Non-applicable
Non-applicable
1. Field of the Invention
This invention pertains to improvements to the Extreme Efficiency Rotary Engine, reference: patent application Ser. No. 12/002,238, filed Dec. 13, 2007.
2. Prior Art
I found no prior art, technical write-ups, or news releases pertaining to this unique rotary engine configuration, nor have I had any discussions with anyone concerning this design.
3. Objects and Advantages
The objects and advantages over prior rotary engine art and over the “Extreme Efficiency Rotary Engine” patent application Ser. No. 12/002,238, filed Dec. 13, 2007, together with said patent's original advantages that remain effective are listed below.
Original Invention Features Retained:
(a) this design has almost no friction so it can coast farther;
(b) this design does not need a cooling system
(c) this design does not use “crank-case” oil;
(d) this engine will not be damaged by airborne ashes, sand, dirt, or other small particles;
(e) this engine will not need an exhaust pipe or muffler or anti-smog converter;
Improved Invention Features
(a) improved engine efficiency by means of a higher pressure, adjustable super charger.
(b) the number of engine moving parts has been reduced to one rotating assembly.
(c) the reduction of moving parts further reduces engine size, weight, cost to produce, and lowers costs to repair.
(d) operating reliability is improved.
Original Invention Features Removed:
(a) the combustion gases exhaust fan is not used because power calculations indicate that an exhaust fan does not improve efficiency enough to be cost effective.
(b) the “momentum rings” have been removed because the contribution to the system is offset by the extra weight, cost, and extra engine power needed to use it.
(c) the combustor has been removed; combustion now takes place in front of the power cog within the exhaust channel.
This “improved Extreme Efficiency Rotary Engine” design retains many valuable features of the original patent design while adding significant improvements. Two features of the original design have been removed. The improvements when added will increase the overall benefits to society substantially of this new configuration rotary engine. Specifically, the benefits of greatly reduced oil usage and the corresponding reduced emission of carbon dioxide into our air will be of immense value to society.
In the drawings:
One page of reference numerals with part names is provided.
The engine has two parts. The rotating assembly will be described first and is shown in
To produce power the rotating assembly sections integrate with non-moving parts located in the rest of the engine, as shown in
The “rotating assembly” reference numeral 10 contains a “shaft,” reference numeral 12, an “exhaust channel,” reference numeral 14, a “power cog,” reference numeral 20, an “exhaust gas outlet,” reference numeral 18, and “air opening No. 2,” reference numeral 16. The “exhaust channel” reference numeral 14 extends almost 360 degrees around the “rotating assembly” reference numeral 10 and emerges at the “exhaust gas outlet” reference numeral 18 which is a large opening in the side of the “exhaust channel” reference numeral 14. The “exhaust gas outlet” reference numeral 18 is located just behind the “power cog” reference numeral 20. From this point, the exhaust gas leaves the rotor and exits the engine through the “exhaust exit port” reference numeral 50.
The last item in the “rotating assembly” reference numeral 10 is “air opening No. 2” reference numeral 16. “air opening No. 2” reference numeral 16 rotates but the matching “air opening No. 1” reference numeral 28 does not. The leading edge of “air opening No. 2” reference numeral 16 must coincide with the flat face of the “power cog” reference numeral 20 so that compressed air can start building up immediately.
The “rotating assembly” reference numeral 10 is included in
In
The “power cog,” reference numeral 20, which has a flat face on the power generating side, generates force when pressure is applied. The larger the cog's surface area, the more force is generated. The distance between the center of the surface area and the center of the shaft determines the length of the torque arm.
The “power cog” reference numeral 20 closes off the “exhaust channel” reference numeral 14 which is an enclosed tunnel that goes around the “rotating assembly” reference numeral 10 to the rear of the “power cog” reference numeral 20 where it exits through the side of the “exhaust channel” reference numeral 14 into a space inside the engine. The exhaust gases then exit through the “exhaust exit ports” reference numeral 50.
Whenever “air opening No. 1” reference numeral 28 in the outer band matches “air opening No. 2” reference numeral 16, compressed air is able to enter the “exhaust channel” reference numeral 14 directly in front of the “power cog” reference numeral 20. “Air opening No. 1” reference numeral 28 then allows mountings for the “fuel injector” reference numeral 34 and the “two spark plugs” reference numerals 36 and 38 in the proper sequence. To burn natural gas, propane, or liquefied natural gas, simply remove the “fuel injector” reference numeral 34 and connect the “high pressure natural gas conduit” reference numeral 60 to that same opening at the appropriate pressure.
To minimize pressure losses around “air opening No. 1” reference numeral 38, a tolerance of about 0.004 inches is designed in between the “outer band” reference numeral 26 and the “exhaust channel” reference numeral 14.
The “convolver” reference numeral 30, which makes the pool of incoming compressed air more uniform, fits into “air opening No. 1” reference numeral 28 underneath the “air inlet cover” reference numeral 32.
An “adjustable pressure regulator” is reference numeral 40. When higher pressure is available, more power is available from the engine. An adjustment to the compression is equivalent to using a supercharger on a car engine with the exception that adjustable super chargers are not available. This feature will facilitate operating the engine at a desired revolutions-per-minute setting.
The following procedure can be used to calculate horsepower of my engine. The calculation uses a series of stages and computes the horsepower at each stage.
Length of travel inside the “exhaust channel” reference numeral 14 is called stage travel. The length of travel in stage 1 is the length of the exhaust channel used. This creates one rpm which is multiplied by the “power cog” refer area. This result is then multiplied by the pressure; times the torque arm length. This then yields the work done in inch pounds for one revolution, which in turn translates into horsepower.
In stage 2 and remaining stages, the exhaust channel travel is double the preceding stage travel; times an air viscosity factor. Air viscosity versus temperature data can be found in the Handbook of Chemistry and Physics. In stage 2, multiply stage 1 travel by 2 times the viscosity ratio; times power cog area; times ½ (one-half) the preceding pressure; times the torque arm length. This calculation then yields a second amount of work done. Continue calculating work done during each stage until the stage travel distance equals the total length of the “exhaust channel.” The result may not come out exactly even; an adjustment to the work done may be needed.
To obtain horsepower per revolution, add the inch pounds of work done in all applicable stages. Divide this total by 396000 to get horsepower generated per revolution.
A major advantage of my engine is due to the fact that it has very little friction. By contrast, about 12 percent of conventional engine's output power is lost due to internal friction.
Another major advantage is that air pressure used for combustion can be controlled by the driver. This is comparable to having a controllable supercharger, but controllable superchargers are not made.
The preferred model, just described has many more applications than in the automotive industry. These applications will need only dimensional adaptations to provide efficient power to vehicles on land such as: trucks, buses, RV's, military vehicles, construction equipment, stationary pumps, and farm equipment, etc.
On the sea this engine would be highly desirable because it would be immune to sea water corrosion. In the air this engine, because of its lighter weight, fuel economy and better reliability would provide better power for propeller installed aircraft.
Inventor(s): Robert J. Reid Invention: Improved Extreme Efficiency Rotary Engine
One must conclude that the societal value of reduced crude oil consumption, reduced greenhouse gas emissions, elimination of smog, and the reduction in costs of equipment powered by this extremely efficient rotary engine are the “heavyweights.” The worth of these social benefits ultimately is beyond calculation. The world needs this invention!
This application claims the benefit of patent application Ser. No. 12/002,238, filed Dec. 13, 2007, entitled “Extreme Efficiency Rotary Engine” by the present inventor.