SPLIT-CHAMBER ROTARY ENGINE IMPROVEMENTS

Abstract

This invention relates to the field of internal combustion engines and compressors in general and to linear compressors, in particular these used as in U.S. Pat. No. 8,056,527, by accurately controlling the pressure being delivered into the combustion chambers of said engine while returning unused energy of the compression phase into the motor for complete expansion.

Another improvement relates to a pressure compensated vane to be used inside grooves of the motor assembly rotor. This invention enables the vane to seal against the cavity of the housing tightly with minimal force.

Claims

1. A split-chamber rotary engine improvement comprising: a motor assembly, one or more compressor assemblies, and one or more variable pressure controllers.

2. A split-chamber rotary engine improvement according to claim 1 whereby the variable pressure controllers have an adjustable means of longitudinally positioning a cylindrical rod mounted on the end-cap of the compressor assembly.

3. A split-chamber rotary engine improvement according to claim 1 that has a rod having a cup on its near-side that is intended to occlude the outlet valve mounted on the piston of the compressor assembly close to the end of the piston travel.

4. A split-chamber rotary engine improvement according to claim 1 having at the distal end of the variable pressure controller a stepper motor driving a combination of two timing pulleys through a belt, the larger of the two pulleys having an integral threaded nut. Said nut is mounted on a threaded sleeve that in turn mounts on the rod. The rod is able to slide freely inside the threaded sleeve, but is prevented to rotate by a tab mounted the variable pressure controller's housing.

5. A split-chamber rotary engine improvement according to claim 1 that has an air intake valve located inside a hollow rod. This intake valve, of the tulip shape, is kept at the center of the hollow rod by a set of two perforated guides and is maintained shut by a weak spring.

6. A split-chamber rotary engine improvement according to claim 1 that relates specifically to a free piston type compressor having an outlet valve built into the center of the piston.

7. A split-chamber rotary engine improvement according to claim 1 comprising an externally threaded cap for moving the back wall or the compressor in relation to the cylinder so as to reduce or enlarge the dead volume within the compressor, therefore augmenting or diminishing the pressure delivered by the compressor.

8. A split-chamber rotary engine improvement according to claim 1 wherein an adjustment of the back wall or end cap of the compressor that may employ the means of movement including, but not limited to, pneumatic, electric, hydraulic, magnetic, etc. methods.

9. A split-chamber rotary engine improvement comprising: an improved motor assembly that has pressure compensated vanes inserted into its rotor.

10. A split-chamber rotary engine improvement according to claim 9 having vanes that compensate the centric forces developed by the pressure on the combustion chambers by having a recess under the rounded tip of the vanes for the purpose of negating said forces.

11. A split-chamber rotary engine improvement according to claim 9 wherein: different modalities of adjusting the pressure compensated vane to keep contact with the rotor housing wall may possibly be employed singly, or in combination including, but not limited to, combustion gases, springs, pneumatic, electric, hydraulic, magnetic, etc. methods.

12. A split-chamber rotary engine improvement according to claim 9 comprising: an angle of the vane offset from the perpendicular to the tangent of the rotor to decrease or increase the vane to rotor housing pressure.

13. A split-chamber rotary engine improvement to claim 9 comprising: a curved or slanted or variously shaped vane that may be constructed to minimize the force required to seal the vane to the housing cavity.

14. A split-chamber rotary engine improvement according to claim 9 comprising: another inverted vane slide-ably mounted against the original vane forming an integrated vane assembly that will be placed inside a widened groove of the rotor.

15. A split-chamber rotary engine improvement comprising: a cam or a pair of fixed cams that will be ridden by the lower roller of the vane assembly as the rotor turns, moving the vane assemblies in and out of the rotor grooves as required by the housing cavity.

16. A split-chamber rotary engine improvement according to claim 15 wherein the lower inverted vane proximal to the rotor half chamber will rise only to the circumference of the rotor, so as to fill the pocket created to accommodate the roller and support of the top vane.

17. A split-chamber rotary engine improvement according to claim 15 wherein the cam will bear the force developed by the pressure of the combusted gases over the exposed surface of the inverted vane while the top vane, having these forces compensated, will require only minimal sealing force.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0046] FIG. 1 Is a perspective view of a split-chamber rotary engine showing the location of the variable pressure controller of this invention on said engine.

[0047] FIG. 2 front view of variable pressure controller facing the end of the compressor assembly.

[0048] FIG. 3 section AA; A section through the center of the variable pressure controller as shown in FIG. 2, identifying its main components.

[0049] FIG. 4 Shows a perspective view of the vane and the rotor, placed within the motor housing or block. The vane is partially retracted inside the corresponding rotor groove, while its tip maintains contact with the internal surface of the block and follows it's geometry.

