Patent Grant
7841082
This invention relates to improved non-eccentric devices such as pumps, compressors, and especially engines.
Engines provide a generally effective method of converting chemical energy into mechanical energy; they may turn fossil fuels into power that can drive the wheels of an automobile or the propeller of a boat. There are two general types of engines: piston engines and turbine engines. Piston engines are very common and have been adapted to numerous tasks. They provide relatively high amounts of torque or drive power, while being of a medium weight. Piston engines have numerous drawbacks including having many moving parts, having poor fuel efficiency, and being the root cause of significant amounts of pollution, while also being costly to assemble. Piston engines utilize a to-and-fro motion of the piston to generate torque. Consequently, piston engines are termed eccentric. Their eccentric nature is the cause of many of their inefficiencies.
Turbine engines are also common, particularly in aircraft. Known turbine engines operate by forcing a fluid (gas or liquid) through the engine, thus turning the fan-blades of the turbine. Known turbines may be characterized as momentum turbines because they operate by transferring the momentum of the fluid to the fan blades of the turbine. The hallmark of a momentum turbine is that if the rotation of the fan blades is prevented, the flowing fluid will continue to flow through the engine around the fan blades. Essentially no back pressure is created through the engine.
Known turbine engines have desirably high power to weight ratios, but have poor fuel efficiency, are difficult to cool and have short operational life spans given the extreme operating conditions. Also, turbine engines are generally unsuitable for use in ground vehicles because of the complex transmission required to translate the high speed of the turbine into the low speed of the vehicle wheels. Because turbine engines utilize pure rotary motion of the fan blades to generate torque, turbine engines are termed non-eccentric engines.
A Wankel engine combines some of the advantages of piston engines and turbine engines but sacrifices fuel efficiency and torque, which are both quite poor. Wankel engines use a single rotor and an eccentric shaft that wobbles the rotor.
Known compressors/pumps include gear pumps and lobe pumps. Although they utilize rotors and rotary motion, these types of compressors/pumps have several drawbacks. Effectively, gear/lobe pumps accomplish pumping by drawing fluid from one reservoir and transporting it to another reservoir. They may be characterized as one-way transporting valves. At no point do the rotors cooperate to compress or pump the fluid. In addition, they are inefficient and have relatively poor rates of pumping/compression. Also, gear and lobe pumps cannot be adapted for use as an engine. An example of a non-eccentric pump is in development by Star Rotor Corporation (College Station, Tex.).
Although non-eccentric, rotary engines may be known, such engines require extra seals in addition to the rotors to provide effective compression of the air/fuel mixture before combustion and effective transference of power from the combustion products. To achieve effective compression through the use of only the rotors, the rotors need to be constructed to tolerances on the order of a few ten-thousandths of an inch. Known techniques for designing the rotors (e.g. scribing as found in U.S. Pat. No. 2,920,610) cannot provide the necessary tolerances. Indeed, to this point tolerances of a few hundredths of an inch were all that was possible. Such tolerances will not provide sealing between the rotors. Moreover, rotors constructed to tolerances of a few hundredths of an inch have a high risk of being misshapen to a degree that the rotor will collide with each other during rotation, which is unacceptable.
The inventor provides a method for designing and constructing rotors having the necessary tolerance to provide sealing, but avoiding collision of the rotors during rotation.
The present invention is an apparatus that includes a chamber rotor with a chamber and an extension rotor with an extension. The rotors are housed in a rotor case. A pressure cavity is at least transiently formed by the extension rotor and the chamber rotor. The present invention also includes a compressor that includes a chamber rotor with a chamber and an extension rotor with an extension where the extension is adapted to be received in the chamber when the rotors are synchronously rotated. The compressor also includes a power input shaft attached to the extension rotor and a gear assembly attached to the rotors that is adapted to insure the synchronous rotation of the rotors. A rotor case houses the rotors and has an intake port and an exhaust port. The present invention also includes an engine that is similar to the compressor and includes a spark plug. Methods of compressing, pumping and generating electricity and mechanical power are also part of the present invention.
