GB1565646A - Creación de Inventos y Patentes con Inteligencia Artificial

GB1565646A – Turbo engine
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GB1565646A – Turbo engine
– Google Patents
Turbo engine

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Publication number
GB1565646A

GB1565646A
GB1831478A
GB1831478A
GB1565646A
GB 1565646 A
GB1565646 A
GB 1565646A
GB 1831478 A
GB1831478 A
GB 1831478A
GB 1831478 A
GB1831478 A
GB 1831478A
GB 1565646 A
GB1565646 A
GB 1565646A
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GB
United Kingdom
Prior art keywords
combustion
engine
rotary
piston
disposed
Prior art date
1978-05-08
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)

Expired

Application number
GB1831478A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Alexeev K M

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Alexeev K M
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
1978-05-08
Filing date
1978-05-08
Publication date
1980-04-23

1978-05-08
Application filed by Alexeev K M
filed
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Alexeev K M

1978-05-08
Priority to GB1831478A
priority
Critical
patent/GB1565646A/en

1980-04-23
Publication of GB1565646A
publication
Critical
patent/GB1565646A/en

Status
Expired
legal-status
Critical
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Classifications

F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING

F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES

F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES

F01B1/00—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements

F01B1/06—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in star or fan arrangement

F01B1/062—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in star or fan arrangement the connection of the pistons with an actuating or actuated element being at the inner ends of the cylinders

F01B1/0624—Reciprocating-piston machines or engines characterised by number or relative disposition of cylinders or by being built-up from separate cylinder-crankcase elements with cylinders in star or fan arrangement the connection of the pistons with an actuating or actuated element being at the inner ends of the cylinders with cam-actuated distribution member(s)

