotor and an upper surface of each respective radial vane of the at least two radial vanes of the second rotor, and an inner surface of the cylindrical housing; a second cylindrical seal positioned between a lower surface of each respective radial vane of the at least two radial vanes of the first rotor and a radial surface of the second rotor; a third cylindrical seal positioned between a lower surface of each respective radial vane of the at least two radial vanes of the second rotor and a radial surface of the first rotor; a first conical seal positioned between each of a first side surface of each respective radial vane of the at least two radial vanes of the first rotor and a first side surface of each respective radial vane of the at least two radial vanes of the second rotor, and an inner surface of the first flange; and a second conical seal positioned between each of a second side surface of each respective radial vane; of the at least two radial vanes of the first rotor and a second side surface of each respective radial vane of the at least two radial vanes of the second rotor, and an inner surface of the second flange.

5. The rotary vane internal combustion engine of claim 4, wherein at least one of the first cylindrical seal, the second cylindrical seal, the third cylindrical seal, the first conical seal, and the second conical seal comprises a low-friction material.

6. The rotary vane internal combustion engine of claim 1, wherein the cylindrical housing comprises at least one set of four radially distributed segments comprising an ignition segment (Ss), a compression segment (Cs), an intake segment (Is), and an exhaust segment (Es); wherein the intake segment includes a fuel-mixture supply port; wherein the exhaust segment includes a gas-exhaust port; wherein the ignition segment is coupled to a first fuel-mixture inlet valve, the ignition segment comprises a spark plug for igniting a fuel mixture in an engine-chamber having the ignition segment; wherein the compression segment is coupled to a second fuel-mixture inlet valve; wherein, during an engine start operation, the first fuel-mixture inlet valve and the second fuel-mixture inlet valves are configured to inject the fuel mixture into a pair of chambers that are aligned with the ignition segment and the compression segment, respectively.

7. The rotary vane internal combustion engine of claim 1, wherein the first damper counters the deceleration of the forward rotation of the first rotor by absorbing a deceleration energy of the first rotor, and the second damper counters the deceleration of the forward rotation of the second rotor by absorbing a deceleration energy of the second rotor.

8. The rotary vane internal combustion engine of claim 7, wherein, during the first subsequent duration, the second damper uses at least a portion of the absorbed deceleration energy of the second rotor to accelerate rotation of the second rotor in the forward direction; and wherein, during the second subsequent duration, the first damper uses at least a portion of the absorbed deceleration energy of the first rotor to accelerate rotation of the first rotor in the forward direction.

9. The rotary vane internal combustion engine of claim 1, wherein an energy-absorption characteristic of each of the first damper and the second damper is adjustable.

10. The rotary vane internal combustion engine of claim 1, wherein the first damper comprises a first spring, and the second damper comprises a second spring.

11. The rotary vane internal combustion engine of claim 1, wherein each of the one-way overrunning clutches is selected from a set comprising a ball clutch, a roller clutch, and a magnetic clutch.

12. The rotary vane internal combustion engine of claim 1, further comprising a first adapter coupling the first rotor to (i) the one-way overrunning clutch engaging with the first rotor and (ii) the first flywheel assembly; and a second adapter coupling the second rotor to (i) the one-way overrunning clutch engaging with the second rotor and (ii) the second flywheel assembly.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The illustrated embodiments of the subject matter will be best understood by reference to the drawings, wherein like parts are designated by like numerals throughout. The following description is intended only by way of example, and simply illustrates certain selected embodiments of devices, systems, and processes that are consistent with the subject matter as claimed herein

(2) FIG. 1 is a section view along the axis line of rotary vane internal combustion engine of the present invention;

(3) FIG. 2 is a transverse section along the lines A-A of FIG. 1 of rotary vane internal combustion engine of the present invention;

(4) FIG. 3 is an exploded perspective view of the rotors of rotary vane internal combustion engine of the present invention;

(5) FIG. 4 is a perspective view of the assembled rotors of rotary vane internal combustion engine of the present invention;

