Rotary Roller Motor (RRM)

Abstract

The Rotary Roller Motor (RRM) is a four cycle rotary internal combustion engine that uniquely overcomes many of the drawbacks of other rotary type engines, by having the Rotor roll around the inside of the engine block, rather than scraping it. This is accomplished with a two part rotor. The inner part of the rotor is composed of a Rotor Shaft (RS-12) with an Offset Circular Lobe (OCL-11) rigidly attached to it. The Outer Rotor (OR-9) fits symmetrically around the Offset Circular Lobe, with Inter Rotor Bearings (IRB-10) between the two to allow free movement. The four cycles are separated by two barriers; the Compression/Power Barrier (CPB-13), and the Exhaust/Intake Barrier (EIB-6). Compression is controlled by two non-reversing barriers, the Non-reversing Compression Barrier (NCB-3) and the Compression Hold Barrier (CHB-14), on either side of the Combustion Chamber (CC-2).

Claims

1. The Rotary Roller Motor (RRM) is a four cycle rotary internal combustion engine that uniquely overcomes many of the drawbacks of other rotary type engines, by having the Rotor roll around the inside of the engine block, rather than scraping against it. This is accomplished with a two part rotor. The inner part of the rotor is composed of a Rotor Shaft (RS, item 12) with an Offset Circular Lobe (OCL, item 11) rigidly attached to it, or combining both features as a single machined part. The Outer Rotor (OR, item 9) fits symmetrically around the OCL, with an Inter Rotor Bearings (IRB, item 10) between the two to allow free rotation around the OCL. The four cycles are separated by two barriers; the Compression/Power Barrier (CPB, item 13), and the Exhaust/Intake Barrier (EIB, item 6). Compression is controlled by two other barriers, the Non-reversing Compression Barrier (NCB, item 3) and the Compression Hold Barrier (CHB, item 14), on either side of the Combustion Chamber (CC, item 2).

Description

DETAILED DESCRIPTION OF THE INVENTION

[0005] The Rotary Roller Motor (RRM) is a four cycle rotary internal combustion engine that uniquely overcomes many of the drawbacks of other rotary type engines, by having the Rotor roll around the inside of the engine block, rather than scraping it. The Rotor is composed of three major components but can be collectively referred to as the Rotor. The inner part of the rotor is composed of a Rotor Shaft (RS, item 12) with an Offset Circular Lobe (OCL, item 11) rigidly attached to itor combining both features as a single machined part. The Outer Rotor (OR, item 9) fits symmetrically around the OCL, with Inter Rotor Bearings (IRB, item 10) between the two to allow free rotation of the OR around the OCL. The four cycles are separated by two barriers; the Compression/Power Barrier (CPB, item 13), and the Exhaust/Intake Barrier (EIB, item 6). Compression is controlled by two barriers, the Non-reversing Compression Barrier (NCB, item 3) and the Compression Hold Barrier (CHB, item 14 or 14A), on either side of the Combustion Chamber (CC, item 2).

[0006] As shown in FIG. 1, when the Outer Rotor (OR-9) rolls past the Compression/Power Barrier (CPB, item 13) the ignited fuel air mixture contained in the Combustion Chamber (CC, item 2) is released by the Compression Hold Barrier (CHB, item 14) and expands against the trailing surface of the Rotor powering the rotation of the Rotor. Simultaneously, the expended gases from the previous cycle are pushed out through the Exhaust Port (EP, item7) by the advancing surface of the Rotor. The exhaust gases are kept separate, from the fresh air being drawn in through the Intake Port (IP, item 5), by the Exhaust/Intake Barrier (EIB, item 6).

[0007] As the Rotor continues to rotate, as shown in FIG. 2, and rolls past the Exhaust/Intake Barrier (EIB, item 6), the expended gases exit through the Exhaust Port (EP, item7). Simultaneously, the Rotor draws in fresh air through the Intake Port (IP, item 5), while compressing air against the Compression/Power Barrier (CPB, item 13) and the closed Compression Hold Barrier (CHB, item 14). The Non-reversing Compression Barrier (NCB, item 3) is forced open as the compress air is forced into the Combustion Chamber (CC, item 2).

[0008] The Barriers may be held in position by various mechanical, hydraulic, pneumatic, or electrical means; or any combination. FIG. 4 shows the barriers being held in position using Barrier Spring Nuts (BSN, item 17). The force applied to each barrier would vary depending on their function. The Non-reversing Compression Barrier (NCB, item 3) would only require a relatively little force to keep it in contract with the Compression/Power Barrier (CPB, item 13) until the pressure of the compressed air exceeds that of the pressure in the Combustion Chamber (CC, item 2). Similarly, the Exhaust/Intake Barrier (EIB, item 6) would only require sufficient force to keep the EIB in contact with the Rotor as it pivots in and out. The Compression/Power Barrier (CPB, item 13) would require substantially greater force, to keep it in contact with the Rotor, to overcome the force of compression against it surface.