Description

(54) TURBO PISTON ENGINE
(71) We, KIRILL M. ALEXEEV and
ANTONINA I. ALEXEEV, residing at 415 East 52nd Street, New York, New York 10022,
United States of America, being permanent residents of the United States of America, do hereby declare the invention for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement :
This invention relates to automotive engines; and more particularly to rotary automotive engines.
The development of the modern automotive engine began many years ago. The significant thrust of that development has been towards engines of the conventional piston type. Some early efforts were made to develop engines of the rotary type because of the opinion that such engines utilized fuel more efficiently. However many such engines did not prove out. Indicative of this early type rotary engine are those shown in United States Letters Patent
Number 937,298 granted on October 19, 1909 to A. Finch for Reversible Rotary Gas or Oil Engine; Number 1,272,728 granted on July 18, 1918 to W. J. Tower for Rotary
Engine; Number 1,286,900 granted on
December 10, 1918 to A. C. Ashcraft for
Rotary Engine; and Number 1,319,932 granted on October 28, 1919 to S. B. Stevenson for Rotary Engine-Explosive Type.
The engines of these patents are all crude devices quite unacceptable for the type of vehicle in use today.
Considerable efforts have recently been undertaken to provide a more modern rotary engine. This is especially so in view of the urgent necessity for fuel conservation; which dictates the need for more efficient automotive engines now more than ever before. Rotary engines of the type shown in British Patent 838,166 granted on June 22, 1960 for Improvements in or relating to Rotary Internal Combustion
Engines have still failed to cure the inadequacies of the early rotary engines. On the other hand those like that of United States
Letters Patent Number 3,852,001 granted to
E. T. Miller on December 3, 1974 for Fluid
Translator, while possibly suitable for pressurized fluids such as steam, do not appear to be at all suitable for use with combustible fluids such as gasoline or diesel fuel.
According to the present invention we provide a rotary combustion engine comprising:
(a) turbo disc means carried by a main shaft for rotation between cover means and housing means;
(b) a plurality of piston lugs extending radially from said turbo disc means into an annular channel formed between said cover means and said housing means; and
(c) a plurality of combustion means, each disposed between said housing means and said cover means for coaction with each of said piston lugs;
(d! each said combustion means including combustion chamber means movable between a first position in communication with said annular channel and in alignment with a spark plug carried by said housing means, and a second position in communication with said annular channel but not aligned with said spark plug.
We describe below an embodiment of the invention which utilizes a turbo disc with four radial piston lugs disposed equally thereabout for movement through an annular channel about which is disposed, in equidistant relationship, three combustion members. The shaft upon which the turbo disc is mounted also mounts a cam which co-acts with the combustion members to align a combustion chamber formed therein to either receive fuel as it is being compressed by one of said piston lugs, to have such compressed fuel ignited so as to drive a piston lug, or to permit a piston lug to pass. The turbo disc in its passage, a significant portion of which is under explosive driving force, also aligns with fuel intake ports, and with waste gas discharge ports, to provide for complete cyclic action.
In the drawing:
FIG. 1 is a perspective showing of a rotary combustion engine and cut away in part to better show details thereof;
FIG. 2 is an exploded perspective view of the cover and turbo disc of FIG. 1;
FIG. 3 is an exploded perspective view of the main shaft and cam of FIG. 1;
FIG. 4 is an exploded view of one of the combustion members of FIG. 1;
FIG. 5 is an elevational view of the engine of FIG. 1 cut away in part to better show details thereof;
FIG. 6 is a vertical sectional view of the engine of FIGS. 1-5;
FIG. 7 is an elevational view of the turbo disc;
FIG. 8 is a vertical sectional view of the turbo disc of FIG. 7;
FIG. 9 is an enlarged elevational view of the cam of FIG. 1;
FIG. 10 is an enlarged view of one of the combustion members showing the labyrinth seals therefore;;
FIG. 11 is an enlarged sectional view of the combustion member of FIG. 10 showing same in position within its housing and disposed for co-action with the turbo disc;
FIGS. 12A, 12B and 12C are schematic showings of the relationship between the three combustion members and the four turbo disc piston lugs at three different times in the engine cycle of operation;
FIGS. 13A and 13B are schematic showings of the relationship between the three combustion members and the four turbo disc piston lugs in relationship to the profile of the actuating cam of FIG. 9 (FIGS. 1 3A and 13B being mirror views as in FIG. 11); and
FIG. 14 is a schematic showing of the wiring for the spark plugs and rotor utilized with the engine of FIG. 1.
For convenience this preferred embodiment of the invention is described as applied- to a rotary engine for use with gasoline as a fuel and having a four piston lug turbo disc disposed for co-action with three combustion members all disposed in equidistant relationships about a main shaft; it should be understood, nevertheless, that the engine can be designed to operate on other conventional fuels, that additional turbo-disc/combustion members sets may be disposed on the main shaft, and that the turbo disc may carry additional numbers of piston lugs in equidistant relationship thereabout as long as additional combustion members are also provided.