Furthermore, methods of constructing the rotors are included in the invention. Such methods include machining rotor blanks according a set of formulas that describe the extension walls of the extension rotor and describe the chamber wall of the chamber rotor. In addition, the invention includes engines, compressors and pumps with rotors made according to the disclosed methods.
In the drawings:
The present invention is a non-eccentric, internal combustion engine that can be used in place of traditional engines including piston engines, turbine engines, and Wankel engines. Furthermore, the present invention is also a high efficiency compressor that may be used in place of traditional compressors. The present invention may also be used as a pump for vapor, liquid or both.
As seen in cross-section in
The second rotor 14 includes at least one chamber 22, and is termed the chamber rotor. The chamber 22 is generally an indentation into the edge of the rotor that is adapted to accept the extension. Like the extensions, the chambers are positioned on the circumference of the rotor is selected so that the rotor is balanced to provide pure rotary motion. Typically, the number of chambers will be equal to the number extensions, although this is not necessarily the case because the rotors may be sized so that a two-extension rotor could be used with a one-chamber rotor or so that a three-extension rotor could be used with a two-chamber rotor. Thus, the relative number of extensions and chambers is not critical so long as the rotors may be synchronously rotated and the extension(s) does not substantially interfere with the rotor rotation when the rotors are placed adjacent to each other.
The rotors each have a base radius 24, 26 that defines the size of the rotor. The distance between the respective axes of rotation 16, 18 is about the sum of the base radii. The extension rotor 12 has an extension radius 28 that defines the distance from the axis of rotation 16 to the extension apex 29. The length of the extension is the difference between the base radius 24 and the extension radius 28. Likewise, the chamber rotor 14 has a chamber radius 30 that defines the distance to the chamber nadir 31 from the axis of rotation 18. The depth of the chamber is the difference between the base radius 26 and the chamber radius 30. The extension length and chamber depth may be equal in the compressor and pump aspects. In the engine aspect, this is not necessarily so. While typically circular in shape, rotor shape is not so limited and may have any shape, including shapes that are not regular polygons.
The shape of the extension and the chamber are complementary to each other such that during rotation of the rotors, the extension sweeps through the chamber without catching on the chamber rotor or otherwise interfering with the rotation of the rotors. The extension may range in shape from an arc without discontinuities to a pair of arcs that meet at a discontinuity to a pair of arcs separated by an intermediate surface. Other shapes may also be suitable such as fins or vanes. An extension with a single discontinuity is preferred for the compressor aspect, while an extension with an intermediate surface is preferred for the engine aspect. The motion of the extension apex generally defines the shape of the chamber.
A gear assembly and/or shaft assembly (shown in
In addition, the present invention includes a rotor case 32 that houses the rotors and generally seals the rotors from ambient conditions. The rotor case typically includes several pieces to ease construction and assembly of the present invention, although this is not necessarily the case. The rotor case includes at least one interior cut-out in which the rotors reside. The cut-out defines one lobe for each rotor and is sized according to the particular rotor located in that lobe. For example, as seen in
The rotor case may include one or more intake and/or exhaust ports 40, 42, to facilitate operation of the system. The ports preferably have a flow path that is perpendicular or parallel to the axis of rotation of the rotors, although this is not necessarily the case.
The components of the present invention may be made out of any suitable material including metals, plastics, ceramics, composites, and combinations thereof. Preferred materials are light weight, yet have the strength to withstand the operating conditions, i.e., pressure and temperature, of the present invention. Preferred materials are not brittle. Preferred metals include aluminum and/or steel, although other alloys are also suitable. Suitable plastics include those known to be useful in components of piston or turbine engines. Although typically made of a unitary construction, the components may have any suitable construction such as multiple layers bonded together or shells over a ballast. Indeed, for metal components any suitable construction method may be used including molding, with machining being preferred. Likewise plastic components may be made by any suitable method including injection molding and machining
A ceramic implementation may be particularly suitable as it would help eliminate changes in the sizes of the components due to temperature changes e.g. thermal expansion. Ceramic refers to any material that has strength at high temperatures and a low coefficient of thermal expansion. For example, silicon nitride has a coefficient of thermal expansion (CTE) of about 2×10−6 in./in/F.°, while silicon carbide has a CTE of about 6×10−6 in./in./° F. in the range of 2200 to 2875° F. Boron carbid has a lower coefficient of thermal expansion of about 4×10−6 in./in./° F. The use of strong, low coefficient of expansion ceramic materials eliminates the need for contact seals at high temperatures. In addition, low coefficient of expansion ceramic materials can be implemented to prevent any possibility of mechanical interference at high temperature. A ceramic non-eccentric device would not require metal bearings. In one implementation, the ceramic non-eccentric device could use a vapor deposition of aluminum oxide on the shafts and on the case openings for the shafts. These special surfaces would be the bearings. Combustion pressures and temperatures in the non-eccentric engine can be controlled to eliminate undue stresses on the ceramic components.