(6) FIG. 5 is a perspective view of the assembled disclosed middle part of rotary vane internal combustion engine of the present invention;

(7) FIG. 6 is a detail out of the section view D in FIG. 1 of rotary vane internal combustion engine of the present invention;

(8) FIG. 7 is a transverse section along the lines B-B on FIG. 1 of the rotor-holding cushioning mechanism of rotary vane internal combustion engine of the present invention;

(9) FIG. 8 is a perspective view of the assembled rotary vane internal combustion engine with the rotor-holding cushioning mechanism of the present invention;

(10) FIG. 9 is a perspective view of the assembled rotary vane internal combustion engine of the present invention;

(11) FIG. 10 is an engine starting schema with forcible fuel mixture injection of rotary vane internal combustion engine of the present invention;

(12) FIG. 11 is schematically illustrated multivariate relationship of chambers volume and torque, which optimize the efficiency of a rotary vane internal combustion engine of the present invention;

(13) FIGS. 12A and 12B illustrate the section and perspective views, respectively, of the roller and conical seals of rotary vane internal combustion engine of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

(14) The present invention provides a rotary vane internal combustion engine where torque on the shaft is produced due to alternating interaction of the rotors within. The rotors placed in housing between two cooling cavities, around which cooling fluid is circulated, may have conical and cylindrical graphite seals to eliminate friction between the work surfaces. This invention relates to improvement of rotary vane internal combustion engine and will be described with reference to the following drawings.

(15) As shown on the drawing FIG. 1, rotary vane internal combustion engine related to one embodiment of the present invention comprises a housing 9, inside which set a shaft 1, which interacts with rotors 3 (left) and 4 (right) through one-way overrunning clutches 8, which are rigidly joined with the rotors 3 and 4 by adapters 2. One side of each rotor is rigidly closed by flanges 5, which together with caps 6 form the cavities for circulation the cooling fluid by the right and left blades 29 and 28 mounted on the flanges 5. The drawing in FIG. 1 shows the rotor-holding cushioning mechanism (damper) 14, where flywheels 12, rigidly mounted on shaft 1, interact with rotors 3 or 4 using the dampers 14, fitted on the guides 16. The one end of the guide 16 is rigidly mounted on its respective flywheel 12 using adjustable holder 13. The other end, using holder 11, is mounted on washer 10. The washer 10 is rigidly connected with a rotor using adapter 2 via coupler 15. The drive shaft 1 is installed on the two bearings 30 and on the middle bearing shells 7, thereby it is supported in three places. At least one end of the shaft is used for transferring torque.

(16) For the purpose of demonstration of the principles of work the present invention is illustrated on the drawing FIG. 2, section A-A, where the rotors 3 and 4, having four (at least two) vanes, established in the housing 9, to provide eight (at least four) chambers, two (at least one) at intake position(s) I, two (at least one) at compression position(s) C, two (at least one) at explosion (ignition) position(s) S, and two (at least one) at exhaust position(s) E. The housing 9 includes eight (at least four) segments, two (at least one) is segments at the intake position(s) I, two (at least one) Cs segments at compression position(s) C, two (at least one) Ss segments at ignition position(s) S, and two (at least one) Es segments at exhaust position(s) E. The Is and Es segments have fitting systems of 23 and 24, respectively, for providing fuel-mixture supply and for exhausting gases, respectively. A chamber in alignment with the Is segment forms an intake engine-compartment I, a chamber in alignment with the Cs segment forms a compression engine-compartment C, a chamber in alignment with the Ss segment forms an ignition engine-compartment S, a chamber in alignment with the Es segment forms an exhaust engine-compartment E. On the rotors 3, 4 that are rigidly connected with adapters 2, we can see the seals 18 and 19. Engine start is carried out by the forcible fuel-mixture injection using the inlet valves 26, managed by pressure sensors (not shown) that provide balanced compression ratio one time in two chambers aligned with positions C and S, i.e., in the compression and ignition compartments (see FIG. 10).