With reference to FIG. I there is shown at 20 a rotary combustion engine with a turbo disc 22 (FIGS. 1 and 2) fixedly secured to a main shaft 24 (FIGS. 1 and 3) for rotation therewith in a sDace 26 provided between a housing 28 (FIGS. 1 and 6) and’a cover 30. Three combustion members 40, 42 and 44 (FIGS. 1, 5 and 6) are carried bv housing 28 in circumferentially eauidistant relationship with respect to each other about main shaft 24; and for successive co-operation with four radially extending piston lugs 50, 52, 54 and 56 disposed in circumferentially equidistant relationship about turbo disc 22.Piston lugs 50-56 are disposed to rotate through an annular channel 60 formed between the outer periphery 62 of the central circumferential portion of turbo disc 22, the inner wall 64 of cover 30 and the inner wall 66 of housing 28, A hub 70 is disposed on turbo disc 22 to facilitate its disposition on main shaft 24.
A pair of fuel entry ports 72, 74 (FIG. 7) extend from outer periphery 62 of disc 22 through a first surface 76 of disc 22; while a pair of waste gas discharge ports 78, 80 extend from outer periphery 62 of disc 22 through a second surface 82 of disc 22.
Fuel ports 72, 74 are disposed 1800 apart on disc 22; and exhaust ports 78, 80 are also disposed 1800 apart on disc 22. Both sets of ports are disposed in proximity to opposed piston lugs 50, 54; with the fuel ports 72, 74 trailing same in the normal direction of rotation for disc 22, and with exhaust ports 78, 80 leading same in the normal direction of rotation for disc 22.
Each combustion member 40, 42, 44 includes a central part 90 (FIGS. 1, 4 and 6) through which there extends a combustion chamber 92 and across the face of which there is formed a piston lug groove 94. A top pin 96 extends radially out from central part 90 into a seat 98 formed in a cover plate 100 secured to housing 28 by screws 102 or the like. A bottom pin 110 extends radially in from central part 90 for coaction with a cam follower 112 having a radial cam pin 114 seated in a track 116 of a combustion member operating cam 118 fixedly carried by shaft 24 for rotation therewith. A number of bearings 120 are provided for each combustion member to facilitate oscillating motion thereof about an axis of rotation through pins 96, 110.
This oscillating action will be explained later on in the description.
If desired each combustion member 90 (FIGS. 4, 10 and 11) can have formed and disposed about its periphery a number of labyrinth sealing seats 130 disposed for cooperation with the inner surface 66 of housing 28 to provide an effective seal for combustion member 90 therewithin. In similar manner labyrinth seal seats 132 (FIG. 11) can be formed in the surfaces of turbo disc 22. The wall of housing 28 proximate each combustion member 90 is formed with an aperture 134 extending therethrough, and which is formed to receive a spark plug 136.
Each combustion member 90 seats mainly in its respective area of housing 28; with a portion of member 90 extending axially therefrom across annular channel 60 and into a seat 140 (FIG. 11) formed in inner wall 64 of cover 30. An abutment 142 having a first abutting surface 144 and a second abutting surface 146 is formed in seat 140 to prevent combustion member 90 from rotating a full 3605: more directly it permits 45″ reverse rotation and provides a seal in compression. When wall 148 of piston lug groove 94 of combustion member 90 is in abutting relationship with abutment surface 144 then combustion chamber 92 of member 90 is in communication with annular channel 60 but not aligned with spark plug 136 (as shown in FIG. 11).
When wall 148 of groove 94 of member 90 is in abutting relationship with abutment surface 146 (shown in phantom in FIG. I1) then combustion chamber 92 is not only in communication with annular channel 60 but it is also aligned with spark plug 136.
A third position for combustion member 90 is with surface 148 of groove 92 parallel to inner surface 64 of cover 30. In this condition annular channel 60 is fully open in the area of combustion member 90 and a piston lug 50 can pass by.
The operation of rotary engine 20 may best be explained with reference to FIGS.
12A, 12B and 12C which show the relative relationships between combustion members 40, 42 and 44 with respect to piston lugs 50, 52, 54 and 56 as turbo disc 22 rotates through a complete revolution. Reference to FIGS. 13A and 13B may also be helpful since they show the timing relationship between cam track 116, combustion members 40, 42, 44 and piston lugs 50, 52, 54 and 56 during rotation of turbo disc 22 through a complete revolution.
It should be noted that for each combustion member 40 there is a number of dwell or neutral positions «D» (FIG. 13A) during which surface 148 of groove 92 is parallel to annular channel 60 (as shown for member 40 of FIG 13B) and a respective piston lug 50, 52, 54, 56 can pass therebetween. There are also two positions for combustion member 40 wherein its combustion chamber 92 is aligned with spark plug 136 and in communication with annular channel 60 (as shown for member 44 in
FIG. 13B); the first such position is marked «I» for ignition (FIG. 13A), and the second such position is marked «F» for fueling.
There are two other positions for combustion member 40. In both of these positions its combustion chamber 92 is still in communication with annular channel 60 but not aligned with a sDark plug 136 (as shown for number 42 in FIG. 13B): with the first such position marked «E» (FIG. 13A) for exhaust, and the second such position marked «C» for compression.
As disc 22 rotates its exhaust ports 78, 80 will be brought into communication with passages 160, 162, 164 formed through cover 30; while its fuel entry ports 72, 74 will be moved into alignment with fuel entry means (not shown) formed through housing 28.
In FIG. 12A it can be seen that piston lug 52 is under the explosive action of ignited fuel from combustion member 40 and this drives piston lug 52 and turbo disc 22 in the direction of arrow A (FIG. 12A).
The leading edge of piston lug 52 is however compressing fuel into the continuous passage formed by annular channel 60 and combustion chamber 92 of member 42. As the cycle continues combustion member 42 will be oscillated through its dwell position to its ignition position and upon spark plug ignition will add further drive to turbo disc 22.