One embodiment of the compressor aspect of the present invention is shown in cross-section in
The compressor of the present embodiment may be divided into two halves where both have identical operation. Each half includes one chamber rotor, one intake port and one exhaust port, while the extension rotor is shared between the halves. Consequently, only the operation of one half of the compressor needs to be discussed in detail. As seen in
To achieve maximal compression, the rotors, extensions, chambers and rotor case are sized and shaped so that seals are created wherever moving components contact or where a moving component contacts a stationary component. For example, the extension sealingly slides along the rotor case and the chamber wall during rotation of the rotors, while the extension rotor seals against the chamber rotor. Alternately, the rotors and rotor case need not be in contact with each other to provide for adequate sealing. Furthermore, the rotor case may include components that help seal the rotors from the ambient conditions.
A variety of valves and reservoirs may be used to increase the efficiency of the compressor. For example, a one-way valve located beyond the exhaust port may help prevent backflow. Furthermore, reservoirs may be used to as source of gas to be compressed or as storage for compressed gas.
In addition to gases, this device may operate on other fluids. For example, this device may pump liquids or gas/liquid mixtures. The location of the intake port may be adjusted to minimize the compression of the liquid while maximizing the volume of liquid being pumped. For example, the intake port may be moved closer to the exhaust port in the rotor case.
In an alternate mode of operation, the compressor device may be operated as an expander to efficiently produce heat, electricity and mechanical energy. Introducing high pressure gas into the chamber will push on the extension, thus driving the extension rotor to rotate. This produces mechanical energy which can be used through a gear linkage to accomplish work or be converted heat. The use of the Rankin cycle provides another operational mode for the present invention. In essence, the operation of the compressor described above with respect to
In another embodiment of the pump aspect of the present invention, the non-eccentric device operates as a vacuum pump. In this embodiment, two chamber rotors, one extension rotor and a rotor case are used with a synchronizing gear or mechanism. Each chamber rotor has three chambers, and the extension rotor has three extensions. In operation as a vacuum pump, as the first extension leaves the chamber, it passes by an intake port. The continuous movement of the first extension forms a vacuum between the chamber rotor, the extension rotor, and the case. This draws gases in through the intake port. The extension moves within the case approximately 120 degrees where there is an exhaust port. The gases drawn in behind the first extension are trapped by a second extension as the second extension leaves a chamber. The front side of the second extension forces the previously drawn in gases out of the exhaust port. The first extension moves through the chamber of the second chamber rotor and past a second intake port and the process is repeated.
Carbon or other types of seals maybe used to improve vacuum draw down. The seals ride in the apex of the extensions, the sides of the extension, and between the case and the extension and chamber discs (these are circular and ride on the disc faces).
One embodiment of the engine aspect of the present invention is shown in
Placement of the ignition source (e.g. spark plug, glow plug, or the like) depends on the type of fuel to be utilized. For example, when using gasoline or other slow burning fuels, the spark plug may be placed between about 20 degrees before TDC and about 20 degrees after TDC (i.e. when the extension is fully within the chamber). For faster burning fuels, such as diesel, alcohols or in detonation combustion situations, the glow or spark plug may be placed between about 10 degrees and 2 degrees before TDC and more preferably between about 6 degrees and about 4 degrees before TDC.
