Patent Application
20100000491
The technical field of the inventions are rotary engines and associated systems and methods of operation.
The internal combustion engine has been a predominant source of power for more than a century. It has been used in many different applications and has been developed in various configurations. The history of the internal combustion engine has been one of continuing efforts to improve the performance, efficiency, power density and reliability of this technology. The internal combustion engine has been used in hundreds of millions or even billions of different units and thus represents an area of longstanding development and extremely large amounts of time and money invested in expensive programs to provide relatively small incremental improvements in the technology over more than a century of development.
One of many areas of use for the internal combustion engine has been in transportation and utility vehicles. Trucks and automobiles alone represent great amounts of emissions from internal combustion engines. These emissions have been recognized as problematic in a number of different ways including odor, chemical composition of the atmosphere, and as a major source of carbon dioxide. Carbon dioxide combustion emission is currently getting a great deal of attention in both the popular and scientific press because of studies indicating it is a causative agent in the apparent global temperature change.
The internal combustion engine has also been a major source of nitrous oxides which are also considered deleterious to atmospheric composition. Production of nitrous oxides have in some studies been linked with the temperatures generated in the combustion chambers of internal combustion engines.
Although there is a great deal of research being done on non-carbon containing fuels, the reality of the current situation is that hydrocarbon fuels are the major type of fuels used in internal combustion engines and that this is very likely to remain the case for decades. Still further, the carbon present in most fuels used in internal combustion engines, generate particles of fine size which contain some carbon. These particles can remain suspended in the air and add to particulate content of the atmosphere. A high particulate content is also considered to be deleterious and arises from engines and many other sources. Despite these other sources, the particulate emissions from internal combustion engines remains significant in the amount of particulates suspended in the air.
Thus, there has been a long-felt need for improvements in the internal combustion engine to increase efficiency and reduce the fuel consumed and the emissions emitted from this very widely used technology. A great many developments and new approaches have been made over a long period of time in efforts to achieve even small incremental improvements in the art of internal combustion engines.
Some of the many prior approaches have been successful whereas many others have resulted in failed engine technologies with which is associated a tremendous amount of wasted capital in trying to make the various engines workable or accepted by the consuming groups utilizing internal combustion engines.
The failures of different types of internal combustion engines are numerous and some are based on one or more problems. Some problems that have led to failed internal combustion technology have been associated with the amount of emissions emitted per useable amount of energy produced. Others have simply been mechanically not as reliable as alternatives already available. Still others have not produced the type of power needed for use in their intended applications. Furthermore, others have just simply not worked.
Due to the extremely large number of internal combustion engines being used, even very small gains in efficiency, power, and emissions have a large effect on equipment costs, fuel consumption, air quality and costs of operation. Thus, it can be easily appreciated the complexity, difficulty, and tremendous costs which have been demonstrated over a long period of time to optimize this important technology. Although a great deal of development has occurred, there is still a tremendous need for such machines which are still more improved, while also complying with this network of considerations, some or all of which may come into play in determining whether a new engine technology is successfully accepted. Billions of dollars are spent each year in the search for improved or new configurations for internal combustion engines due to their importance in human society all over the globe. Failure in even just a single aspect from the myriad of constructional, operational, or control aspects or considerations may cause a new engine or improvement to not be commercially accepted.
The largest numbers of internal combustion engines are reciprocating piston engines. Reciprocating piston engines have demonstrated a high degree of reliability, performance and efficiency in the struggle to produce usable power with an internal combustion engine as the prime mover. These engines have been used in a wide variety of sizes and applications, such as from model airplane engines having fractions of a cubic inch displacement up to huge thirty-two cylinder engines used in some countries to generate electrical power or to power natural gas or other gas transmission compressors requiring great amounts of power. Nearly every type of transportation device employs reciprocating engines, including motor vehicles, locomotives, aircraft and water vessels. This further demonstrates the extremely high level of effort and creativity which has been used in the technology of internal combustion engines. Thousands or even possibly millions of engineers and scientists have focused on these developments yet there is still the potential of economic gain to be produced through improved designs and operation.
Another area of internal combustion engine development has been rotary engines. In rotary engines the more typical reciprocating piston and attached piston rod are usually totally eliminated. However, for various reasons the large amount of effort devoted to developing rotary engines has only led to very limited adoption of this technology. It might take a book to discuss all the various reasons why prior rotary engines have not been accepted for widespread use. Whatever the particular reasons for failure or unsuitability in any particular engine or alleged improvement, these failures have not been for lack of effort and investment.
The long period of time over which rotary engines have been worked upon is nearly as long as the period internal combustion engines have been operational. Approach after approach have been used on rotary engines in an effort to achieve the type of performance, efficiency, power density, reliability and other factors to bring them into a position of widespread acceptance, yet they are far behind in preference to the established reciprocating piston engine. Thus, there has been and continues to be a long-felt need for internal combustion engines which provide improved properties yet demonstrate the balance of characteristics which allow for actual commercial acceptance. This has been even more challenging with regard to rotary engines than for reciprocating piston engines. The failures are so numerous in the field of rotary engine technology that it demonstrates a pattern of extreme difficulty in developing a rotary engine design with operational characteristics which provide the combination of numerous structural and operational attributes which may cause it to be favored over the predominant reciprocating piston engines. Thus, it is clear that the challenges in developing improvements in rotary engines are even more difficult and less obvious than in piston engines.
Some or all of the problems explained above and other problems may be helped or solved by the inventions shown and described herein. Such inventions may also be used to address other problems not set out above or which are only understood or appreciated at a later time. The future may also bring to light currently unknown or unrecognized benefits which may be appreciated or more fully appreciated in the future associated with the novel inventions shown and described herein.
Preferred forms, configurations, embodiments and/or diagrams relating to and helping to describe preferred aspects and versions of the inventions are explained and characterized herein, often with reference to the accompanying drawings. The drawings and all features shown therein also serve as part of the disclosure of the inventions of the current document, whether described in text or merely by graphical disclosure alone. Such drawings are briefly described below.
The readers of this document should understand that the embodiments described herein may rely on terminology used in any section of this document and other terms readily apparent from the drawings and the language common therefor as may be known in a particular art and such as known or indicated and provided by dictionaries. Dictionaries were used in the preparation of this document. Widely known and used in the preparation hereof are Webster's Third New International Dictionary (© 1993), The Oxford English Dictionary (Second Edition, ©1989), and The New Century Dictionary (©2001-2005), all of which are hereby incorporated by reference for interpretation of terms used herein and for application and use of words defined in such references to more adequately or aptly describe various features, aspects and concepts shown or otherwise described herein using more appropriate words having meanings applicable to such features, aspects and concepts.
This document is premised upon using one or more terms with one embodiment that may also apply to other embodiments for similar structures, functions, features and aspects of the inventions. Wording used in the claims is also descriptive of the inventions, and the text of both claims and abstract are incorporated by reference into the description entirely in the form as originally filed. Terminology used with one, some or all embodiments may be used for describing and defining the technology and exclusive rights associated herewith.
The readers of this document should further understand that the embodiments described herein may rely on terminology and features used in any section or embodiment shown in this document and other terms readily apparent from the drawings and language common or proper therefor. This document is premised upon using one or more terms or features shown in one embodiment that may also apply to or be combined with other embodiments for similar structures, functions, features and aspects of the inventions and provide additional embodiments of the inventions.
The general configuration of the engine 2000 is also indicated by similarity to the four combustion chamber engine 4000 shown in exploded view in
It should be appreciated that each of the different exemplary embodiments shown and discussed herein include many components that are identical or substantially similar to components of other exemplary embodiments. To simplify understanding of the drawings, many components have the same numbers in the different embodiments for the same or similar components. This may not apply to all components, and at some places the numbers for similar parts may be different to more properly aid in the description of these embodiments. However, in general, the similar parts are numbered similarly with respect to each of the different embodiments except for changes in the thousands column of the reference numeral.
