WO2006016358A2

WO2006016358A2 - Rotary internal combustion engine with coupled cylinders

Info

Publication number: WO2006016358A2
Application number: PCT/IL2005/000855
Authority: WO
Inventors: Leonid Gerber
Original assignee: Peleg, Aharon
Priority date: 2004-08-10
Filing date: 2005-08-09
Publication date: 2006-02-16
Also published as: WO2006016358A3; IL163427A

Abstract

A toroidal engine configuration with coupled cylinders such that the intake and compression strokes are performed in a first cylinder, the pressurized fuel/air mixture is then transferred to a second cylinder for combustion, and the expansion and exhaust strokes are performed in the second cylinder such that all four strokes of the conventional four-stroke cycle are performed simultaneously. The present invention also includes structurally coupling the first and second cylinders by providing a stator containing a single toroidal volume and a common rotor, the rotor and the stator defining between them the two toroidal cylinders. The cylinders may be configured on opposite sides of the rotor, along the peripheral edge of the rotor, or on the same side of the rotor.

Description

INTERNAL COMBUSTION ENGINE WITH COUPLED CYLINDERS

FIELD AND BACKGROUND OF THE INVENTION

The present invention relates to internal combustion engines and, in particular, it concerns an internal combustion engine with coupled cylinders.

The basic principles of a four-stroke internal combustion engine may be equally applied to conventional reciprocating piston engines as well as rotary engines. In general, all four strokes of the cycle are performed within the same cylinder. That is, a single piston deployed within a cylinder travels through the series of intake, compression, combustion/expansion and exhaust strokes. Therefore, the power is generated in only one of four strokes, unlike two-stroke engines in which power is generated in one of two strokes. However, two- stroke engines have historically been fuel inefficient due to the overlap of the exhaust and intake processes during a single stroke and the manner in which these processes occur.

In the move to rotary type engines, toroidal cylinder configurations have emerged in which piston elements travel on a continuous path through a single toroidal chamber. In an attempt to increase power, the number of pistons has been increased. This has been done in the past by increasing the number of pistons traveling through the same toroidal chamber. Alternatively, additional toroidal chambers have been added, which include additional pistons. This alternative is basically linking two or more separate engines.

There is therefore a need for an engine in which first and second cylinders are configured in a common rotor deployed within a single toroidal chamber and all four strokes on the four-stroke cycle are performed simultaneously, such that the intake and compression strokes are performed in the first cylinder simultaneous to combustion and the expansion and exhaust strokes of a different cycle being performed in the second cylinder. SUMMARY OF THE INVENTION

The present invention is an internal combustion engine with coupled cylinders.

According to the teachings of the present invention there is provided, a rotary internal combustion engine comprising: (a) a stator containing a single toroidal volume; (b) a rotor, at least a portion of which travels a path defined by the toroidal volume; wherein the rotor and the stator define between them at least a first pair of toroidal cylinders deployed within the single toroidal volume, the pair of toroidal cylinders being in selective fluid communication such that a first of the pair of toroidal cylinders performs intake and compression strokes, a resultant compressed fuel/air mixture is transferred to a second of the pair of toroidal cylinders, in which combustion occurs and expansion and exhaust strokes are performed, and during each cycle there is at least one period when the first and second toroidal cylinders are isolated and at least one period when the selective fluid communication is established so as to allow the transfer of the compressed fuel/air mixture.

According to a further teaching of the present invention, each of the toroidal cylinders is divided by a reciprocating wall such that the first toroidal cylinder is divided into intake and compression regions and the second toroidal cylinder is divided into combustion and exhaust regions, and each of the toroidal cylinders is configured with sloping cylinder end walls to allow passage of the reciprocating wall during rotor rotation.

According to a further teaching of the present invention, the first and second toroidal cylinders are toroidal channels configured in the rotor and the reciprocating walls are configured in the stator.

According to a further teaching of the present invention, there is also provided a passageway configured in the rotor so as to allow the selective fluid communication between the first and second toroidal cylinders.

According to a further teaching of the present invention, the selective fluid communication is controlled by a stator extension that extends into a toroidal slot configured a peripheral edge of the rotor so as to substantially block the passageway, the stator extension having at least one gap that allows the transfer of the compressed fuel/air mixture.

According to a further teaching of the present invention, the first and second toroidal cylinders are configured on opposite sides of the rotor. According to a further teaching of the present invention, the first and second toroidal cylinders are configured along a peripheral edge of the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are configured as concentric toroidal cylinders on the same side of the rotor of the rotor. According to a further teaching of the present invention, the first and second toroidal cylinders are toroidal channels configured in the stator and the reciprocating walls are configured in the rotor.