In the engine, like the compressor, it is preferable that the rotors are sized and shaped so that seals are created wherever the rotors are close to each other, as discussed below. Furthermore, the extension sealingly slides along the rotor case during rotation of the rotors. Alternately, the rotors and rotor case need not be in contact with each other to provide for adequate sealing for operation. Moreover, seals, as discussed above, may also be utilized, but are not preferred.
A close up of the extension and chamber rotors is shown in
The engine of the present invention is designed to achieve a desired compression ratio. While any desired compression ratio may be used, preferably the compression ratio is in the range of about 20:1 to about 30:1. While the exact compression ratio is not critical, as will be seen an iterative process may be used to obtain an engine with the desired compression ratio. The compression ratio is the displacement of the extension divided by the volume of the chamber when the extension is TDC. The displacement of the extension is extension height multiplied by the rotor thickness multiplied by the sweep of the extension. The sweep of the extension is a portion of the circle swept by the extension during compression and is typically one divided by the number of extensions on the extension rotor, e.g. ⅓ for an extension rotor with three extensions.
Having selected the desired compression ratio and calculated the displacement by selecting the extension height, the volume of the chamber when the extension is TDC can also be calculated. With these general parameters in hand, the shape of the extension and chamber can be determined.
Several design considerations go into determining the shape of the extension and the chamber. First, the extension and chamber rotors must not collide with each other during rotation. Collisions may cause damage to the rotors, thus creating burrs or other debris in the engine or otherwise compromising the sealing of the rotors against one another. Particular areas of concern are the chamber corners, the chamber nadir, the extension corners and the extension apex.
Second, the extension and chamber rotors need to maintain compression during rotation. Maintaining compression means that the rotors seal against one another by preventing the majority of the combustion gases from escaping. Preferably, “seal against one another” means that there is less than about 1/1000th of an inch between the extension and the chamber, between the chamber rotor and rotor case, or between the extension and the rotor case. More preferably, “seal against one another” means that there is less than about 5/10,000th of an inch between the extension and the chamber, between the chamber rotor and rotor case, or between the extension and the rotor case. Most preferably, “seal against one another” means that this is less than about 2/10,000th of an inch between the extension and the chamber, between the chamber rotor and rotor case, or between the extension and the rotor case. Given the amount of pressure present in a combustion engine, it is very difficult to seal at a point or line. Rather it would be preferably to have the extension wall and the chamber wall seal at an area. For example, when the extension wall and the chamber wall come the closest to touching (e.g. less than about 1/1000th of an inch), an area of the extension wall seals against an area of the chamber wall. The over arching consideration is that the rotors, chambers and extensions need to be close enough to each other to seal but not too close that they collide with a level of precision that less than about 1/1000th of an inch. This level of precision is preferably found in engines, compressors and pumps according to the present invention.
The third consideration is that, unlike the compressor, the engine requires a slightly different gas flow pattern. In order to provide power to the extension rotor, the combustion gasses need to push on the extension. To accomplish this, the combustion gasses need to be able to travel to back side of the extension. In one embodiment, the combustion gases travel around the end of the extension when the extension is in the chamber, e.g. when the extension is TDC (or close thereto) of the chamber. To facilitate this gas flow pattern, the extensions may be sized and shaped so that there is a gap between the extension wall and the chamber wall when the extension is TDC or slightly before or after TDC (e.g. ±5°). This may be accomplished by providing a slightly shortened extension or by providing a plateau extension where the extension apex has been loped off or otherwise flattened. Alternately, this may be accomplished by a providing a chamber with a slightly deeper nadir or by providing a chamber wall where the shape has been adjusted to assure that the extension apex does not seal against the chamber wall when then extension rotor is about ±20° from TDC. The requirement of the shortened extension at about TDC combined with the sealing at other points during the rotation create a set of competing design criteria that have not been previously been satisfied.