To further facilitate understanding of the more specific description of each of the exemplary embodiments, an explanation of basic features and aspects common to all embodiments is first provided. Exemplary embodiments 2000, 3000, 4000, 6000 and 8000 will then be described with added specificity to the extent needed to supplement the common features described herein. The explanation of the basic common features and aspects is provided with respect to specific drawing figures associated with specific embodiments. However, it is to be understood that the explanation of the basic common features and aspects can be applied to several embodiments. It is to be further understood that specific configurations of the common features and aspects are exemplary only, and that such common features and aspects can have any of a number of alternative specific configurations within the intended scope of the inventions.
With reference to
During operation of an exemplary embodiment, the rotor assembly does not change direction of movement. In accordance with the various exemplary embodiments depicted in the accompanying figures, the rotor assembly 4300 is configured to rotate, during operation, in a clockwise direction when viewed from the front. However, it is to be understood that in accordance with alternative embodiments not specifically depicted or described herein, an apparatus can be configured such that the rotor rotates in a counterclockwise direction.
Common features also include a housing seal 4148 and a rotor seal 4120, which are described in detail herein below. Generally, the housing seal 4148 can be supported by or otherwise connected to the housing assembly 4001. In this manner the housing seal 4148 can be generally configured to seal against the rotor assembly 4300. Similarly, the rotor seal 4120 can be supported by or otherwise connected to the rotor assembly 4300. In this manner, the rotor seal 4120 can be generally configured to seal against the housing assembly 4001. More specifically, the housing seal 4148 can remain substantially stationary relative to the housing 4001. The rotor seal 4120 can rotate along with the rotor assembly 4300. The rotor seal 4120 and/or the housing seal 4148 are configured to allow the rotor seal to pass the housing seal during rotation of the rotor assembly 4300. This can be accomplished by configuring one or more of the rotor seal 4120 and/or the housing seal 4148 to be retractable. Specific manners of configuring the rotor seal 4120 to be retractable are described below with respect to the exemplary embodiments of the inventions.
Further common features include a combustion chamber 4291. The combustion chamber 4291 can be defined between the rotor assembly 4300, the housing assembly 4001, the rotor seal 4120 and the housing seal 4148. Other specific components described below with respect to various exemplary embodiments can define at least a portion of the combustion chamber 4291.
The combustion chamber 4291 expandable in volume as the rotor rotates from a initiation position where the rotor seal is positioned upon a stator seal. More specifically, the working volume of the combustion chamber 4291 expands as the rotor seal moves in a substantially circumferential direction with the rotation of the rotor 4300. Expansion of the combustion chamber 4291 can occur as a function of rotation of the rotor 4300 relative to the housing assembly 4001. This expansion can occur with firing of the combustion chamber or even though that particular combustion chamber is not fired. The operational supply of air and fuel will vary dependent upon a number of operational parameters as will be explained further herein.
The combustion chamber 4291 can also be viewed as separated between the expansion volume area and a contractible exhausting volume area. This separation is achieved by the rotor seals. More specifically, the combustion chamber 4291 can be described as expandable during a combustion event or cycle. The combustion chambers are simultaneously contracting on the leading edge side of the rotor seals. If the prior action in that combustion chamber has been a firing action, then the contracting portion is performing to help exhaust combustion gases out through the exhaust ports. The rotor seals serve to provide contraction and any expulsion of exhaust gases or other gases until the rotor seals pass over the exhaust port. The rotor seals then continue to define a contracting volume until passage over the housing seals 4148.
A combustion event and an exhaust event can occur in the combustion chamber 4291 simultaneously as the combustion chamber is divided into two parts by the sealing of the rotor seals against the inside of the combustion chambers. More specifically, a combustion event can occur in the combustion chamber 4291 after the rotor seals pass the housing seal 4148 and input ports so that they lie behind a trailing side of the rotor seal 4120.
Even more preferably, the combustion events can occur in a two-stage process of pre-combustion in a pre-combustion chamber 4280 (
An exhaust event occurs in the combustion chamber along the contracting side of the rotor seal 4120. The exhausting step usually occurs in the combustion chamber as the next subsequent rotor seal passes the charging area along the leading edge of the next rotor seal as explained above. The leading side of the rotor seal 4120 is the side facing toward the direction of rotation of the rotor 4300. Conversely, the trailing side of the rotor seal 4120 is the side facing away from the direction of rotation of the rotor 4300.
In accordance with various exemplary embodiments, at least a portion of a given combustion chamber 4291 expands while another portion of the given combustion chamber substantially simultaneously contracts. This occurs when the frequency of combustion is occurring with each passage of the rotor seals through a given combustion chamber. Where the frequency of combustion is different then exhausting can occur immediately after or potentially in contraction of some subsequent stage as may be possible by injection of air or non-injection of air, or due to control on the exhaust ports using valving (not shown). In general it is preferably to exhaust the combustion gases using the immediately following rotor seal. Injection air may or may not be introduced to help clear a particular combustion chamber depending upon the frequency of use of a particular chamber. For example, when a chamber is fired and then exhausted, the next rotor seal defines what might be a initial combustion chamber but fuel can be prevented from entering and air injected to better clear the combustion chamber. This may or may not prove to achieve greater economy or better operation depending upon any particular frequency of firing and the operating conditions experienced, load required and other operational considerations.
Common features additionally include one or more various means of introducing fuel, air, and/or air/fuel mixture into the combustion chamber 4291. Such means can include, but are not limited to, one or more various types of valves, injectors, manifolds, ports, compressors, blowers, and the like. Various specific means of introducing fuel, air, and/or air/fuel mixture into the combustion chamber 4291 are described below with respect to the exemplary embodiments depicted in the drawing figures.
Apparatus in accordance with various embodiments of the present disclosure can be configured to employ any of a number of various types of fuel. For example, various embodiments of apparatus in accordance with the present disclosure can be respectively configured to use fuels including, but not limited to diesel fuel, bio-diesel, vegetable oil, gasoline, liquified natural gas, liquified petroleum gas, propane, butane and other suitable fuels the extent of which may not be currently known or which may be hereafter developed and found appropriate for use in some or all of the embodiments of the inventions described herein. Although fluid fuels, particularly diesel fuel, are most likely to be employed with the inventions, other forms of fuel are within the intended scope of the inventions.
Means of exhausting combustion gases and/or other combustion residue from the combustion chamber 4290 are also included among the common features. Such exhausting means can include, but are not limited to various types of valves, ports, manifolds and the like. In accordance with at least one alternative embodiment of the disclosure not specifically depicted herein, a scavenging air pump can be employed to facilitate removal of combustion residue from the combustion chamber. Such a scavenging air pump can be substantially the same as an intake blower or the like and/or can be configured to force intake air through the combustion chamber and at least partially out of the exhaust port to substantially scavenge the combustion chamber of exhaust. At least one specific means of exhausting the combustion chamber 4290 is described below with respect to the exemplary embodiments.
A combustion event, or more simply combustion, can occur within the combustion chamber 4290 when fuel and/or air/fuel mixture or some type of oxidizer or other reactive substance and fuel is ignited within the combustion chambers 4290, or more preferably first within the pre-combustion chambers 4280 and then into the combustion chambers 4290. This can be done either in a single ignition or by intermittently introducing the combustion materials into the pre-combustion chambers to produce multiple or phased ignition. This may also be done so as to occur directly in the combustion chambers. In some preferred versions it is done intermittently so that intermittent ignition events start in the pre-combustion chambers progressing into the combustion chambers in a sequential or pulsed manner to supplement combustion as the volume of the combustion chamber increases with rotation of the rotor.