According to a further teaching of the present invention, there is also provided a passageway configured in the stator so as to allow the selective fluid communication between the first and second toroidal cylinders.

According to a further teaching of the present invention, the selective fluid communication is controlled by at least one flap valve deployed at one end of the passageway configured in the stator, the flap valve being biased toward an open position, the flap valve held in a closed position by the rotor and allowed to open by passage of a notch configured in the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are configured on opposite sides of the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are configured along a peripheral edge of the rotor. According to a further teaching of the present invention, the first and second toroidal cylinders are configured as concentric toroidal cylinders on a same side of the rotor.

According to a further teaching of the present invention, the at least a first pair of toroidal cylinders is configured a plurality of pairs of toroidal cylinders. There is also provided according to the teachings of the present invention, a method for operating a rotary internal combustion engine, the method comprising: (a) providing a stator containing a single toroidal volume; (b) providing a rotor, at least a portion of which travels a path defined by the toroidal volume such that the rotor and the stator define between them at least a first pair of toroidal cylinders deployed within the single toroidal volume; (c) performing intake and compression strokes in a first of the pair of toroidal cylinders so as to produce a compressed fuel/air mixture; (d) establishing selective fluid communication between the first toroidal cylinder and a second toroidal cylinder such that the compressed fuel/air mixture is transferred from the first toroidal cylinder to the second toroidal cylinder; (e) isolating the first and second toroidal cylinders; (f) igniting the compressed fuel/air mixture; (g) performing expansion and exhaust strokes; (h) repeating steps c-g.

According to a further teaching of the present invention, the first and second toroidal cylinders are implemented on opposite sides of the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are implemented along a peripheral edge of the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are implemented as concentric toroidal cylinders on a same side of the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are implemented as toroidal channels configured in the rotor.

According to a further teaching of the present invention, the first and second toroidal cylinders are implemented as toroidal channels configured in the stator.

According to a further teaching of the present invention, step c-g are performed such that a center of mass of the fuel/air mixture is substantially constantly moving forward along a path from an intake port to an exhaust port. BRIEF DESCRIPTION OF THE DRAWINGS

The invention is herein described, by way of example only, with reference to the accompanying drawings, wherein:

FIG. 1 is a schematic cross section of a first preferred embodiment of an internal combustion engine constructed and operative according to the teachings of the present invention, taken along line 1-1 in FIG. 3;

FIG. 2 is a schematic cross section of the embodiment of FIG. I₅ taken along line 2-2 in FIG. 4;

FIGS. 3 and 4 are schematic cross sections of the embodiment of FIG. 1, taken along line 3-3 in FIG. 2;

FIG. 5 is a cross section of a second preferred embodiment of an internal combustion engine constructed and operative according to the teachings of the present invention, taken along line A-A in FIG. 6;

FIGS. 6 and 9 are cross sections of the embodiment of FIG. 5, taken along line 6-6 in FIG. 5;

FIGS. 7 and 10 are cross sections of the embodiment of FIG. 5, taken along line 7-7 in FIG. 5;

FIG. 8 is a cross section of the embodiment of FIG. 5, taken along line B-B in FIG. 9; and FIG. 11 is a schematic side elevation of third embodiment of a rotor constructed and operative according to the teachings of the present invention.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

The present invention is an internal combustion engine with coupled cylinders.

The principles and operation of internal combustion engine according to the present invention may be better understood with reference to the drawings and the accompanying description.

By way of introduction, the principles of the present invention include providing coupled cylinders such that the intake and compression strokes are performed in a first cylinder, the pressurized fuel/air mixture is then transferred to a second cylinder for combustion, and the expansion and exhaust strokes. Thusly configured, the first cylinder is performing an intake stroke at the same time the second cylinder is performing an expansion stroke. Similarly, the first cylinder is performing a compression stroke at the same time the second cylinder is performing an exhaust stroke. Therefore, all four strokes of the conventional four-stroke cycle are performed in a two-stroke sequence, which gives increase power over an engine in which all four strokes are performed in the same cylinder.

When applied to a toroidal engine configuration, in which the rotating piston element travels in a substantially circular path, the principles of the present invention also include structurally coupling the first and second cylinders by providing a stator containing a single toroidal volume and a common rotor, at least a portion of which travels a path defined by the toroidal volume. In this arrangement, portions of all four strokes are occurring simultaneously. That is, while the intake process is occurring behind the piston element in the intake region of the intake/compression cylinder, the compression process is occurring in the compression region in front of the piston element. At the same time, the expansion process is occurring behind the piston element in the expansion region of the expansion/exhaust cylinder, while the exhaust process is occurring in front of the piston element. The rotor and the stator define between them the two toroidal cylinders. The toroidal cylinders may be configured on opposite sides of the rotor (as discussed below regarding Figures 1-4), along the peripheral edge of the rotor (as discussed below regarding Figures 5-10), or on the same side of the rotor (as discussed below regarding Figure 11).