This is further continued by ignition from combustion member 44. Thus the cycle continues with fuel entry, compression, ignition and exhaust. The faster fuel is injected the faster the engine will rotate.
Also disposed upon main shaft 24 is an electrical distributor 200 (FIGS. 6 and 14).
Distributor 200 is connected on one hand to a source of suitable electrical energy (not shown) to actuate spark plugs 136; and includes a pair of electrical contacts 202, 204 suitably and electrically interconnected thereto on a rotor 206, but which are 1800 apart. Spark plugs 136 are also interconnected by electrical conductors 210 and that as rotor 206 rotates its contacts 202, 204 successively engage and close circuits with stator contacts 220, 222 and 224 to energize spark plugs 136 and cause ignition of the compressed fuel.
From the above description it will thus be seen that a novel and improved rotary engine has been provided, which rotary engine: utilizes a power stroke that is always tangential to the direction of engine rotation; can be operated effectively and efficiently without either a clutch or transmission since the extent of fuel input determines the power output; and which engine has a very advantageous weight to power output ratio.
It is to be understood that the area encompassed between any combustion chamber and the adjacent piston lugs on both the upstream and downstream side or between adjacent lugs forms an operating chamber undergoing one phase of the internal combustion cycle. Therefore, at any point in time, there are 6 operating chambers in each 360″ rotation of the disc for the 4 lug-3 combustion chamber embodiment previously described. Through the cam means operating from the main shaft there is of course synchronized operation of the six operating chambers. In general, where there is one more lug than the number of combustion chambers, there can be as many as twice the number of operating chambers as combustion chambers. In the present case, there are 6 operating chambers for 3 combustion chambers.
It is to be also understood that while the present embodiment discloses one engine to one drive shaft, several such engines may be mounted to the same drive shaft in spaced parallel relationship; so as to effect a multiplication of the output power with a single engine design in multiple mountings.
Other modifications to the invention are within the contemplation of this invention as to provide a variable sized combustion chamber by means of a piston within the combustion chamber itself and to coordinate this variable chamber size to the fuelair intake to the chamber.
WHAT WE CLAIM IS: – 1. A rotary combustion engine comprising:
(a) turbo disc means carried by a main shaft for rotation between cover means and housing means;
(b) a plurality of piston lugs extending radially from said turbo disc means into an annular channel formed between said cover means and said housing means; and
(c) a plurality of combustion means, each disposed between said housing means and said cover means for co-action with each of said piston lugs;
(d) each said combustion means including combustion chamber means movable between a first position in communication with said annular channel and in alignment with a spark plug carried by said housing means, and a second position in communication with said annular channel but not aligned with said spark plug.
2. The rotary engine of claim 1 wherein said plurality of piston lugs exceeds by one said plurality of combustion means.
3. The rotary engine of claim 2 wherein there are four piston lugs and three combustion means.
4. The rotary engine of claim I including cam means carried by said main shaft for co-action with said combustion means to move same between said first position and said second position.
5. The rotary engine of claim 4 wherein said cam means includes a radially disposed cam track and each said combustion means includes a radially extending cam follower.
6. The rotary engine of claim 1 wherein said turbo disc means carries a pair of fuel entry ports and a pair of waste gas discharge ports.
7. The rotary engine of claim 6 wherein said pair of fuel entry ports are disposed 1800 apart on said turbo disc means; and said waste gas discharge ports are disposed 1800 apart on said turbo disc means.
8. The rotary engine of claim 7 wherein one of said fuel entry ports is disposed to one side of a particular one of said piston lugs and wherein one of said waste gas discharge ports is disposed to the other side of said one of said piston lugs.
9. The rotary engine of claim 8 wherein said fuel entry ports trail said piston lugs in a normal direction of movement thereof and said waste gas discharge ports lead said piston lugs in said normal direction of movement thereof.
10. The rotary engine of claim 1 including a plurality of labyrinth seals disposed seals disposed between said combustion means and the adjacent areas of said housing means and said cover means.
11. The rotary combustion engine of claim 1, wherein the first and second positions, regions are formed with said channel between the combustion means and adjacent lugs to provide operating chambers, each operating chamber undergoing one phase of an internal combustion engine cycle, and wherein there are more operating chambers than combustion chambers.
12. The rotary combustion engine of claim 11 wherein there are four piston lugs and three combustion means, and where there are six operating chambers within the 360″ of the turbo disc.
13. The rotary combustion engine of claim 11, further comprising means to coordinate the combustion means position with the turbo disc rotation to synchronize the operating chambers.
14. The rotary combustion engine of claim 1, having a third position in which the combustion chamber does not communicate with the annular channel but permits a lug to move past the chamber means.
15. A rotary combustion engine, substantially as described herein with reference to the accompanying drawings.
**WARNING** end of DESC field may overlap start of CLMS **.