All of these considerations show that the size and shape of the extension and of the chamber are dependent on each other. Either may be designed first, but it is preferred to design the extension first and then design the chamber second because as discussed above the extension height is selected in conjunction with the compression ratio of the engine. The method of designing the extension including calculating a series of coordinates (e.g. Cartesian or polar) that form curves that delineates the extension walls. The shape of the chamber is then calculated using some or all of the coordinates from the calculation of the extension shape. The calculated coordinates (or curves) may be fed to a computer control machining device (e.g. a milling machine) to remove material (e.g. metal or ceramic) from a rotor blank to create the extension rotor or the chamber rotor. As discussed below, the calculated coordinates may be modified to help achieve one or more of the considerations discussed above (e.g. to help achieve sealing or prevent collisions).
To calculate coordinates that delineate the extension walls, several starting parameters are needed. Besides the extension rotor radius and the chamber rotor radius, a parameter, Theta—1, is used. The extension height selected during the compression ratio calculation determines Theta—1; Theta—1, when doubled, expresses, in radians, the width of the extension along the circumference of the extension rotor.
In the alternative, the value of Theta—1 may also be used to determine the extension height of the extension apex. Any value of Theta—1 may be used as a starting value. The curve that delineates the extension wall is calculated in two steps; first one curve is calculated, and second the other curve is calculated corresponding to either side of the extension. For convenience, the curves are arbitrarily called the left side and the right side of the extension. Compared to a starting value of Theta—1, using a larger Theta—1 will result in an extension that is wider and taller. Conversely, using a smaller Theta—1 will result in an extension that is narrower on the rotor and shorter. Thus, the extension height can be modified by iteratively adjusting the starting value of Theta—1 in order to obtain the desired extension height. Since the extension height determines the compression ratio of the engine, Theta—1 is proportional to the compression ratio of the engine. Reducing Theta—1 will reduce the compression ratio. Conversely, increasing Theta—1 will increase the compression ratio.
To calculate the left side curve of the extension, the following equations are used:
X=[A+C] Cos(Theta−Theta—1)−[C] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta−Theta—1)−[C] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, C=extension rotor radius and Theta is a value in radians.
Using a starting value of Theta=0, the calculation is carried out by incrementing Theta (e.g. 0.001 rad, 0.01, rad, 0.1 rad, 0.25 rad, 0.5 rad, etc.) in a positive manner until X^2+Y^2=(A+B)^2, where B is the extension height as selected in the compression ratio calculation. At this point the extension height and the chamber depth are the same because the chamber cannot be smaller than the extension. Positive incrementing of Theta will give the curve for the left side of the extension wall; Line 904 in
The calculation of the right side curve of the extension uses the following equations:
X=[A+C] Cos(Theta+Theta—1)−[C] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta+Theta—1)−[C] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, C=extension rotor radius and Theta is a value in radians.
Again starting with Theta=0, this time Theta is incremented in a negative manner until X^2+Y^2=(A+B)^2. Negative incrementing of Theta will give the curve for the right side of the extension wall; Line 906 in
Where the left side and the right curves meet is the extension apex.
In an alternate method, the compression ratio may also be manipulated by reducing the height of the extension, while maintaining the extension width the same and maintaining the chamber nadir the same. In another alternate method, by reducing the height of the extension while maintaining its width, the depth of the chamber nadir may be decreased, thus leading to an increase in the compression ratio of the engine.
As discussed above, the depth of the chamber is dependent on the height of the extension, as the chamber depth cannot be less than the extension height. There would be collision otherwise. The extension height is used in the calculation of the curve for the chamber wall as discussed below.
To calculate the coordinates that delineate the chamber wall, several starting parameters are needed, namely the chamber rotor radius and the chamber depth/extension height calculated above. To reiterate, the chamber depth is equal to or greater than the extension height calculated above, thus guaranteeing that the extension (before apex removal) will fit within the chamber when the extension is TDC. The curve of the chamber wall is calculated using the following equations:
X=[A+C] Cos(Theta)−[C+B] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta)−[C+B] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, B=chamber depth, C=extension rotor radius, and Theta is a value in radians.