It will be appreciated that high pressure gases resulting from combustion of fuel and air or other combustion materials within the combustion chamber 4291 as described more specifically herein can cause the rotor assembly 4300 to be rotated relative to the housing 4001 in a clockwise direction (when viewed from the front side) in accordance with the exemplary embodiments depicted in the accompanying figures. Alternatively, the engine can be constructed in a reverse orientation.
An exemplary combustion event or cycle can result in generation of mechanical power in the form of forceful rotation of the rotor 4300 relative to the housing 4001. Exhaust gases and other combustion residue such as soot or the like can be substantially swept from the combustion chamber 4291 following the combustion event. More specifically, following a combustion event, exhaust gases can be substantially trapped between the leading side of the rotor seal and the housing seal. Thus, with rotation of the rotor seal 4120 along with the rotor 4300, a substantial portion of any exhaust gasses resulting from combustion can be pushed or swept out of the combustion chamber 4291.
Specific exemplary embodiments are now discussed below with reference to respective figures of the accompanying drawings.
The engines themselves are shown alone without additional system components in many views. In other views, engine systems show the novel engines with added parts for engines applied to one widespread use of this technology, in particular, as used for powering vehicles. It will be appreciated that the engine or engine assembly may be constructed with different optional parts or variations which may adapt the engine differently for the needs of the wide variety of alternative uses for which prime mover engines powered by combustible fuels are used or for which they are hereafter found to be desirable for use. The engine alone or components thereof may be shown in some views without certain parts preferred for vehicular use.
Referring to
Rotatably mounted within the housing 4001 is the rotor assembly, which is described in detail with respect to other drawing figures as specifically noted. Mounted on the front of the engine 4000 is a cover assembly 4430. The cover assembly 4430 can include a housing 4031 and a cover 4032. The cover 4032 can connect to the housing 4031 such as by fastening as depicted. Connected to the rear of the engine 4000, or forming a part thereof, is a rear mounting assembly 4002.
Within flywheel casing 4002 is a flywheel 4003. The flywheel 4003 is depicted in
In other embodiments the flywheel 4003, if provided, may not be adapted for peripheral engagement, but some other type of engagement. Such alternative engagements may be against any part of the flywheel using various forms of mechanical engagement mechanisms. For example, the flywheel 4003 can be provided with teeth. An alternative form of the flywheel 4003 may have a smooth or other flywheel periphery or other surface which can be used to apply force thereto or derive power therefrom. In some embodiments, the engine or assembly can be provided without any function other than as a flywheel.
Whereas, in other situations the flywheel 4003 may be altogether unnecessary due to unique construction features of the inventions and the associated designs and configurations that can result in an engine which is smooth in torque application. Specifically, an engine within the scope of the present disclosure can employ one or more rotor assemblies being configured to have associated features and/or a given quantity of rotatable mass which can substantially serve the purpose of a flywheel. Alternatively, an engine within the scope of the present disclosure may be coupled in a coaxial relationship with a driven piece of equipment or machinery which itself has a rotating assembly which provides adequate torsional inertia or dampening effect on torque and power fluctuations to provide smoother application of torque without substantial angular velocity changes, angular accelerations, and angular jerk which might develop for unknown or known reasons.
Flywheel 4003 not only provides a greater radius of gyration to the entire rotating assembly, but also can be used as mentioned above to drive the engine during startup using an auxiliary or starting motor (not shown), or to extract some or all of the engine torque and power generated during normal operation of the engine in alternative configurations (not illustrated). The flywheel 4003 can serve as a structural connection to other parts of a vehicle, such as downstream portions of a vehicle drive train (not illustrated). An example might be to a drive line transmission casing. The uses of the flywheel need not be limited to such functions which are merely exemplary in many embodiments shown and described herein. Other forms of the inventions may illustrate otherwise.
The flywheel 4003 can define a face 4008. The face 4008 can serve as a friction surface or the like when a conventional type clutch (not shown) is employed with engines within the scope of the present disclosure. The flywheel 4003 can define a recessed mounting area 4081. The recessed mounting area 4081 can serve to keep associated fasteners and the like substantially flush or under flush with respect to the flywheel face 4008. An intermediate area 4080 can be defined on the flywheel 4003. The intermediate area 4080 can be substantially between the recessed area 4081 and the face 4008. One or more flywheel mounting fasteners 4082 can be employed to mount or otherwise attach the flywheel 4003 to another component of the engine 4000 such as an output shaft or the like. The flywheel housing 4002 as shown also serves as part of the engine housing 4001 and more specifically, as shown, provides the back wall of the engine stator, more specifically as the back wall of the housing to in part define and confine an interior compartment discussed below.
The main shaft part 4394 is also advantageously provided with features which increase the ability to carry and resist torque developed in the shaft. As shown, this is implemented by a group of pins extending rearwardly as shown in
The joinder of parts 4394 and 4020 form the major components of the drive shaft. These two parts are held in secure relationship during operation by the bolt 4452 received into the central aperture of part 4020. Other parts of the drive shaft assembly and more general rotor assembly are described elsewhere herein.
Although the engines illustrated and described herein use multiple part drive shaft assemblies, it is alternatively possible to use a single drive shaft having a single piece. Such can then be fitted with additional components as shown herein or otherwise found desirable.
To further gain a general understanding of some preferred versions of the inventions,
With reference to
As
In the illustrated housing of
In accordance with the exemplary apparatus 4000, each of the peripheral parts 4140, 4160, 4180 and 4200 is connected between two other peripheral parts to form a ring-like structure. In accordance with at least one embodiment of the present disclosure, each peripheral part 4140, 4160, 4180, 4200 is connected end-to-end with another of the parts to form a ring-like structure, which in turn forms at least a portion of the housing assembly 4001. Within the ring-like structure formed by peripheral parts 4140, 4160, 4180 and 4200, the rotor core 4100 can be positioned as is seen from a study of
It is to be understood that the four peripheral parts 4140, 4160, 4180, 4200 are shown as being illustrative of only one possible exemplary embodiment. That is, in accordance with each of a number of various embodiments of the present disclosure, an engine housing assembly can include an associated number of peripheral parts. In accordance with one or more embodiments, the number of peripheral parts of the engine housing can be the same as the number of combustion recesses and/or can be the same as any of the associated combustion chamber components, including but not limited to, stator seals, exhaust ports, fuel injectors, air injectors and the like. However, in at least one conceivable alternative embodiment within the scope of the disclosure, an engine housing assembly can include a number of peripheral parts, such as parts 4140, 4160, 4180, 4200, that is different than the number of combustion chambers in the engine assembly with appropriate internal construction for the rotor involved.