Claims (15)

**WARNING** start of CLMS field may overlap end of DESC **. present case, there are 6 operating chambers for 3 combustion chambers. It is to be also understood that while the present embodiment discloses one engine to one drive shaft, several such engines may be mounted to the same drive shaft in spaced parallel relationship; so as to effect a multiplication of the output power with a single engine design in multiple mountings. Other modifications to the invention are within the contemplation of this invention as to provide a variable sized combustion chamber by means of a piston within the combustion chamber itself and to coordinate this variable chamber size to the fuelair intake to the chamber. WHAT WE CLAIM IS: –

1. A rotary combustion engine comprising:
(a) turbo disc means carried by a main shaft for rotation between cover means and housing means;
(b) a plurality of piston lugs extending radially from said turbo disc means into an annular channel formed between said cover means and said housing means; and
(c) a plurality of combustion means, each disposed between said housing means and said cover means for co-action with each of said piston lugs;
(d) each said combustion means including combustion chamber means movable between a first position in communication with said annular channel and in alignment with a spark plug carried by said housing means, and a second position in communication with said annular channel but not aligned with said spark plug.

2. The rotary engine of claim 1 wherein said plurality of piston lugs exceeds by one said plurality of combustion means.

3. The rotary engine of claim 2 wherein there are four piston lugs and three combustion means.

4. The rotary engine of claim I including cam means carried by said main shaft for co-action with said combustion means to move same between said first position and said second position.

5. The rotary engine of claim 4 wherein said cam means includes a radially disposed cam track and each said combustion means includes a radially extending cam follower.

6. The rotary engine of claim 1 wherein said turbo disc means carries a pair of fuel entry ports and a pair of waste gas discharge ports.

7. The rotary engine of claim 6 wherein said pair of fuel entry ports are disposed 1800 apart on said turbo disc means; and said waste gas discharge ports are disposed 1800 apart on said turbo disc means.

8. The rotary engine of claim 7 wherein one of said fuel entry ports is disposed to one side of a particular one of said piston lugs and wherein one of said waste gas discharge ports is disposed to the other side of said one of said piston lugs.

9. The rotary engine of claim 8 wherein said fuel entry ports trail said piston lugs in a normal direction of movement thereof and said waste gas discharge ports lead said piston lugs in said normal direction of movement thereof.

10. The rotary engine of claim 1 including a plurality of labyrinth seals disposed seals disposed between said combustion means and the adjacent areas of said housing means and said cover means.

11. The rotary combustion engine of claim 1, wherein the first and second positions, regions are formed with said channel between the combustion means and adjacent lugs to provide operating chambers, each operating chamber undergoing one phase of an internal combustion engine cycle, and wherein there are more operating chambers than combustion chambers.

12. The rotary combustion engine of claim 11 wherein there are four piston lugs and three combustion means, and where there are six operating chambers within the 360″ of the turbo disc.

13. The rotary combustion engine of claim 11, further comprising means to coordinate the combustion means position with the turbo disc rotation to synchronize the operating chambers.

14. The rotary combustion engine of claim 1, having a third position in which the combustion chamber does not communicate with the annular channel but permits a lug to move past the chamber means.

15. A rotary combustion engine, substantially as described herein with reference to the accompanying drawings.

GB1831478A
1978-05-08
1978-05-08
Turbo engine

Expired

GB1565646A
(en)

Priority Applications (1)

Application Number
Priority Date
Filing Date
Title

GB1831478A

GB1565646A
(en)

1978-05-08
1978-05-08
Turbo engine

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

GB1831478A

GB1565646A
(en)

1978-05-08
1978-05-08
Turbo engine

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Publication Number
Publication Date

GB1565646A
true

GB1565646A
(en)

1980-04-23

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ID=10110367
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Application Number
Title
Priority Date
Filing Date

GB1831478A
Expired

GB1565646A
(en)

1978-05-08
1978-05-08
Turbo engine

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GB1565646A
(en)

1978

1978-05-08
GB
GB1831478A
patent/GB1565646A/en
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Expired

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