Similar to above the starting value of Theta is 0 and Theta is incremented in a positive and a negative manner until X^2+Y^2=(A−B)^2. Positive and negative incrementing of Theta will give a smooth curve for chamber wall; Line 912 in
Through this set of calculations, several of the design considerations discussed above are met. Namely, the extension rotor and the chamber rotor will not collide during rotation, while maintaining the compression built during rotation. Further, the curves of the extension wall and the chamber wall calculated as above result in sealing between the extension and the chamber.
In a preferred embodiment, the extension apex is removed to create a plateau, thus shortening the height of the extension. The amount of the extension that is removed is selected to insure adequate movement of the combustion gases from the front side of the extension to the back side of the extension. The amount of the extension removed may be expressed in a percentage of the of the extension height. For example, about 0.1%, about 0.5%, about 1.0%, about 5.0%, about 10%, about 20% of the extension height may be removed to create the plateau. An extension 20 with a plateau is shown in
To further insure that sealing occurs and collisions do not occur, various corners may be rounded off with a radius to remove sharp changes in direction. For example, as seen in
When a cutting apparatus with any effective diameter is used (e.g. a rotary milling tool), that diameter must taken into account when shaping the extension and chamber. If such diameters are not considered, the extension will be too small and the chamber too big. The calculation for the toolpath is the same as the calculation of the coordinates that delineate the extension walls and chamber wall with an additional component for the radius of the cutting apparatus. Thus, the curve for the toolpath for the left side of the extension is:
X=[A+C] Cos(Theta−Theta—1)−[C−D] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta−Theta—1)−[C−D] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, C=extension rotor radius, D=cutting apparatus radius and Theta is a value in radians. The curve for the toolpath for the right side of the extension is:
X=[A+C] Cos(Theta+Theta—1)−[C−D] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta+Theta—1)−[C−D] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, C=extension rotor radius, D=cutting apparatus radius and Theta is a value in radians. The curve for the toolpath for the chamber is:
X=[A+C] Cos(Theta)−[C+B−D] Cos(([A+C]/[C])Theta),
and
Y=[A+C] Sin(Theta)−[C+B−D] Sin(([A+C]/[C])Theta),
where A=chamber rotor radius, B=chamber depth, C=extension rotor radius, D=cutting apparatus radius and Theta is a value in radians.
The calculations are carried out as above with regard to the calculations for the extension walls and chamber walls.
With reference to
In a second embodiment of the engine aspect of the present invention, a single power rotor may be associated with more than two chamber rotors. As seen in
As discussed in more detail below, the engine 500 may also include a pressurization ring 520 to evenly distribute pressurized intake gases around the rotor case 506. Other structures in the engine may be used to deliver the pressurized intake gases. The intake gases may be pressurized by any suitable device such as a supercharger, a turbocharger, a root blower and/or the compressor aspect of the present invention.
The operation of this embodiment is similar to the first embodiment of the engine aspect, but with some significant differences. As with the first embodiment, this engine has the same six zones. Rather then being spread across the entire perimeter of the power rotor, in the present embodiment, the six zones are roughly spread across only a third of the perimeter of the power rotor. This effectively increases the power density of the engine by replacing three power rotors, three combustion rotors and three valve rotors with one power rotor and three combustion rotors.
In place of the isolation rotor, pressurized intake gases are used to keep the intake gases separate from the exhaust gases. The pressurized intake gases effectively create barrier between each operational zone (roughly located where dotted line 508 is located). The pressurized barrier prevents exhaust gases from mixing with the intake gases, eliminating the need for the isolation rotor. The pressurized gases also turbo charge the engine.
Pressurized intake gases (shown as chevrons) are introduced at the intake ports 510. The curved intake ports direct the intake gases in the direction of rotation of the power rotor 502 (shown by arrow 522), thus creating the barrier between the intake and exhaust gases.
As in the other embodiments and aspects of this invention, the extension 516 compresses the intake gases as it sweeps them from the cavity 524 into the chamber 526 of the combustion rotor 504. Just before the power rotor 502 reaches TDC, the spark plug 514 ignites the intake gases. The combustion gases push the extension 516, transferring power to the shaft 518. The exhaust gases (shown by crosses) are vented out the exhaust port 512. As mentioned above, the pressurized barrier of intake gases prevents the exhaust gases from mixing with the intake gases.