Referring now to the drawings, and a first preferred embodiment of the present invention as illustrated in Figures 1-4, the engine, generally referred to as 2, includes a stator 4, which may also be the engine housing, and a rotor 20. The stator, therefore, contains a single toroidal volume, as illustrated by line 6, in which the rotor 20 is deployed. The stator 4 and the rotor 20 defined between them toroidal cylinders 22 and 24 that are configured as toroidal channels on opposite sides of the rotor 20. The toroidal cylinders 22 and 24 are configured with sloping cylinder end walls 26, 28, 30 and 32. Extending from the stator 4 into the cylinders 22 and 24 are reciprocating walls 10 and 12 that allow passage of the cylinder end walls when the rotor is turning. Reciprocating walls 10 and 12 are biased toward the rotor 20 by spring elements 8.

Thusly configured, the intake region I of toroidal cylinder 22 is located between cylinder end wall 32 and reciprocating wall 10. The compression region C is located between cylinder end wall 28 and reciprocating wall 10. The expansion region Ep of toroidal cylinder 24 is located between cylinder end wall 30 and reciprocating wall 12. The exhaust region Eh of toroidal cylinder 24 is located between cylinder end wall 26 and reciprocating wall 12. Therefore, the region of the rotor disposed between cylinder end walls 26 and 30 constitutes the rotating piston 34 deployed in the expansion/exhaust cylinder 24, and the region of the rotor disposed between cylinder end walls 28 and 38 constitutes the rotating piston element 36 deployed in the intake/compression cylinder 22.

In operation, the fuel/air mixture is drawn into the intake region I through intake opening 14 as the rotor 20 turns and cylinder end wall 32 moves away form reciprocating wall 10 and the volume of the intake region I increases. When cylinder end wall 28 passes the intake opening 14 the intake region I is closed, the intake region I becomes the compression region C and the compression stroke begins as cylinder end wall 28 moves toward reciprocating wall 10. Since the charge transfer passageway 42 is closed by the stator extension 40 the fuel/mixture is trapped in the compression region C and compressed between cylinder end wall 28 and reciprocating wall 10.

An opening 40a is configured in the stator extension 40 at the point of rotation that cylinder end wall 30 passes reciprocating wall 12. This allows the charge of compressed fuel/air mixture to flow through the charge transfer passageway 42 and transfer to the expansion region Ep of toroidal cylinder 24. As cylinder end wall 28 passes reciprocating wall 10, the transfer is completed and the charge transfer passageway 42 is again closed by stator extension 40. When cylinder end wall 30 passes the igniter 46 the fuel/air mixture is ignited and the resulting combustion drives cylinder end wall 30 away from reciprocating wall 12, thereby generating the rotational motion of the rotor 20. When cylinder end wall 30 passes the exhaust port 16, the expansion region Ep becomes the exhaust region Eh and the exhaust gases are pushed out through the exhaust port 16. It should be noted that due to the circular motion of the piston element through the toroidal volume, the center of mass of the fuel/air mixture, which becomes the exhaust gasses, is always moving forward along the path from the intake opening 14, through toroidal cylinder 22, the charge transfer passageway 42, toroidal cylinder 24 and out the exhaust port 16.

It will be readily understood that an intake stroke is occurring in the intake region I behind the piston element 36 in toroidal cylinder 22 at the same time an expansion stroke of the previous cycle is occurring in the expansion region Ep behind the piston element 34 in toroidal cylinder 24, simultaneously, a compression stroke is occurring in the compression region C in front of the piston element 36 in toroidal cylinder 22 at the same time an exhaust stroke of a previous cycle is occurring in the exhaust region Eh in front of the piston element 34 in toroidal cylinder 24. Therefore, all four strokes of the four-stroke processes are occurring simultaneously, and combustion is occurring in the expansion region Ep of toroidal cylinder 24 once per revolution of the rotor 20.

It will be appreciated that while the discussion regarding Figures 1-4 has be directed to a single pair of coupled cylinders, this has been done for ease of understanding the principles of the present invention and is not intended as a limitation. Rather, it should be noted that a plurality of coupled cylinders may be configured on the rotor.