One or more of the stator components can have at least one void adjacent to 4150, 4170, 4190, 4210, as depicted in
An engine according to the present disclosure can include a plurality of stationary combustion chamber seals 4148. With reference to
With reference to both
The combustion housing seals 4148 can be oriented to face and/or to protrude substantially inwardly from the housing assembly 4001. More specifically, the stator seals 4148 can be positioned and/or oriented to face and/or protrude toward the rotor core 4100. Each of the housing seals 4148 is preferably adapted to contact peripheral portions of the rotor assembly 4300. More specifically, each of the housing seals 4148 can be oriented and/or otherwise adapted to contact at least a portion of the rotor assembly 4300, and more particularly with at least portions of the rotor core 4100, for sealing engagement therewith. As is shown with respect to
Such sealing engagement of the housing seals 4148 with portions of the rotor assembly 4300 can serve, at least in part, to define one or more combustion chambers 4291. In accordance with the exemplary apparatus 4000, one or more portions of the stator seal 4148 can be positioned and oriented for sealing engagement with one or more portions of the rotor core 4100. More specifically, the combustion housing seals 4148 can be oriented, positioned and/or otherwise configured to engage an outwardly facing groove or channel formed on the periphery of the rotor core 4100. This peripheral rotor groove or channel is best shown in
The housing seals 4148 preferably have small indents 4209 as best shown in
A rear bearing assembly housing 4040 can be supported by or otherwise attached to the rear face piece 4002. The rear ring 4040 can be mounted substantially on the outer side of the rear face piece 4002. The rear ring 4040 can have any of a number of specific functions and/or configurations, and/or can be substantially in the form of any of a number of specific components in accordance with respective embodiments of the present disclosure. For example, the rear ring 4040 can be substantially in the form of a rear shaft bearing support having a rear bearing or bearing assembly of various suitable types know in the art (not shown due to the exploded view), in accordance with at least one embodiment of the present disclosure. The engine assembly 4000 can include one or more rear shaft seals 4030 as shown in
A front ring 4340 can be mounted to or otherwise attached to the front face piece 4320. The front ring 4340 can be mounted substantially on the outer side of the front face piece 4320. The front ring 4320 can have any of a number of specific functions and/or configurations, and/or can be substantially in the form of any of a number of specific components in accordance with respective embodiments of the present disclosure. For example, the front ring 4340 can be substantially in the form of a carrier or support for a front shaft bearing or bearing assembly 4330 in accordance with at least one embodiment of the present disclosure. The engine assembly 4000 can include one or more front shaft seals 4350.
The rotor seals, such as rockers 4120, can be configured so as to be biased toward an extended position. This can be accomplished, for example, by use of a biasing member (not shown) such as a spring or the like. Moreover, the rotor seals 4120 can be configured so as to be biased outwardly against, and in sealing engagement with, the interior surfaces of the combustion recesses 4290. As the rotor assembly 4300 rotates within the housing 4001, the rotor seals 4120 are pushed toward their respective retracted positions as they approach the stator seals 4148. As mentioned above, this can be accomplished by way of a cam action provided by an undulating profile of the interior surface of the combustion recesses 4290 as is depicted. In this manner, each rotor seal 4120 is in a substantially retracted position as it passes over a given stator seal 4148. After a rotor seal 4120 passes over a given stator seal 4148, the profile of the interior surface of the combustion recesses 4290 can allow the rotor seal to again extend outwardly. In this manner, the rotor seal 4120 is able to remain in substantial sealing contact and/or engagement with the stator (e.g., the interior surface of the combustion recesses 4290) substantially throughout rotation of the rotor, while also being able to clear or pass over each stator seal 4148 without substantial interference.
The rotor core 4100 can have any of a number of specific configurations. For example, the rotor core 4100 can be substantially a single-piece rotor core. Alternatively, the rotor core 4100 can be a multi-piece rotor core as is shown by depiction of the exemplary embodiments. In accordance with the exemplary embodiment depicted in
As is depicted in
The rotor core assembly 4100 can be generally in the form of a circular disk as is depicted in the accompanying figures. In accordance with at least one embodiment, the rotor center portion 4301 can be substantially in the form of a circular disk. As in the exemplary embodiment, the rotor core center portion 4301 can be substantially in the form of a flat, circular disk. Likewise, one or more of the rotor core end portions 4302, 4303 can be substantially in the form of a circular disk, or can be substantially in the form of a flat, circular disk as in the depicted exemplary embodiment.
In accordance with the exemplary embodiment, both of the rotor end portions or rotor core sides 4302, 4303 can be substantially similar in size. For example, each of the rotor core sides 4302, 4303 can have substantially the same diameter. Likewise, each of the rotor core sides 4302, 4303 can have substantially the same thickness. One or more of the rotor end portions 4302, 4303 can be substantially the same size as the rotor core center portion 4301. For example, one or more of the rotor core sides 4302, 4303 can have substantially the same diameter and/or can have substantially the same thickness as the rotor core center portion 4301.
In accordance with the exemplary embodiment, one or more of the rotor core sides 4302, 4303 can be larger than the rotor core center portion 4301. More specifically, in the exemplary embodiment, both of the rotor core sides 4302, 4303 are depicted as having a respective diameter that is larger than the diameter of the rotor core center portion 4301. One or more of the rotor core sides 4302, 4303 and/or the rotor core center 4301 can have a substantially cylindrical outer periphery. More specifically, as is depicted with respect to the exemplary embodiments, each of the rotor core end pieces 4302, 4303 as well as the rotor core center 4301 can be substantially in the form of a short right circular cylinder.
With reference to
With continued reference to
In accordance with at least one embodiment of the disclosure, the front shaft portion 4394 is rotatably supported by a front bearing assembly 4330. At least one front shaft seal 4350 can be employed to surround the front shaft portion 4394 for sealing engagement therewith. Similarly, in accordance with at least one embodiment of the present disclosure, the output shaft portion 4020 is rotatably supported by a rear bearing assembly 4040. At least one rear shaft seal (not specifically shown) can be employed to surround the output shaft portion for sealing engagement therewith.
As is seen from a study of
In accordance with one or more embodiments, the peripheral rotor groove is substantially in the form of a channel that has a pair of spaced apart walls in mutual juxtaposition with a floor extending therebetween. Each of the channel walls can be formed by the inner side of a respective rotor end piece 4302, 4303. For example, with reference to
It is to be understood that such a peripheral channel or groove can be defined on the rotor 4100 in accordance with alternative embodiments not specifically depicted herein, wherein the rotor is not a multi-piece rotor, or wherein the rotor core is configured or constructed differently than the exemplary configurations. Regardless of how the peripheral rotor core groove or channel is formed or defined, the groove can be configured to allow the rockers 4120 to be provided with side seals 4122 (
Additionally, one or more portions of the housing assembly 4001 and/or the housing seals 4148 and/or related components can be configured to protrude into the peripheral channel or groove of the rotor assembly 4300, as is shown with respect to the exemplary embodiments. In accordance therewith, one or more of the housing seals 4148 can be configured to substantially seal against the side walls and floor of the outwardly facing channel formed on the periphery of the rotor assembly 4300.
With continued reference to
Each of the receptacles 4102, 4104, 4106, 4108 can define a secondary seal recess 4103, 4105, 4107, 4109 therein. Each of the secondary seal recesses 4103, 4105, 4107, 4109 is adapted to operatively receive therein a secondary seal or seal element 4121. The seal element or seal piece 4121 is adapted to substantially seal between the rotor core 4100 and a respective rocker seal 4120. More specifically, the secondary seal piece 4121 is configured to maintain substantial contact with a corresponding rocker seal 4120 for substantial sealing engagement therewith.
The secondary seal recess 4103, 4105, 4107, 4109 can be substantially in the form of a slot that connects with a respective main rocker seal recess 4102, 4104, 4106, 4108. In accordance with the exemplary embodiment depicted in
A two-seal rotor core 2100 in accordance with an alternative exemplary embodiment of the disclosure is depicted in
In accordance with at least one embodiment of the present disclosure, each of the vane seals 4516 is adapted to substantially remain operatively located within an outwardly facing groove or channel formed on the periphery of the rotor core 4100. A description of this outwardly facing peripheral groove or channel is included in a detailed discussion of the rotor core 4100 with respect to various drawing figures. In accordance with one or more exemplary embodiments, the vane receptacles 4501, 4502, 4503, 4504 are located within such an outwardly facing peripheral rotor groove. More specifically, the vane receptacles 4501, 4502, 4503, 4504 can be substantially defined within the floor of the peripheral rotor groove or channel.