[0050] FIG. 5 Is a frontal and a side view of the vane assembly.

[0051] FIG. 6 shows a cutaway section of the engine showing a stationary cam the respective positions of the vane assemblies.

[0052] FIG. 7 Is a collection of 4drawings identified as 3a, 3b, 3c and 3d, depicting the stages of the combustion process.

[0053] FIG. 8 shows multiple configurations of compressors and rotor cavities possible for the Lucas engine.

[0054] FIG. 9 shows a comparison between the Otto cycle and the Lucas cycle.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0055] Over the past one hundred years different mechanisms have been invented, mostly of the rotary type, without commercial success. All these inventions had the rotor perform the compression duty as well as the motor duty and follow the Otto or Diesel cycles.

[0056] This was done by mounting the rotor and its shaft eccentrically to the housing cavity so that a variable volume would be created in the space there between by the movement of the rotor.

[0057] Our engine is completely different from all these because the rotor and housing are concentric and it separates the compression and motor mechanisms.

[0058] Following is a simplified explanation of the engine, its basic operating principle and a discussion of its advantages.

[0059] FIG. 7 depicts a one compressor and one rotor half-chamber in a schematic view of the engine used to show the basic functions within, through a complete power cycle.

[0060] The compressor consists of a hollow piston contained within a cylinder which is divided into two parts, the compression chamber near the blind end and a pressure reservoir close to the housing. There are a series of orifices on the outside of the cylinder near the divisor that permit fresh air to get behind the piston. The blue arrows show the flow of air.

[0061] The small end of the hollow piston is positioned against the combustion chamber within the housing and its face is one of the movable walls. orifices situated close to the end of the small piston allow compressed air to flow into the combustion chamber when the piston assembly is at the nearest position relative to the rotor.

[0062] Other orifices situated behind the small piston permit the passage of air from the compression chamber into the pressure reservoir through the hollow shaft.

[0063] FIGS. 7-3a Shows the moment in which the rotor half-chamber coincides with the housing half-chamber. Immediately prior to this the fuel is injected into the combustion chamber by an injector (not shown) situated perpendicularly to the plan of the picture. At this moment, the spark plug ignites the air-fuel mixture.

[0064] FIGS. 7-3b The piston within the compressor module is driven towards the end of the cylinder by the force of the expanding combustion gases, compressing air within the distal chamber. Simultaneously, the rotor is driven in the opposite direction by reaction to the force developed on the piston, much as the recoil of a firearm.

[0065] FIGS. 7-3c The vane located within a groove in the rotor follows the cavity in the housing, creating an expanding volume where the energy of the gases from the rotor half-chamber is converted into rotational torque.

[0066] Meanwhile, the pressure at the far end of the cylinder reaches a value larger than that of the reservoir, and a spring loaded check valve allows compressed air to flow into the reservoir, completing the charge for the next cycle.

[0067] FIG. 7-d The two half-chambers now communicate via a peripheral recess and the semi-spent gases used to compress air in the compressor are allowed to fully expand behind the vane, producing more usable work.

[0068] As the pressure drops in the combustion chamber, the spring-loaded valve closes and the piston rebounds towards the combustion chamber. An outer sleeve of the piston acts as an admission valve, allowing fresh air to enter the compression chamber.

[0069] The principal characteristic of this engine is that it mechanically separates the compression phase of the cycle from the power phase, by splitting the combustion chamber. As result, the same explosion simultaneously powers the compressor and the rotor.

[0070] By eliminating the mechanical linkage between compressor and rotor, all of the inherent problems of the piston engine and most of those from the rotary engines are eliminated.

[0071] Note that FIG. 7 depicts the simplest configuration for easier understanding of the basic principle. Other configurations are shown in FIG. 8. Pay particular attention to the 23 configuration (two compressors, three rotor cavities) for this is the ideal engine for automobiles.

[0072] Another very important characteristic of the multiple compressor engines is that any number of compressors can be mechanically disabled and will not interfere nor absorb any power from the rotor. The air charge from the reservoir is not delivered to the respective combustion chamber, saving compressed air for when it is needed.

[0073] Conversely, the corresponding spark plug would be disabled as well. This allows the engine to be operated at the optimum fuel to air ratio to match power demands without wasted energy; P.E: the 23 configuration shown in Figure II below will operate with one, two, three and six explosions per revolution according to the power demand which is sensed and controlled automatically by the engine control system.

[0074] This power and torque variation closely approaches that of a standard automobile automatic transmission and in fact, eliminates the need for one. Eliminating the transmission does away with friction losses in the gear-train, reduces weight and consequently improves efficiency and mileage while reducing emissions. Lastly, it significantly reduces the cost of production. This is attractive to manufacturers and customers alike.