(17) Drawing FIG. 3 shows an exploded, and on the FIG. 4 assembled, views of the left and right rotors 3 and 4, respectively, which are closed by two flanges 5 with the cylindrical 18, 19 and conical 17 seals. On the said flanges are mounted blades 28 and 29 for pumping cooling fluid.

(18) On the drawing FIG. 6, a demonstration of the principle of cooling system, which is a detail of the cut-away D of FIG. 1 of rotary vane internal combustion engine of the present invention, with the coolant flow traced all the way (a, b, e, d, f and e) around the engine. The coolant enters the engine through hole a (intake opening), from the coolant tank, distributed into cavity of the housing 9, between rotor and housing cap of left side, passes through hole f of the adapter 2 and through groove e of the shaft 1, and enters into cavity of right side through hole d. Then the coolant returns into the tank through hole e (output opening) through housing 9. The tight and left blades 29 and 28, located on the right and left flanges 5, respectively, provide circulation of the coolant due to being rigidly mounted at different inclinations (angles) to the radial axis. The cut-away section D also shows the conical 17, and cylindrical 18, 19 graphite seals with sealing rings 20 and 21 that are installed in the assembled rotors. Another cooling path shown in FIG. 6 is from hole a to hole c via a channel in the housing 9. The proposed solution, as illustrated on the cut-away D, to place the one-way overrunning clutches 8 outside of the heating area of the engine provides reliable operation of the engine and is one of the important distinctions of the present invention.

(19) The principle of work of the cushioning mechanism (damper) 14, which holds the rotor 3 or 4 from turning back is illustrated on the drawings FIG. 7, which is section B-B of FIG. 1, and on the perspective view FIG. 8. As illustrated, the shaft 1 is in engagement alternately with one of rotor (for example 3) and passes freely through the other rotor (for example 4), where the other rotor (e.g., 4) continues to rotate with the shall 1 due to a damper 14 of its corresponding rotating flywheel 12, which holds the said other rotor 4 until the cycle changes. The process of the disconnecting rotor 3 or 4 from the shaft 1 is controlled by said rotor-holding cushioning mechanism (damper) 14 that can be adjusted by holder 13. Holder 13 is rigidly mounted on the washer 10, which in its turn is rigidly connected with adapter 2 via coupler 15. Thus, even when disconnected from the shaft 1, each rotor permanently continues to rotate with shaft, thereby providing inertial acceleration of shaft rotation and ensuring smooth operation of the engine.

(20) FIG. 5 is a perspective view of the assembled disclosed middle part of rotary vane internal combustion engine of the present invention, with one of the cooling cavities open.

(21) FIG. 9 shows a perspective view of the assembled rotary vane internal combustion engine, where the shaft 1 installed on the bearings 30 and on the bearing shells 7 that provide reliable operation of the engine of the present invention. Transmission of engine torque from the drive shaft 1 is carried out through belt or gear connector 22.

(22) FIG. 10 is an engine starting schema with forcible fuel-mixture injection of rotary vane internal combustion engine of the present invention.

(23) FIG. 11 shows schematically the optimization of the relationship between volume of chambers and torque of rotary vane internal combustion engine of the present invention. Design is made in such a manner that enables calculation of the optimal size of the radius R of force application P, for the planned volume of the chambers, given constant volume Q of chambers.

(24) Drawing FIGS. 12A and 12B show a detailed cut-away D of FIG. 6 and show, respectively, section and perspective views of the roller 18 and 19 graphite seals, and conical 17 graphite seal of rotary vane internal combustion engine of the present invention.

OPERATION OF THE INVENTION

(25) The present invention will now be explained in greater detail with the reference to operation of the embodiments, which are represented in the accompanying drawings.