In accordance with at least one embodiment, the vane seals 4516 may be adapted to be substantially radially slidable toward a lower, retracted position at one extreme, and toward a raised, extended position at another extreme. As is evident from a study of
Each of the vane seals 4516, while operatively received within a respective receptacle 4501, 4502, 4503, 4504, can be biased toward an extended position. Biasing of the vane seals 4516 can be accomplished by way of any of a number of possible biasing means. For example, in accordance with at least one embodiment of the present disclosure, a biasing member can be positioned within each receptacle 4501, 4502, 4503, 4504 substantially between the bottom thereof and the respective vane seal 4516. In this manner, each vane 4516 can be depressed toward a lower or retracted position against a biasing force provided by the biasing member. The biasing force of such a biasing member can serve to bias one or more respective vane seals 4516 toward an extended position. Such a biasing member can have any of a number of possible forms and/or configurations. Such biasing member forms and/or configurations can include, but are not limited to mechanical springs, air springs, gas pressure, magnetic force, electro-magnetic force, and the like, now known or hereafter developed.
In accordance with the exemplary embodiment depicted in
The amount of fuel, if any, is then preferably delivered to the pre-combustion chamber 4280 associated with a given fuel injector 4144, 4164, 4184, 4204. The fuel injector 4144, 4164, 4184, 4204, as well as related fuel control components, can be configured to be adjustable or modulating so as to be capable of selectively tailoring the amount of fuel injected into the respective combustion chamber. The pressure of the fuel supplied may vary. However, in the currently preferred versions, fuel will typically be delivered at pressures in the range of approximately 25,000 pounds per square inch to 40,000 pounds per square inch, even more preferably about 36,000 pounds per square inch. In this manner, optimal performance can be achieved in response to varying torque, power, and speed conditions. More specifically, the fuel injectors 4144, 4164, 4184, 4204 can be controllable with respect to a flow rate or quantity of fuel injected and/or with respect to the timing of the injection and/or with respect to the pressure with which the fuel is injected. The time the injector is the open is the currently preferred way to control the volume of fuel delivered by an injector. The pressure of the high pressure fuel rail is thus controlled to be approximately constant. Intermittent delivery of pulses of fuel during a combustion stage may provide improved performance, efficiency or other advantage in operation.
In accordance with at least one embodiment of the present inventions, the fuel injectors 4144, 4164, 4184, 4204 can be substantially identical to conventional high pressure fuel injectors known to those in the art particularly in connection with diesel engine design. More specifically, in accordance with one or more embodiments of the present disclosure, an engine can include one or more high pressure fuel injectors known to be used in conventional reciprocating internal combustion diesel engines. It is to be understood that other fuel injectors and/or fuel injecting means including such means not yet known can be included in apparatus within the scope of the inventions disclosed herein.
In accordance with at least one embodiment of the present disclosure, the fuel injectors 4144, 4164, 4184, 4204 can be selectively actuated by any of a number of possible control means. For example, in accordance with an exemplary embodiment depicted in
The preferred engines according hereto further include air injectors, such as air injectors 4146, 4166, 4186, 4206. The air injectors are shown in
In currently preferred engines according to this description, the high pressure air rail assembly 915 (
In accordance with at least one embodiment of the present disclosure, the air injectors 4146, 4166, 4186, 4206 can be substantially in the form analogous to a high pressure fuel injector with integral quick acting air valve.
The air injectors 4146, 4166, 4186, 4206 can be adapted to operate in conjunction with intake air compressor, and/or supercharger to admit air into a respective combustion chamber in a controlled manner under a relatively high pressure. In accordance with at least one embodiment of the disclosure, an air injector 4146, 4166, 4186, 4206 substantially in the form of a quick acting valve can be adapted to remain closed except substantially during ignition and a combustion event occurring within a combustion chamber. More specifically, an air valve 4146, 4166, 4186, 4206 can be adapted to remain substantially closed except during combustion of fuel within a respective combustion chamber of an engine in accordance with at least one embodiment of the disclosure.
In accordance with at least one embodiment of the present disclosure, the air injectors can be selectively actuated by any of a number of possible control means. For example, in accordance with an exemplary embodiment depicted in
It is to be understood that alternative injection control means can be employed in apparatus within the scope of the present disclosure. For example, in accordance with at least one alternative embodiment of the disclosure, the air injectors 4146, 4166, 4186, 4206 can be mechanically actuated, and can be controlled by way of a cam shaft or the like. Moreover, in accordance with an exemplary embodiment of the present disclosure, at least one operational parameter of one or more air injectors 919 is controlled by a control device 950 such as a digital controller or processor, which also controls at least one operational parameter of one or more fuel injectors 909.
The type of fuel used and air or other reagent making combustion materials either alone or with other constituents are blended or mixed. This is preferably done in the pre-combustion chambers which help maintain the pressure of these combustion materials high to facilitate ignition, such as auto-ignition which is now preferred. As shown, emission sensors, such as the exhaust oxygen sensors 980 (
Combustion materials consumed may be conserved by controlling both air and fuel or other materials being combusted. The temperature sensors for the exhaust are currently most pertinent to the control of the engine and mixture of combustion components and their introduction into the engine for the purpose of minimizing nitrous oxides (commonly referred to in their various mixes as NOx). Lower exhaust temperatures reduce such undesirable exhaust constituents.
Preferred operation also avoids over-rich conditions where fuel is unnecessarily more concentrated in the combustion mix to reduce undesirable effects such as smoking and higher fuel consumption and emissions.
Alternatively, or additionally, one or more of the combustion aids 4142, 4162, 4182, 4202 can be substantially in the form of a glow plug such as used in presently available diesel engines which is operated at a lower temperature. For example, the glow plug can be operated at about half of normal voltage to provide one-quarter the power as compared to when used in the normal application of a diesel engine glow plug used to warm the ignition chamber for starting. The glow plugs as used in the current inventions are advantageously used all or most of the time at this reduced power and may be maintained in a powered condition constantly during sustained operation of the engine.
Alternatively, an engine employing one or more combustion aids 4142, 4162, 4182, 4202 may include additional associated devices not specifically depicted. For example, an engine employing a combustion aide in accordance with an alternative embodiment of the present disclosure which is not depicted herein can include a microprocessor, distributor, or other suitable device and have intermittent or controlled operation. Additionally, such an engine can include other ignition aiding configurations. Alternatively, such spark-ignition engines within the scope of the present disclosure can include a distributorless ignition-timing and distribution system. For example, with reference to
An engine in accordance with at least one embodiment of the present inventions can include at least one other form of combustion aide 4142, 4162, 4182, 4202, including ignition timing and/or distribution devices, not specifically depicted or described herein, depending upon the type of fuel being used. It is to be understood that an engine in accordance with one or more embodiments of the present disclosure can employ at least one combustion aid or ignition aid that is not yet known.
Engines according to the inventions also preferably include a timing system or timing control. The timing control can be mounted under the timing control cover 4430. The timing control cover can be mounted to a casing 4370 (
The timing control can include a timing wheel or disk 4410. At least one rotation sensor 4418 can be supported within the timing control compartment to sense the rate of rotation of the timing wheel 4410. The timing wheel 4410 is preferably supported on or otherwise connected the rotating shaft of the engine.
The currently preferred sensors have an emitting LED which beams toward the disk and is occluded except when a slit is positioned to allow the beam to pass there through. The sensors also include a detecting LED or other suitable detector that sensing when the beam passes through the disk slit and thus indicates both position and speed. In the construction shown, one detector is used to sense rotational speed and the other to indicate position. One or both are adjusted by the mounting fasteners 4034 (
The timing casing 4370 may include at least one aperture 4037 (
The motor controller 950 can be adapted to receive a signal generated by the timing sensor 4418 and/or by some other component of the timing control. The signal received by the controller 950 can be employed to determine one or more operating parameters of an engine within the scope of the inventions. For example, a timing control or timing system within the scope of the present disclosure can be configured to control one or more various operational aspects of an associated engine, including but not limited to, fuel injection timing and/or sequence, air injection timing and/or sequence, as well as ignition timing and/or sequence. The timing control can be adapted to provide data and/or other output indicative of one or more aspects of engine operation.