[0009] The Compression Hold Barrier (CHB, item 14) is unique in that it can be designed so that a symmetrical force is applied to the CHB barrier shaft so that it can be easily open and closed against the extreme pressures generated during ignition as shown in FIG. 1, however, this could result in catastrophic failure if the mechanism designed to open the CHB fails. Alternatively the CHB can be designed asymmetrically, as shown as item 14A in the insert in FIG. 1. This alternative however would require applying a substantial force (such as with a stronger Barrier Spring Nut (BSN, item 17) to ensure the NCB remains closed until the Rotor passes the Compression/Power Barrier (CPB, item13). To maximize the expanding gases, an opposing force (such as solenoid) could be applied to the asymmetrical CHB to keep it open until it passes the Exhaust Port (EP, item 7).

[0010] The flexibility of RRM offers significant advantages over other rotary type engines that are tied to the geometry of their design. The Combustion Chamber can be designed in almost any size to offer an almost unlimited range of compression ratios, and the Chamber can be designed to maximize specific performance goals. Additionally, the Intake Port (IP, item 5), Exhaust/Intake Barrier (EIB, item 6), and the Exhaust Port (EP, item 7), can be located closer to the Combustion Chamber to change the displacement/power stroke ratio so as to accommodate better efficiency or increased performance goals. Furthermore, the RRM can be carbureted, injected; use a broad range of fuels from ethanol, gas, or diesel; and ignited by spark plugs, glow plugs, or high compression such as in a diesel engine.

[0011] Unlike other rotary engines with complex engine blocks and internal rotor gearing, the simple design would make the Rotary Roller Motor more cost efficient to manufacture and maintain while achieving a high horsepower to weight. Additionally, the fact that the RRM performs all four major cycles (Intake, Compression, Power, and Exhaust) on each revolution, equates to its effective displacement per revolution being twice that of a conventional four stroke piston engine.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0012] Drawings Major Component Index

[0013] FIG. 1: End view showing the basic arrangement of the RRM after ignition, forcing the Rotor (composed of items 9, 10, 11, & 12) to turn (clockwise in this case) while simultaneously pushing exhaust gas from the previous ignition out the Exhaust Port (item 7) and drawing in fresh air through the Intake Port (item 5). Drawing also shows two alternatives to the Compression Hold Barrier (CHB, item 14); symmetricalshown on the drawing, and asymmetrical (item 14A)shown in the insert.

[0014] FIG. 2: End view showing the continued rotation of the Rotor approximately 180 degrees clockwise showing the closure of the Compression Hold Barrier (item 14) white the Non-reversing Compression Barrier (item 3) is open allowing the compressed air to enter the Combustion Chamber (CC). This view also shows the exhaust gases freely expelling through the open Exhaust Port (item 7) while air is being draw in through the Intake Port (item 5).

[0015] FIG. 3: Shows a rotational view of the major components with an End Plate (item 15) removed.

[0016] FIG. 4: Shows a typical cut-away side view of the major components.

[0017] FIG. 5: Shows a 3D rotational view similar to the position of the Rotor in FIG. 1.

[0018] FIG. 6: Shows a 3D rotational view of a typical configuration of the Spring Nuts on the outside of End Plate (item 15).

[0019] FIG. 7: Shows a 3D rotational view of the ability to connect several (in this case four) rotors together.

DRAWINGS MAJOR COMPONENT INDEX

[0020] 1. Spark Plug (SP) [0021] 2. Combustion Chamber (CC) [0022] 3. Non-reversing Compression Barrier (NCB) [0023] 4. Non-reversing Intake Barrier (NIB) [0024] 5. Intake Port (IP) [0025] 6. Exhaust/Intake Barrier (EIB) [0026] 7. Exhaust Port (EP) [0027] 8. Engine Block (EB) [0028] 9. Outer Rotor (OR) [0029] 10. Inter Rotor Bearings (IRB) [0030] 11. Offset Circular Lobe (OCL) [0031] 12. Rotor Shaft (RS) [0032] 13. Compression/Power Barrier (CPB) [0033] 14. Compression Hold Barrier (CHB), or alternative CHB 14A [0034] 15. End Plate (EP) [0035] 16. Shaft Bearing (SB) [0036] 17. Barrier Spring Nut (BSN)