(26) Engine start is initiated by the forced injection of a fuel mixture using the inlet valves 26 (see FIG. 10), managed by pressure sensors. The fuel-mixture supply is carried out at the same time into the chambers at compression position C and combustion position S (i.e., chamber(s) aligned with the compression segment(s) and forming the compression compartment(s) C and chambers aligned with the ignition segment(s) and forming the ignition compartments (S)), at the same pressure. When pressure is sufficient, the pressure sensor gives command to start ignition by spark plug 25 in the chamber at position S (see FIG. 2). Delivery of the fuel mixture into the chambers at positions C and S by the inlet valves 26 occurs only at the moment (time) of engine start. Ignition in the chamber at position S is activated at a certain pressure in the system. Upon ignition, due to expansion of gas in the chamber at position S, the rotors begin move in different directions, with one of the rotors 3 (or 4) entering into gearing with shaft 1 for forward rotation, due to its corresponding one-way overrunning clutch 8. At the same time, the other rotor, e.g., 4, is stationary on the shaft due to its corresponding flywheel 12, which overtakes and picks up the other rotor released by the corresponding one-way overrunning clutch 8, and is being prevented from returnable rotation on the shaft, by the flywheel's damper 14, but because the flywheel is rigidly mounted on the rotating shaft 1, the flywheel forces the other rotor to also rotate in the forward rotation.

(27) After forced fuel-mixture injection into two chambers at positions C and S, first start-up begins the combustion of the fuel mixture in a chamber at position S, where ignition of the fuel mixture occurs and where one rotor causes the shaft to rotate in forward rotation, thereby causing the next chamber, in position C, to move into position S (i.e., reconfiguring the ignition compartment to now include the next chamber) for igniting the next chamber. The movements of the two chambers are enough for engine to begin work in regular cycle: intake, compression, combustion, exhaust. This way, the shaft 1 is alternatively attaching to one of the rotors, 3 or 4, and free passing through the other rotor, alternately connecting with the one-way overrunning clutches 8.

(28) In this way each rotor alternately engages with the shaft and continues to rotate forward, even when it is disengaged from the shaft, due to retention by a flywheel 12, as shown on FIGS. 1, 7, and 8. The flywheel assemblies include washer 10 and flywheel 12 body, where one of them, washer 10 is connecting with rotor; and the other, flywheel 12 body is connecting with shaft 1. Between them there is a damper 14, with one end mounted on the washer 10 and the other on the flywheel 12 body. Damper force is adjusted by means of the holder 11 so that the deceleration of movement is sufficient only to disconnect a rotor from.

(29) One of the main points of the present invention is that while the whole system (rotors, shaft, and clutches, etc.) is rotating with high speed in one direction, but inside the system includes alternating movement of the rotors and other components, which has eliminated impact and loads, providing good reliability without using reciprocating movement mechanisms, such as crankshaft, rocker arm or others.

(30) The two rotors are assembled so that they form at least four closed chambers. Pressure inside chambers has a positive effect on (reduces) friction between rotors 3 and 4 (zone Z, FIG. 6), which keeps them without contact. In order to provide better conditions for the engine to eliminate friction between surfaces, the cylindrical 18, 19 and conical ferrite seals 17 are applied, and to decrease the gap between seals, rings 20 and 21 are used.

(31) The next major advantage of the present invention is that the design is carried out in such a manner that the whole system (rotors, shaft, and clutches, etc.) is cooled inside by the circulating lubricating coolant. This is made possible due to using the existing cavity between the rotor 3, 4 and the housing cap 6 as a built-in pump. It means that on each outer side of the assembled rotor, on flange 5, mounted the left/right blade 28/29, that provides circulation of the cooling fluid around rotors through housing and groove in the shaft. The coolant enters the engine from the coolant tank through hole a, distributed into cavity of the housing 9, between rotor and housing cap 6 of left side FIG. 6, passes through hole fin the adapter 2 and through groove e of the shaft 1, and enters into cavity of right side through hole d, then coolant returns into the tank through hole c. Thus, the engine can be readily cooled and lubricated, which means it is not susceptible to overheating. The presented design of the engine allows for working conditions of one-way overrunning clutches 8 that are separated from the heating zone by a cavity of cooling pump.