The spark plugs may be fired in sequence, but preferably the spark plugs are fired simultaneously, effectively tripling the power produced by the engine. Indeed, an additional power multiplier could be obtained through the use of additional extensions on the power rotor in combination with additional combustion rotors.
Also contemplated is combinatorial use of the pump, compressor and engine aspects of this invention. For example, several compressors may be serially connected such that the exhaust port of one is connected to intake port of the next, thus allowing gases to be compressed several times over. Also, several pumps acting on liquids can be serially connected to effectively act as “repeaters” to maintain a liquid flowing at a particular speed or under a particular pressure over a distance. Also, compressors could be used in parallel to greatly increase the rate at which compression/pumping could be accomplished. Likewise, several engines could be used in combination to generate a power for a single transmission, vehicle and/or machine. Furthermore, engines and compressors/pumps could be used in combination. For example, the power output shaft of the engine could be used to drive the power input shaft of the compressor. Also, the compressor could provide compressed intake gases to the engine or a pump could provide coolant fluid for the engine.
In another aspect, a heat exchange system is incorporated into or on to the engine. For example, the seal abutting the rotor face (if used) may have a heat exchange fluid pumped through it to transfer heat from the interior of the rotor case to a remote location where the heat is dissipated. More over, one or more thermoelectric devices may be used to dissipate heat from the rotors or rotor cases by placing the cool against the heat producing device or by generating electricity from the heat produced on the engine. In another embodiment, a fluid (e.g. oil, water, antifreeze, etc.) is pumped into the rotors near the shaft and allowed to circulate through the rotor and exit the rotor near it edge to dissipate heat from the rotor.
The present invention differs from known compressors and pumps in its operation. As discussed above, the rotors utilized in the present invention work together, i.e., they cooperate, to compress or to pump the fluid. Other components may also be part of the cooperative compression or pumping process, but unlike other devices, the rotors, at some point in their rotation, cooperate with each other to compress or pump the fluid being acted upon.
The present invention differs from known engines in several significant ways. Most importantly, the present engine is a pure non-eccentric engine, which significantly distinguishes it from a majority of known engines including piston and Wankel engines. As for turbine engines, which are also purely non-eccentric, the present invention is not a momentum turbine engine, but rather may be characterized as a pressure turbine engine. As discussed above, in known turbine engines, when the fan blades are prevented from rotating, the fluid merely continues to flow through the engine and no backpressure is created. In the present invention, if the power rotor is prevented from rotating, the intake gases cannot continue to flow through the engine and around the power rotor. This causes the intake gases to stack up and create backpressure. Hence, the characterization of the present engine as a pressure turbine engine as opposed to a momentum turbine engine. Likewise, the compressor of the present invention is also a pressure turbine device.
Given the significant differences between the present invention and known engines, easy comparison is not possible. A comparison among different engine types (turbine versus piston) is difficult because most engines are usually only compared within an engine type, i.e., one piston engine is compared to another piston engine. However, some comparison can be undertaken using some general properties of engines such as horsepower, fuel efficiency, emissions, weight, torque and power density. Tables I & II show comparisons of several engines including an aircraft gas turbine engine, three marine piston engines and four theoretical engines according to the present invention (called Pressure Turbine Engines or PTEs). All the PTE would be built according to the embodiment shown in
From Table I it can be seen that the PTEs have several advantageous physical characteristics compared to known engines. For example, PTEs weigh slightly more than the gas turbine engine, but significantly less than the marine engines. With respect to displacement, the PTEs have a displacement that is several times smaller than the marine engines. The overall physical size of the PTEs is at least one order of magnitude smaller than the other engines, making the PTEs suitable for a larger number of applications. Also, several PTEs could be used in the space of one traditional engine. PTEs also have significantly fewer parts, which reduces costs of manufacturing assembly and maintenance, as well as dramatically increasing the reliability of the PTEs. While not wanting to be limited, it is believed that PTEs will be clean burning engines because of the long burn time possible in PTEs given that the pressure cavity lengthens during combustion. In addition, gas movement within the chamber gives turbulent flow (e.g. a high Reynolds number), which leads to more complete mixing and combustion of the fuel. Given the proper air/fuel mixture, essentially complete combustion can occur in the cavity between spark plug and the exhaust port. The length of the burn path ensures an essentially complete burn.
