6-cycle dual axis positive displacement turbine engine + methods

Abstract

A simple positive displacement turbine engine has been discovered in which all reciprocating, oscillating and / or elliptical mass is eliminated. This special dual axis turbine engine masters near ideal & complete base four (4) Internal Combustion Engine (ICE) cycles namely; Intake, Compression, Expansion & Exhaust and further perfects them with a single draft cycle between the Intake & Compression cycles and another single draft cycle between the Expansion & Exhaust cycles for a total of six (6) cycles all completed within one (1) 360 degree rotor revolution. The combination of the intrinsic low friction & highly efficient conversion of chemical & thermal reaction into mechanical work and significantly improved cycling results in extremely high specific power and significantly improved Brake Thermal Efficiency (BTE) such that complicated, costly & problematic Variable Valve Timing (VVT) & Direct Fuel Injection (DI) systems can add no additional benefit. And yet the core moving parts (not counting roller bearings) can be reduced to as little as two (2) Intersecting rotors on dual axis and no more than four (4) where timing gears are necessary. Despite its unmatched simplicity the here disclosed special dual axis turbine engine is capable of efficiently generating high compression ratios in excess of 35: 1 @ low speeds and 40: 1 @ higher speeds without aid of external boost. Combined with the ability to initiate ignition of a vast array of combustible fuels, including Hydrogen, by multiple optimally optional means (ie Spark, Glow, Auto, Etc.) in advance of minimum combustion chamber volume without any negative work produced. Industrially significant improvements in power density, BTE AND harmful emission mitigation and even elimination are mathematically and dependably obtainable.

Description

[0001] BACKGROUND:

[0002] The Wankel Rotary Engine held out the promise of a fundamental improvement over the reciprocating piston type IC engine. It seemed counter intuitive, engineering wise, that a rotary IC engine would be less reliable, less efficient and less environmentally compatible than a piston type IC engine, yet, that is the proven reality. The dream of making the Wankel what it promised to be led to an enormous effort by thousands of engineers over 6+ decades at enormous cost that proved unable to overcome intrinsic flaws in the operational Wankel design leading to it being removed from mass production in 2016.

[0003] The enormous effort and financial investment into the Wankel type engine is indicative of a core understanding of the societal importance and the extremely high potential financial rewards from the discovery of a truly useful and practical substantially superior IC engine design. The need for such a discovery is perhaps even greater today than in the past. So, the quest continues.

[0004] The so-called “Liquid Piston” is currently being developed in the US with the aid of government funding. It is simply an inverted Wankel. After decades of work and many prototypes built and tested at a cost of millions of dollars there is still no published performance, efficiency, emissions or sustained reliability data indicating any bankable improvement in power density, Brake Thermal Efficiency (BTE) or emissions. The same or very similar intrinsic flaws of the Wankel limit the potential of the Liquid Piston and many other attempts like it. This is entirely ascertainable without building a prototype because of the enormous amount of real-world data accumulated on the Wankel type engine.

[0005] Environmental concerns weather real or real but exaggerated for political effect have led to a worldwide push to replace ICE powered vehicles of all types with electric motor power. Besides being costly, impractical and even impossible in many cases, electric motor power is not as environmentally compatible as first contemplated. On average the amount of carbon energy (apox 18% less than total energy) to build, distribute, accommodate (due to increased weight and lack of refueling infrastructure), power, dismantle & dispose of an EV over a life cycle of 15 years and 200K mi in all climates is actually slightly more than that of the average of the same category of ICE powered vehicle aside from other unique EV environmental issues. This is the disappointing result despite the fact that EV motors have a gross BTE over 90% while the ICEV engines have a gross BTE under 35%. Therefore, any new ICE operating principle that could increase its BTE to over 50% and combine that with extremely high specific power density would substantially surpass the EV even with a doubling of battery density which would only improve EV (not BTE) efficiency by 8-10%. Other factors would make such an improved ICE much more environmentally friendly aside from the ability to use Hydrogen as a fuel and drop unwanted emissions to ZERO and all at a fraction of the end cost which would insure adoption and actual use by the free market (where every $5K discount doubles the market penetration potential) which is the only way actual environmental improvements can and will be made.

[0006] It is to this new reality that the discovery of an actual breakthrough ICE operating principle is contemporaneously needed. After 147 years it is now clear that the only way to get past the hard limits of pistons, poppet valves & secondary lever / crank action is to find an engine operating principle that eliminates all three (3). Since the Wankel ultimately failed to produce a better useful result even while eliminating both pistons & poppet valves (but not secondary lever / crank action) many have simply concluded that such simplification combined with actual cycling improvements is not possible and have focused on either continued improvement in standard and current production ICE designs OR electrification. Therefore, the art record of serious attempts to eliminate all three (3) ICE limiting parameters is very sparse to date.