A second preferred embodiment of the engine 200 present invention, in which the toroidal cylinders are configured along the peripheral edge of the rotor, is illustrated in Figures 5-10. In this embodiment, the toroidal cylinders 222 and 224 are formed as toroidal channels configured in the stator 204 such that the toroidal cylinders 222 and 224 are defined by the stator 204 and the peripheral edge of the rotor 220, which is implemented in this embodiment as two rotor halves 220a and 220b. It should be noted that line 206 indicates the single toroidal volume contained within the stator 204. With the toroidal cylinders 222 and 224 configured in the stator 204, the reciprocating walls 210a, 210b, 212a and 212b, which in this embodiment constitute the revolving piston elements, are deployed on the rotor 220. This embodiment also illustrates the option of configuring a plurality of coupled cylinders. As illustrated here, toroidal cylinders 222a and 224a are coupled to each other, as are toroidal cylinders 222b and 224b.

Therefore, the intake region 1-200 of toroidal cylinder 222 is located between cylinder end wall 232 and reciprocating wall 210. The compression region C-200 is located between reciprocating wall 210 and cylinder end wall 228. The expansion region Ep-200 of toroidal cylinder 224 is located between cylinder end wall 230 and reciprocating wall 212. The exhaust region Eh-200 of toroidal cylinder 224 is located between reciprocating wall 212 and cylinder end wall 226.

Although structurally different from the first embodiment described above, the principles of operation are the same. The fuel/air mixture is drawn into the intake region 1-200 through intake opening 214 as the rotor 220 turns and reciprocating wall 210 moves away form cylinder end wall 232 and the volume of the intake region 1-200 increases. When a subsequent reciprocating wall 210 passes the intake opening 214 the intake region 1-200 is closed and becomes the compression region C-200. At this point in the rotation, the compression stroke begins as reciprocating wall 210 moves toward cylinder end wall 228. Since the charge transfer passageway 242 is closed by flap valves 270 the fuel/mixture is trapped in the compression region C and compressed between cylinder end wall 228 and reciprocating wall 210.

Corresponding notches 272 and 274 configured in the rotor 220 permit the flap valves 270a and 270b, which are biased toward the rotor 220, to open so as to allow the charge of compressed fuel/air mixture to flow through the charge transfer passageway 242 and transfer to the expansion region Ep-200 of toroidal cylinder 224. As reciprocating wall 210 passes cylinder end wall 228 the transfer is completed and the flap valves 270a and 270b are again closed by the rotor 220. When reciprocating wall 212 passes the igniter 246 (seen only in Figure 8) the fuel/air mixture is ignited and the resulting combustion drives reciprocating wall 212 away from cylinder end wall 230, thereby generating the rotational motion of the rotor 220. When reciprocating wall 212 passes the exhaust port 216, the expansion region Ep-200 becomes the exhaust region Eh- 200 and the exhaust gases are pushed out through the exhaust port 216.

As described above, intake strokes are occurring in the intake regions I- 200 of toroidal cylinders 222, behind reciprocating walls 210 at the same time expansion strokes are occurring in the expansion regions Ep-200 of toroidal cylinders 224, behind reciprocating walls 212, while simultaneously, compression strokes are occurring in the compression regions C-200 of toroidal cylinders 222at the same time an exhaust stroke is occurring in the exhaust region Eh-200 of toroidal cylinder 224, in front of reciprocating walls 212. In this embodiment of the present invention, all four strokes of the four-stroke process are occurring while combustion is occurring in the expansion regions

Ep-200 of toroidal cylinders 224 twice during each revolution of the rotor 220.

A third preferred embodiment of a rotor 320 is schematically illustrated in Figure 11. In this embodiment, the coupled toroidal cylinders 322 and 324 are concentrically configured on the same side of the rotor 320. As in the embodiment of Figure I₅ the reciprocating walls are configured in the stator. The toroidal cylinders 322 and 324 may be coupled by charge transfer passageway 342 configured in the rotor, as illustrated. Alternatively, title charge transfer passageway may be configured in the stator. It will be understood that introduction of the fuel/air mixture, engine cooling, and lubrication may be achieved by substantially any method and device known in the art.

It will be appreciated that the configurations herein described do not require conventional intake and exhaust valves, nor the mechanisms required for their operation. This is seen as a substantially benefit of the present invention over engines of prior art. However, this should not be seen as a limitation of the present invention and the use of convention intake and exhaust valves in within the scope of the present invention.

It will be appreciated that the above descriptions are intended only to serve as examples and that many other embodiments are possible within the spirit and the scope of the present invention.