ADVANTAGES

(32) Some of the main advantages of the invention are reliability, ease of manufacture and ease of maintenance, durability and high efficiency of the proposed rotary vane internal combustion engine, in which: Reciprocating movement mechanisms are not used; No need to synchronize the rotation of the rotors, since the rotors do not have a rigid connection with each other; The engine is not subject to overheating, since the main working assembly of the rotors, closed by the side flanges, is located in the cooling bath.

(33) The present invention eliminates the disadvantages of existing designs of rotary vane internal combustion engines by efficiently utilizing a system of alternately rotating vanes using one-way overrunning clutches and by efficiently utilizing the rotor-holding cushioning mechanism (damper) that provides continuous shall rotation, being in favorable environment, due to the efficient use of the cooling system.

(34) The working chambers formed by the vanes are rigidly closed by flanges on both sides, which reduces the number of rubbing surfaces, and roller and conical seals are installed on the remaining rubbing surfaces, which ensure the engine runs without or with minimum lubrication.

(35) In one embodiment, a simplified engine starts due to a single injection of a fuel mixture into two adjacent chambers at compression and combustion positions, respectively, using a high-pressure compressor, and, after two consecutive ignitions to start the engine, the engine continues to operate in normal Otto cycle.

(36) The possibility of creating a wide range of engines in terms of power and fuel consumption is also expanded, which is due to the lack of a direct relationship between the volume of the chambers and the working diameter of the cylinder of a rotary vane internal combustion engine.

(37) The present invention aims to increase efficiency up to 70%.

(38) The invented engine is equivalent to an eight-piston engine when using two vanes on each rotor, at this time four working cycles are carried out in one revolution, or to a sixteen-piston engine when four vanes are used on each rotor, that is, in one revolution it implements eight working cycles.

(39) The present invention of a rotary vane internal combustion engine can more effectively be used in drones, since it has small dimensions and weight, low noise due to the absence of any reciprocating movement mechanism, and has high efficiency and relatively high power with low fuel consumption, wherein that the invented engine is easy to manufacture and maintain, and is durable and reliable. This engine can also be effectively used for hybrid cars, sports cars, electric generators, and household appliances.

(40) Rotary vane engines, the most promising of all currently used internal combustion engines. In serial industrial production, there is no working sample from this rather large family.

(41) The main reason for the lack of a working prior art design for this engine type is that during rotation, due to the enormous inertial loads, the mechanisms used to coordinate the rotation of the rotors and the associated rotor vanes are quickly destroyed, and the difficulty of removing heat from the working zone is no less important.

(42) The proposed design of the rotary vane internal combustion engine eliminates these drawbacks, which allows us to create a new type of rotary vane machines that are easy to manufacture, reliable and highly efficient.

(43) In the foregoing specification, specific embodiments have been described. However, one of ordinary skill in the art appreciates that various modifications and changes can be made without departing from the scope of the invention as set forth in the claims below. Accordingly, the specification and figures are to be regarded in an illustrative rather than a restrictive sense, and all such modifications are intended to be included within the scope of present teachings.

(44) The benefits, advantages, solutions to problems, and any element(s) that may cause any benefit, advantage, or solution to occur or become more pronounced are not to be construed as a critical, required, or essential features or elements of any or all the claims. The invention is defined solely by the appended claims including any amendments made during the pendency of this application and all equivalents of those claims as issued.

(45) Unless stated otherwise, terms such as “first” and “second” are used to arbitrarily distinguish between the elements such terms describe. Thus, these terms are not necessarily intended to indicate temporal or other prioritization of such elements.

(46) Unless otherwise stated, conditional languages such as “can”, “could”, “will”, “might”, or “may” are understood within the context as used in general to convey that certain embodiments include, while other embodiments do not include, certain features and/or elements. Thus, such conditional languages are not generally intended to imply that features and/or elements are in any way required for one or more embodiments.

(47) It will be understood by those within the art that, in general, terms used herein, are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to”, the term “having,” should be interpreted as “having at least”, the term “includes” should be interpreted as “includes but is not limited to”, etc.). The term “coupled” should be interpreted to include both direct and indirect coupling.