[0075] Yet another feature of this engine is that it has inherent variable compression ratio, a much desired and only recently implemented design into the most expensive piston engines. The variable compression ratio capability is said to greatly reduce emissions of pollutants, in particular those of nitrous oxide, while improving fuel economy.

FIG. 8 depicts various combinations of compressors and rotor chambers.

[0076] Single compressors are obviously cheaper to produce and should cover applications in light portable equipment such as hand-held blowers, trimmers (12), chain saws, push mowers, etc. (13).

[0077] Multiple compressor engines are required for higher power demands, like motorcycles, outboard motors, automobiles (23), light and heavy duty buses and trucks, helicopters and small airplanes (34).

[0078] Other configurations are possible, using a larger number of compressors and rotor cavities, P.E. 45 and 47 for applications requiring very large power at relatively low rpm, such as tractors and earth moving machinery, military vehicles, maritime propulsion and large electric power generators.

[0079] Besides economical construction, the optimal design shall take into consideration available space, torque requirements, control-ability and weight limitations.

[0080] Notice that the light weight of this engine and the large torque produced by the multiple compressor configurations makes it ideal for aircraft applicationshigh power-to-weight ratio.

[0081] Free-wheeling capability is ideal for auto-gyro type aircraft.

[0082] In the preferred embodiment, the device of this invention, as seen in FIG. 1, will be mounted on the distal end of each compressor 2 that flank the motor assembly 1. Proceeding to FIG. 2, a front view of the invented mechanism, shows the stepping motor 6 having a timing pulley 7 mounted on its shaft.

[0083] The stepping motor 6 will rotate the pulley 7 back or forward, puling or pushing the timing belt 12 that in turn rotates the larger timing pulley 8, as seen in FIG. 3. Affixed to the larger pulley 8 by a roll pin 25 is a threaded ring 9 that is coupled to a threaded sleeve 10 that in turn mounts over a cylindrical rod 5.

[0084] Anti-friction thrust bearings 14 and 15 are mounted at the distal end of the sleeve 10 and on near side of pulley 8, by means of a retaining ring 23. As seen in FIG. 2 the rod 5 is prevented

[0085] from rotating by a tab 16 affixed to the housing 13 by screws 17, said tab 16 having a protrusion that lays on a longitudinal groove of the rod 5. The rod 5 is otherwise free to move linearly through the end-cap 2a (FIG. 3) of the compressor assembly 2 and the housing 13 in response to the pulses of motor 6.

[0086] The housing 13 is affixed to the end-cap 2a by a set of screws 19. A stationary ring 24 provides sealing between the compressor chamber 26 and the atmosphere. A strong spring 20 located between the end-cap 2a and the back of the cup from rod 5 maintains the this rod at the desired position when piston 3 is away.

[0087] Thus, the cupped end of the rod 5 approaches or distances itself from the moving piston 3 and upon contact with it, will occlude the opening there situated for the outlet valve 4 to communicates with the reservoir 27. It is by its adjustable position within the compression chamber 26 that this mechanism controls the pressure delivered to the accumulator 27.

[0088] In the preferred embodiment, an air intake valve 11 is incorporated in the center of the now hollow rod 5. Said valve 11 is of the classic tulip type, with its enlarged head recessed inside the cup of rod 5. There are a set of two perforated guides 18 (FIGS. 2 & 3), one stationary in reference to the rod 5 and another moveable, retained to the valve stem, at the distal end by a ring 22.

[0089] The perforated guides 18 allow the passage of air through to the compression chamber 26. A weak spring 21 mounted between the two guides 18 closes the valve 11 when the pressure inside the compression chamber 26 is near the atmosphere.

[0090] It should be obvious to those familiar with the art that the movement of the rod 5 can be controlled by a variety of mechanisms and standard components, such as linear motors, power screws, spring loaded cams and levers, hydraulic and pneumatic cylinders, etc.

[0091] In yet another embodiment, an improved vane design as shown in pictures 4, 5 and 6 addresses the problems created by excessive forces at the vane tip that may cause the loss of sealing.

[0092] On FIG. 4 vane 28 is mounted inside groove 31 of the rotor 29. It is adjacent to half-chamber 30 of the rotor 29. There is a pocket 32 in the groove 31 that is provided to accommodate the retracted head of the vane 28. Moving to FIG. 5, the preferred embodiment, a vane assembly 39 consists of two components, identified as top vane 34 and an inverted vane 36. The top vane 34 has a transverse roller 33 mounted on top of it and a recess 35 that is approximately equal to the distance from the edge of the vane to the center of the roller 33. The recess provides for pressure compensation at the tip of the valve. The inverted vane 36 has a roller 37 mounted on its lower extremity.

Now on FIG. 6 we see the fixed cam or cams 38 that control the movement of the vane assemblies 39 as they follow the contour of the cavity of the housing 40.