The combustion chambers of the two chamber engine 2000 can be made as depicted in the illustrated version 2000 by using two central housing pieces 2200. As indicated in
Engine 2000 has a housing assembly as described above which also includes combustion chamber recesses. The combustion chamber recesses of the engine 2000 can be substantially similar to the combustion chamber recesses 4290 of
Engine 2000 can include one or more various first combustion accessories 2162, 2164, 2166 and second combustion accessories 2204, 2206. Specific forms of the combustion accessories 2162, 2164, 2166, 2204, 2206 can include, but are not limited to, various air injectors, fuel injectors, glow plugs and the like as explained in greater detail herein with respect to the four chamber engine apparatus 4000.
The engine 2000 can include a pulley 2440 or the like. The pulley 2440 can be employed in conjunction with a V-belt or the like for driving various accessories and/or peripheral devices, components and/or systems associated with the operation of the engine and/or with the operation of a vehicle (not shown). The engine 2000 can include exhaust conduits 2156, 2196. The exhaust conduits 2156, 2196 can be employed to facilitate removal of exhaust residue such as exhaust gases from the engine 2000. The engine 2000 can include one or more of an output flange 2020, a shaft 2394, a locking ring 2420 and an index marking 2422. The pulley 2440 can be retained by one or more fasteners 2451. The pulley 2440 can define a center opening 2452. A key 2442 can also be employed for securing the pulley 2440 to the shaft. The output flange 2020 can incorporate one or more various connection features 2024 such as holes, apertures or the like.
The rotor 2100 can define first and second rotor seal receptacles 2102, 2104. The seal receptacles 2102, 2104 can be substantially evenly spaced about the periphery of the rotor 2100. Within each seal receptacle 2102, 2104, a secondary seal receptacle 2103, 2105 can be defined. The significance of the seal receptacles 2102, 2104 as well as that of the secondary seal receptacles 2103, 2105 is explained herein with respect to the more detailed description of the four chambered apparatus 4000. Although the seal receptacles 2102, 2104 are depicted as being rocker seal receptacles, it is to be understood that the rotor 2100 can have seal receptacles having any of a number of alternative configurations, including but not limited to radial vane seal receptacles which are described in detail herein with respect to
A three combustion chamber apparatus 3000 is depicted in
Various fasteners 3053, 3328, can be employed for fastening various portions of the engine 3000. The engine 3000 can include various combustion accessories 3146, 3142, 3162, 3164, 3166, 3202, 3204, 3206. Specific exemplary forms of the combustion accessories 3146, 3142, 3162, 3164, 3166, 3202, 3204, 3206 include, but are not limited to air injectors, fuel injectors, glow plugs and the like as discussed in detail herein with respect to the four chamber apparatus 4000.
The rotor 3100 can define first, second and third rotor seal receptacles 3102, 3104, 3106. The seal receptacles 3102, 3104, 3106 can be substantially evenly spaced about the periphery of the rotor 3100. Within each seal receptacle 3102, 3104, 3106 a secondary seal receptacle 3103, 3105. 3107 can be defined. The significance of the seal receptacles 3102, 3104, 3106 as well as that of the secondary seal receptacles 3103, 3105, 3107 is explained herein with respect to the more detailed description of the four chambered apparatus 4000. Although the exemplary three-seal rotor 3100 is depicted as having rocker seal receptacles, it is to be understood that a three-seal rotor within the scope of the present disclosure can have seal receptacles of any of a number of alternative configurations, including but not limited to radial vane seal receptacles, which are described in detail herein with respect to
As is further evident from a study of
The engine 3000 can include exhaust ducts, conduits or ports 3156, 3196, 3216 for exhausting or evacuating exhaust residue such as gases and the like from the engine 3000. The engine 3000 can include an output shaft 3394. An output flange 3020 can be defined on one end of the shaft 3394. A timing wheel (not shown in
A six combustion chamber apparatus 6000 is depicted in
Various fasteners 6053, 6328, can be employed for fastening various portions of the engine 6000. The engine 6000 can include various combustion accessories 6142, 6146, 6162, 6164, 6166, 6168, 6202, 6204, 6206, 6242, 6244, 6246, 6182, 6184, 6186, 6222, 6226. Specific exemplary forms of these combustion accessories include, but are not limited to air injectors, fuel injectors, glow plugs and the like.
With continued reference to
As is further evident from a study of
The engine 6000 may include exhaust ducts, conduits or ports 6156, 6176, 6196, 6216, 6236, 6256 for exhausting or optionally evacuating exhaust gases and the like from the combustion chambers of engine 6000. The optional evacuating may occur when exhaust gases are drawn by the input of a turbo-charger, supercharger or other ancillary device that creates a suitable pressure condition in the exhaust port as the rotor seal displaces and exhausts the combustion gases or other gases contained within a particular combustion chamber at any particular instance of use.
It should be mentioned that although reference is made to use of turbo-chargers, such are not likely to be suitable in the preferred versions. This is because turbo-chargers create an impedance to flow of exhausting gases and thus provide some increase or back pressure. However, there may in some cases be possible to configure the exhausting gases to extract some useful energy toward compression of the intake air which does not lead to a significant back pressure and thus turbo-chargers are mentioned.
In general the air pressures provided in engines according to these inventions are high pressure in the range of providing 100-400 pounds per square inch in the pre-combustion compartments prior to ignition. After ignition is initiated then the pressures increase to much higher levels as the combustion event progresses from the pre-combustion chamber to the main combustion chamber after the rotor seal has passed the port which allows the pre-combustion chamber to be opened and the ignition and combustion expands into the main combustion chamber. This approach also has the advantage that the pre-combustion chamber is also much easier to keep hot because it is minimized in size and preferably aided by the glow plug to allow easy ignition.
The engine 6000 includes a drive shaft which can serve to drive an output, such as shaft 6394 and attached output flange 6020. Output flange 6020 can be defined on one end of the shaft 6394. Other configurations may also be possible. A timing wheel 6410 can be mounted on the shaft 6394. A timing mark 6422 can be defined on the timing wheel 6410. The engine 6000 can include a pulley 6440 connected to the shaft 6394. The pulley 6440 can be employed to drive various accessories and/or components and/or systems associated with the operation of the engine 6000.
An eight combustion chamber apparatus 8000 is depicted in
The engine 8000 can include various combustion accessories 8142, 8146, 8162, 8166, 8202, 8206, 8242, 8246, 8182, 8186, 8222, 8226, 8262, 8266, 8282, 8286. Specific exemplary forms of these combustion accessories include, but are not limited to air injectors, fuel injectors, glow plugs and the like as is explained herein with respect to the exemplary four chamber version.
With continued reference to
As is further evident from a study of
The engine 8000 can include exhaust ducts, conduits or ports 8156, 8176, 8196, 8216, 8236, 8256, 8276, 8296 for exhausting or evacuating exhaust residue such as gases and the like from the engine 8000. The engine 8000 can include one or more of the various features and/or components described above with respect to other exemplary embodiments described above. For example, the engine 8000 can include an output shaft (not shown), and an output flange (not shown) can be defined on the output shaft. A timing wheel (not shown) can be mounted on the shaft. A timing mark (not shown) can be defined on the timing wheel. As a further example, the engine 8000 can include a pulley connected to the shaft. The pulley can be employed to drive various accessories and/or components and/or systems associated with the operation of the engine 8000.