Claims

WHAT IS CLAIMED IS:

1. A rotary internal combustion engine comprising:

(a) a stator containing a single toroidal volume;

(b) a rotor, at least a portion of which travels a path defined by said toroidal volume; wherein said rotor and said stator define between them at least a first pair of toroidal cylinders deployed within said single toroidal volume, said pair of toroidal cylinders being in selective fluid communication such that a first of said pair of toroidal cylinders performs intake and compression strokes, a resultant compressed fuel/air mixture is transferred to a second of said pair of toroidal cylinders, in which combustion occurs and expansion and exhaust strokes are performed, and during each cycle there is at least one period when said first and second toroidal cylinders are isolated and at least one period when said selective fluid communication is established so as to allow said transfer of said compressed fuel/air mixture.

2. The rotary internal combustion engine of claim 1, wherein each of said toroidal cylinders is divided by a reciprocating wall such that said first toroidal cylinder is divided into intake and compression regions and said second toroidal cylinder is divided into combustion and exhaust regions, and each of said toroidal cylinders is configured with sloping cylinder end walls to allow passage of said reciprocating wall during rotor rotation.

3. The rotary internal combustion engine of claim 2, wherein said first and second toroidal cylinders are toroidal channels configured in said rotor and said reciprocating walls are configured in said stator.

4. The rotary internal combustion engine of claim 3, further including a passageway configured in said rotor so as to allow said selective fluid communication between said first and second toroidal cylinders.

5. The rotary internal combustion engine of claim 4, wherein said selective fluid communication is controlled by a stator extension that extends into a toroidal slot configured a peripheral edge of said rotor so as to substantially block said passageway, said stator extension having at least one gap that allows said transfer of said compressed fuel/air mixture.

6. The rotary internal combustion engine of claim 3, wherein said first and second toroidal cylinders are configured on opposite sides of said rotor.

7. The rotary internal combustion engine of claim 3, wherein said first and second toroidal cylinders are configured along a peripheral edge of said rotor.

8. The rotary internal combustion engine of claim 3, wherein said first and second toroidal cylinders are configured as concentric toroidal cylinders on the same side of the rotor of said rotor.

9. The rotary internal combustion engine of claim 2, wherein said first and second toroidal cylinders are toroidal channels configured in said stator and said reciprocating walls are configured in said rotor.

10. The rotary internal combustion engine of claim 9, further including a passageway configured in said stator so as to allow said selective fluid communication between said first and second toroidal cylinders.

11. The rotary internal combustion engine of claim 10, wherein said selective fluid communication is controlled by at least one flap valve deployed at one end of said passageway configured in said stator, said flap valve being biased toward an open position, said flap valve held in a closed position by said rotor and allowed to open by passage of a notch configured in said rotor.

12. The rotary internal combustion engine of claim 9, wherein said first and second toroidal cylinders are configured on opposite sides of said rotor.

13. The rotary internal combustion engine of claim 9, wherein said first and second toroidal cylinders are configured along a peripheral edge of said rotor.

14. The rotary internal combustion engine of claim 9, wherein said first and second toroidal cylinders are configured as concentric toroidal cylinders on a same side of said rotor.

15. The rotary internal combustion engine of claim 1, wherein said at least a first pair of toroidal cylinders is configured a plurality of pairs of toroidal cylinders.

16. A method for operating a rotary internal combustion engine, the method comprising:

(a) providing a stator containing a single toroidal volume;

(b) providing a rotor, at least a portion of which travels a path defined by said toroidal volume such that said rotor and said stator define between them at least a first pair of toroidal cylinders deployed within said single toroidal volume;

(c) performing intake and compression strokes in a first of said pair of toroidal cylinders so as to produce a compressed fuel/air mixture;

(d) establishing selective fluid communication between said first toroidal cylinder and a second toroidal cylinder such that said compressed fuel/air mixture is transferred from said first toroidal cylinder to said second toroidal cylinder;

(e) isolating said first and second toroidal cylinders;

(f) igniting said compressed fuel/air mixture;

(g) performing expansion and exhaust strokes; and (h) repeating steps c-g.

17. The method of claim 9, wherein said first and second toroidal cylinders are implemented on opposite sides of said rotor.

18. The method of claim 9, wherein said first and second toroidal cylinders are implemented along a peripheral edge of said rotor.

19. The method claim 9, wherein said first and second toroidal cylinders are implemented as concentric toroidal cylinders on a same side of said rotor.

20. The method claim 9, wherein said first and second toroidal cylinders are implemented as toroidal channels configured in said rotor.

21. The method claim 9, wherein said first and second toroidal cylinders are implemented as toroidal channels configured in said stator.

22. The method claim 9, wherein step c-g are performed such that a center of mass of the fuel/air mixture is substantially constantly moving forward along a path from an intake port to an exhaust port.