From Table II it can be seen that the PTEs have several advantageous operational characteristics compared to known engines. For example, despite their small weight, size and displacement, the PTEs have horsepower ratings that are higher than any other engine. The operational rpm (the speed at which the power rotor turns) of the PTEs is also significantly higher than the marine piston engines. The fuel efficiency of the PTEs is at least comparable to the known engines, if not slightly better than most of the known engines. The output torque of the PTEs is not as high as the output of the marine engines, but is nonetheless sufficient for a large variety of uses. The PTEs separate themselves from known engines when the size and weight of the PTEs is factored into the horsepower rating. As can be seen with respect to power-displacement, the PTEs are at least 4.6 times better than the best marine engine, and at least 12 times better than the worst marine engine. The power density rating of the PTEs shows similar results with respect to the marine engines. The PTEs are far more power dense than the marine engines. With respect to the gas turbine engine, the PTEs are less power dense; however, the PTEs have other attributes that make them desirable in view of gas turbine engines including smaller size, significantly fewer parts, lower emissions and better fuel efficiency.
One other important characteristic of the present PTEs is that there is a linear relationship between rpm and output horsepower; as the rpm increases, so does horsepower with a theoretical maximum limited only by the rpm of the power rotor. The horsepower rating of known engines is usually given at a specific rpm, and there is a maximum horsepower after which increasing the rpm will not increase the horsepower. Like the compressor, the PTEs have a linear relationship between rpm and amount of intake gases pump. Since all intake gases will be combusted, there is a linear correlation between amount of intake gases and the horsepower. Consequently, there is also a linear relationship between rpm and horsepower; as the rpm of the power rotor increases, so does the output horsepower of the present PTEs.
In another aspect of the engine of the present invention, the PTEs have a non-linear compression profile.
In yet another mode of operation, the engines of the present invention may be operated as a detonation engine. During combustion, the non-eccentric engine produces less than ½ of the force against the bearings as compared to a piston engine because the combustion is contained in at least a four sided chamber (e.g. top=chamber nadir, bottom=extension, right=one chamber wall, left=other chamber wall) verses the two sided chamber found a piston engine (i.e., the piston face and head). The chamber shape and the extension shape permit the engine to be used as a detonation engine. A detonation engine burns all the compressed gases almost simultaneously in the chamber, thus producing a sharp rise in pressure, which can immediately be used to generate torque. This almost simultaneous burning of all the compressed gases is useful to permit the engine to operate at very high rpms. Slower burning compressed gases would degrade the efficiency of the engine and sap the engine of power and toque, particularly when the engine is running at 20,000 rpm and up.
While the invention has been specifically described in connection with certain specific embodiments thereof, it is to be understood that this is by way of illustration and not of limitation, and the scope of the appended claims should be construed as broadly as the prior art will permit.
This application is a continuation-in-part of U.S. patent application Ser. No. 11/342,772, filed on Jan. 30, 2006, which is a divisional of U.S. patent application Ser. No. 10/426,419, filed on Apr. 30, 2003, which in turn claims benefit of U.S. provisional application No. 60/380,101, filed May 6, 2002.
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| Number | Date | Country |
|---|---|---|
| 478430 | Apr 1973 | AU |
| WO9102888 | Mar 1991 | WO |
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| Number | Date | Country | |
|---|---|---|---|
| 20070172375 A1 | Jul 2007 | US |
| Number | Date | Country | |
|---|---|---|---|
| 60380101 | May 2002 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 10426419 | Apr 2003 | US |
| Child | 11342772 | US |
| Number | Date | Country | |
|---|---|---|---|
| Parent | 11342772 | Jan 2006 | US |
| Child | 11689110 | US |