As is by now apparent, an apparatus in accordance with the principles of the inventions disclosed herein can be configured with nearly any number of combustion chambers, including even numbers of chambers or odd numbers of chambers such as five chamber, seven chambers and nine chambers and so on. More specifically, an apparatus in accordance with the principles of the present inventions can include a given number of combustion chambers, wherein such an apparatus can also include the given number of rotor seals and the given number of housing seals. Additionally, such an embodiment can include the given number of each of exhaust ports, fuel injectors, and air injectors. In accordance with preferably configured embodiments, such combustion chambers, seals and associated features are substantially evenly spaced about the periphery of the respective rotor and housing.
Furthermore, although all exemplary embodiments are shown and described herein as having identical numbers of associated housing features and rotor features, it is to be understood that alternative embodiments in accordance with the teachings of the inventions can have unequal numbers of associated housing features and rotor features. For example, in accordance with at least one embodiment of the present disclosure, an engine can have a given number of housing seals and the given number of combustion accessories (e.g. injectors, glow plugs, etc.) and the given number of exhaust ports and the like. But, unlike the exemplary embodiments shown and described herein, such an engine can have a number of rotor seals that is fewer than the given number. More specifically, such an engine in accordance with the alternative embodiment can be equipped with fewer rotor seals and associated rotor components than it is equipped with housing seals and associated housing components.
Similarly, an engine in accordance with another alternative embodiment of the present disclosure can be equipped with more rotor seals and associated components than it is equipped with housing seals and associated housing components. For example, an engine in accordance with an alternative embodiment of the disclosure can be equipped with one housing seal and one set of associated housing components (e.g. combustion accessories, exhaust ports), and with two rotor seals and associated rotor components. As a further example, an engine in accordance with another alternative embodiment of the disclosure can be equipped with three housing seals and three sets of associated housing components (e.g. combustion accessories, exhaust ports), and with two rotor seals and associated rotor components.
A four chamber radial vane seal embodiment of the present disclosure is depicted in
Each vane 4516 can be biased toward an extended position. Such biasing of the vanes 4516 can be achieved, for example, by use of a biasing member such as a spring or the like (not shown). More specifically, a biasing member (not shown) can be employed to push the respective vane 4516 toward an extended position. The biasing member is preferably configured to allow the associated biasing force to be overcome in order to allow the vane 4516 to be pushed inwardly toward the retracted position as the vane passes over the housing seal 4148, for example.
With specific reference to
Turning now to
Turning now to
In response to introduction of fuel and air into the main combustion chambers 4291, a combustion event can take place therein. Combustion can be initiated by way of any of a number of manners including, but not limited to spark ignition (such as in an Otto Cycle engine) or compression ignition (such as in a Diesel Cycle engine). The occurrence of combustion within the combustion chamber 4291 can result in formation of high pressure gasses. Such formation of high pressure gasses within the combustion chamber 4291 while the rotor 4500 is substantially in the position depicted in
Following the occurrence of combustion within the combustion chamber 4291, as described above, the combustion chamber can expand as the rotor 4500 turns in the exemplary clockwise direction. For example, following combustion, the rotor 4500 can turn from the position shown in
Operation of a four chamber rocker seal embodiment of the apparatus is depicted in
With reference to
More specifically, the rocker seals 4120 can be biased outwardly toward an extended position so as to maintain substantial sealing contact or engagement with the inner wall of the housing 4001. As is described above with respect to
Turning now to
Turning now to
The combustion chamber 4291 can be substantially adjacent to the fuel injector 909 and/or to the air injector 919, preferably immediately adjacent to the preferred pre-combustion chambers. Thus, fuel and/or air can be injected into each pre-combustion chamber achieving a possible charging action when the rotor 4100 is substantially in the position depicted in
Following injection of fuel and/or air into the pre-combustion chamber, one or multiple combustion events can occur. Multiple events are achieved by multiple injections of the combustion materials during the segment of rotation wherein combustion in the main chamber is proceeding. More specifically fuel within each combustion chamber 4291 can be caused to ignite first in the pre-combustion chambers which are more easily maintained in a suitable hot condition by either the combustion therein or the glow plug or other combustion aid. Such initial combustion in the pre-combustion chamber then proceeds to each combustion chamber 4291 resulting in formation of high pressure gases, for example producing combustion using highly compressed air and highly pressurized fuel. The use of different fuels and/or operating regimes may result in substantially different operating pressures within the combustion chambers.
When air and fuel are injected under pressures in excess of 1000 pounds per square inch or greater the operational pressures experienced can be very high. Preferred injected air operating pressures can be in excess of 2000 pounds per square inch or greater, in some cases in excess of 3000 pounds per square inch or greater are preferred.
The formation of high pressure gasses within each combustion chamber 4290 when the rotor 4100 is substantially in the position shown in
The preferred engines according to the inventions can rotate at a variety of speed ranges depending on the size, operating conditions, and desired location in a vehicle among others. Engines such as the preferred models shown are expected to be able to idle at relatively low speeds of less than 100 revolutions per minute. This very slow idle speed aids in the conservation of fuel.
During loaded conditions the rotation speed or angular velocity will vary from the idle speeds to usually less than 2000 revolutions per minute. In currently preferred engines operation is from idle speed up to maximum operating speeds. However, the operating speeds are expected to be usually in the range of 500-1500 revolutions per minute under load, more preferably 500-800, even more preferably 700-750 revolutions per minute. The ideal angular speed may vary significantly depending upon the size or geometry of the engine.
Turning to
The illustrated embodiments show even numbers of combustion chambers except for the three-chamber embodiment 3000. Other constructions can use whatever number of combustion chambers as desired and are fold practically operational. Engines having from two up to sixteen have been contemplated as most desirable. But if an engine is to be used for extremely large power and torque applications, such as may now be used for gas turbines, then engines with even greater numbers of combustion chambers and associated rotor sections may prove desirable.
Additionally, in some situations it may be desirable to have multiple combustion housings joined in parallel, effectively side-by-side configuration. Such may be arranged so that torque is more evenly applied to a common or separate drive shaft by displacing the simultaneous angular positions of the rotor seals and combustion chambers. By utilizing increasing numbers of combustion chambers and increasing numbers of separate or conjoined rotors and combustion housings then almost perfectly even torque may be achieved.
Operation of Apparatus in Conjunction with Peripheral Devices
The fuel pump 902 can be configured to pressurize the fuel 901 to a suitable pressure commensurate with the specific type and form of fuel used as well as with the specific type of combustion cycle employed (e.g. diesel cycle). From the fuel pump 902, the fuel 901 can be sent to fuel injector control valves 906. The fuel injector control valves 906 can include, for example, a pressure regulator valve or the like. From the fuel injector control valves 906, the fuel 901 can be sent to the fuel injectors 909. The fuel injectors 909 can then inject fuel 901 into the engine 2000, 3000, 4000, 6000, 8000 in accordance with predetermined operating conditions or schemes. More specifically, the fuel injectors 909 can inject the fuel 901 into one or more combustion chambers 200 of an engine.
Substantially simultaneously with the operations described immediately above with respect to
From the air compressor 914, pressurized intake air 911 can be sent to air injection control valves 916. The air injection control valves 916 can include, for example, a pressure regulator valve. From the air injection control valves 916, the intake air 911 can be sent to the air injectors 919. From the air injectors 919, the intake air 911 can be introduced into the engine 2000, 3000, 4000, 6000, 8000. More specifically, for example, the intake air 911 can be introduced into one or more combustion chambers 4290 from the air injectors 919.
Combustion, and more particularly a combustion event, can occur within the engine 2000, 3000, 4000, 6000, 8000 as is described in greater detail herein above. As the result of combustion within a combustion chamber 4291, for example, exhaust 4156, 4176, 4216 is produced. A turbo-charger 930 can be included to increase efficiency and/or performance of the engine. If a turbo-charger 930 is employed, the exhaust can be released from the engine to an exhaust turbine (not shown) of the turbo charger 930. After passing through the exhaust turbine of the turbo charger 930, the exhaust can be released to atmospheric pressure 940. An impeller portion (not shown) of the turbo charger 930 can be positioned within the intake stream between the check valve 912 and the air compressor 914. In this manner, a turbo charger 930 can pre-pressurize the intake air 911 before the intake air enters the air injection compressor 914.
Turning now to
Such components and/or devices can further include a throttle position sensor 960, a motor position sensor 970, exhaust oxygen sensors 980, exhaust temperature sensors 990, air injector components 916/919, and fuel injector components 906/909. The components of the apparatus 900 can also include a controller 950. The controller 950 can include, or can be substantially in the form of a processor and/or a digital memory device (not shown). The controller 950 can provide output commands as a function of various input signals and/or data.
For example, input signals and/or data can include various data generated by one or more of the throttle position sensor 960, the motor position sensor 970, the exhaust oxygen sensors 980 and the exhaust temperature sensors 990. Output commands of the controller 950 can include, for example, volume (e.g., flow rate) and/or pressure of fuel 901 and/or intake air 911 controllably delivered to the combustion chambers by the fuel injectors 909 and air injectors 919, respectively, as active combustion or non-active combustion chambers may found to be optimally operated. In this manner, power output, speed, as well as other engine parameters can be controlled.
An engine in accordance with at least one embodiment of the present disclosure can have any one, or any combination, of a number of various firing orders and frequencies. The requirements needed and desired for optimal economy, power output, torque, or other performance objectives may vary. With reference to
For example, because of the configuration of the exemplary four chamber engine depicted, each combustion chamber can be fired four times for each revolution of the rotor. Because all four combustion chambers can be fired at the same time, and there are four positions for ignition, then sixteen combustion events may occur per revolution. The maximum number of combustion chambers that can be fired per revolution is dependent on the number of combustion chambers. However, it is not required that the combustion chambers fire four times per revolution.
As a further example, all combustion chambers can be fired at the same time, but only twice per revolution. This would provide a total of eight combustion chamber firings per revolution. Similarly, all combustion chambers can be fired at the same time, but only once per revolution. This would provide a total of four combustion chamber firings per revolution. Likewise, firing all combustion chambers at the same time, but only three times per revolution would provide a total of six combustion chamber firings per revolution.
A still further option would be to fire all combustion chambers at the same time, but only once every other revolution. This would provide an average of two combustion chamber firings per revolution. Thus, it is evident that when all four combustion chambers are fired at the same time, any number of average firings per revolution can be attained from a theoretical limit approaching zero to sixteen for the four chambered engine. Similar relationships apply to the engines with different numbers of combustion chambers.
In accordance with at least some embodiments of the present disclosure, fewer than all combustion chambers are fired at the same time. For example, chambers 1 and 2 can be fired at the same time, and chambers 3 and 4 can be fired at the same time, provided that chambers 1 and 2 are not fired at the same time as chambers 3 and 4. Specifically, chambers 1 and 2 can be fired alternately with chambers 3 and 4.
In one example, chambers 1 and 2 are alternately fired with chambers 3 and 4, wherein each chamber is fired once per revolution. In another example, chambers 1 and 2 are fired once per revolution and chambers 3 and 4 are fired twice per revolution.
In yet another example, each chamber is fired twice per revolution. In still another example, chambers 1 and 2 are fired once every half of a revolution and chambers 3 and 4 are fired every three-quarters of a revolution. Thus a great number of combinations of chamber firings can be achieved when firing the chambers in pairs. Firing in opposing pairs or other balanced application of force to produce balanced torque are preferred in most constructions of engines according hereto.
In accordance with still other operational embodiments of the present inventions, each of the chambers can be made to fire alone. For example, first chamber 1 can fire, then chamber 3 can fire, then chamber 2 can fire, then chamber 4 can fire. As a further example, first chamber 1 can fire, then chamber 2 can fire, then chamber 4 can fire, then chamber 3 can fire. This can occur at various frequencies of combustion.
In accordance with at least one embodiment of the present disclosure, an engine can be operated such that the frequency of combustion events per revolution is greater than the number of combustion chambers of the engine. For example, if an engine has four combustion chambers, the engine can be operated in accordance with at least one embodiment of the present disclosure such that the frequency of combustion events per revolution is greater than four.
Conversely, in accordance with at least one embodiment of the present disclosure, an engine can be operated such that the frequency of combustion events per revolution is less than the number of combustion chambers of the engine. For example, if an engine has four combustion chambers, the engine can be operated in accordance with at least one embodiment of the present disclosure such that the frequency of combustion events per revolution is less than four.
Moreover, in accordance with at least one embodiment of the present disclosure, an engine can be operated such that the frequency of combustion events per revolution is the same as the number of combustion chambers of the engine. For example, if an engine has four combustion chambers, the engine can be operated in accordance with at least one embodiment of the present disclosure such that the four combustion events occur per revolution.
In accordance with yet another embodiment of the present disclosure, an engine can be operated in a manner such that combustion events occur in opposing pairs. More specifically, in an engine having an even number of combustion chambers and an even number of rotor seals and associated rotor components, two combustion events occur substantially simultaneously in combustion chambers located on substantially opposite sides of the engine housing. Such combustion in opposing pairs can occur at a frequency that is substantially variable or that is substantially non-variable.
Control of ignition frequency and patterns of firing can also be done to shift from one chamber to another or from one pair of opposing chambers to another pair to help maintain the combustion chambers in a heated condition or reduced to achieve lower operating temperatures as desired for operational, life of engine, maintenance costs or other considerations.
One or more aspects of the inventions taught herein can be employed with or in place of various types of power producing apparatus, and in particular, with or in place of various types of internal combustion engines. One or more teachings of the present disclosure can be employed to produce power in any of a number of various applications, including stationary, automotive, aerospace, and other applications now known or hereafter developed.
Benefits associated with one or more aspects of the inventions taught herein include reduction of reciprocating mass compared with conventional reciprocating internal combustion engines. More specifically, a high proportion of moving machine component mass is purely rotational compared with conventional reciprocating internal combustion engines. Benefits associated with one or more aspects of the inventions taught herein also include a low moving parts count compared with conventional reciprocating internal combustion engine designs.
More about Preferred Manners of Making
Various portions and components of apparatus within the scope of the inventions, including for example, structural components, can be formed by one or more various suitable manufacturing processes known to those in the art of building rotating machinery, and specifically to those in the art of building internal combustion engines. Such manufacturing processes can include, but are not limited to, forging, casting, milling, drilling, turning, grinding and the like. It is to be understood that one or more components of apparatus within the scope of the inventions can be made in accordance with means and/or processes not yet known.
Similarly, various portions and components of apparatus within the scope of the inventions can be made from suitable materials known to those in the art of machine building, and more particularly to those in the art of building internal combustion engines. Such materials can include, but are not limited to, iron, various types of steel, aluminum including various types of aluminum alloy, various other metals, as well as various composite materials. Furthermore, it is to be understood that one or more components of apparatus within the scope of the inventions can be made from one or more materials not yet known.
The above description has set out various features, functions, methods and other aspects of the inventions. This has been done with regard to the currently preferred embodiments thereof. Time and further development may change the manner in which the various aspects are implemented. Such aspecs may further be added to by the language of the claims which are incorporated by reference hereinto as originally filed.
The scope of protection accorded the inventions as defined by the claims is not intended to be necessarily limited to the specific sizes, shapes, features or other aspects of the currently preferred embodiments shown and described. The claimed inventions may be implemented or embodied in other forms while still being within the concepts shown, described and claimed herein. Also included are equivalents of the inventions which can be made without departing from the scope of concepts properly protected hereby.