[0007] The invention disclosed by O’Connor (US 9,103,210) entitled “Rotary Device” is a dual axis turbine which attempts to become a simple two (2) rotor engine but is only able to complete two (2) cycles (compression & expansion) without the aid of an additional air compressor device which will only get it to four (4) cycles. It is (perhaps) the first publicly disclosed attempt to eliminate all three (3) limiting factors in an IC engine operating principle.

[0008] The “Omega One” as disclosed by Riley (US 11,384,684 & US 11,788,462) is in fact a dual axis turbine design. The Riley design requires only four (4) rotors (plus timing gears) to complete 4-cycles per revolution. However, the Riley disclosure reveals major inherent cycle timing, sealing, speed limitation and efficiency issues that raise concerns as to its ability to produce any useful work. Therefore, predictably even after several sophisticated prototypes have been produced and years of effort there is no indication of the Omega 1 producing a single self-sustained motoring event.

[0009] The subject of this disclosure represents, to date, the most serious and promising quest for a truly better IC engine design in the rare positive displacement turbine category. The herein disclosure distinguishes itself from O’Connor & Riley in multiple key identifiers completely solving all of the inherent issues thereof even while allowing for superior combustion and cycle operational control & timing even while becoming simpler & lighter. BRIEF DESCRIPTION OF DRAWINGS

[0010] Fig. 1 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors in the effective TDC rotor angle position.

[0011] Fig. 2 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors in an effective 30 ° ATDC rotor angle position as it creates the working expansion chamber while simultaneously beginning the positive displacement exhaust cycle.

[0012] Fig. 3 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors in the effective 90 ° ATDC rotor angle position.

[0013] Fig. 4 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors in the effective 180 ° ATDC rotor angle position.

[0014] Fig. 5 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors in the effective 270 ° ATDC rotor angle position.

[0015] Fig. 6 is a front view of the dual axis turbine engine’s duel sealed intersecting rotors with a close-up view of the preferred port and transfer circuit arrangement.

[0016] Fig. 7 is a front view of the dual axis turbine in a housing illustrating intake and exhaust conduit options including an intake port complete with internal cooling fins that wrap around the hottest part of the expansion chamber to allow for better cooling and more even heat dispersion, a dual cool intake port and dual exhaust flow control valves.

[0017] Fig. 8 is a side view depiction of the dual transfer port / pre-chamber / combustion chamber arrangement complete with a variable compression ratio device with space each for a spark plug or glow plug and a variable compression ratio apparatus. Fig. 9 is a graph illustrating the effect of advance ignition timing on the performance of a typical ICE illustrating that 30 degrees advance of TDC or minimum chamber volume produces the best result even though it produces negative work before TDC as is highlighted in red.

[0018] Fig. 10 is a 3D view of curved edge intersecting rotors in housing with the various intake and exhaust port options and exhaust flow control valves visible.

[0019] Fig. 11 is an angled 3D view of a curved edge single rotor with the two (2) step faces defined.

[0020] Fig. 12 is a side angled view of a single rotor with swirl face ridges and double helix sealing mesh gears about the outer circumferences.

[0021] Fig. 13 is a side view of center hub internal screw and hollow center shaft arrangement.

[0022] Fig. 14 is an end view of a gas pressure neutral centrifugally controlled dynamic rotor seal arrangement.

[0023] NOTE: In all illustrations the lower or bottom rotor controls the Intake, intake draft & Compression cycles & the top rotor or “POWER” rotor controls the Expansion, exhaust draft & Exhaust cycles.

[0024] DESCRIPTION OF INVENTION

[0025] 1. ENGINE TYPE DEFINITION:

[0026] Any engine that has a main power shaft (Fig. 10) that rotates free from any secondary lever / crank action and is not in connection with any other shaft which is controlled by motion defined as a lever / crank action, is a turbine. The here disclosed positive displacement turbine is a non-traditional type of turbine that does not have any of the drawbacks common to traditional turbines such as lack of instant start, instant torque and instant power and speed regulation capabilities, Etc.

[0027] 2. 6-CYCLE DUAL AXIS POSITIVE DISPLACEMENT TURBINE BASIC FUNCTION (Claimed priority date as mostly covered in Provisional Patent Application No. 63 / 629,828 dated 12 / 01 / 2023):

[0028] A dual axis turbine engine (Fig. 10) including at least two (2) rotary discs (Fig. 7 No. 2 & 3) are able to rotate around their own respective separate center axis (Fig. 10 No. 8 & 9) each with a flat and / or curved and / or angled circular outer circumference surface (Figs. 10-12) defining the width of each disc further defined by at least one (1) major radii defining outside circumference (Fig. 1 No. 6) and at least one (1) minor radii defining outside circumference (Fig. 1 No. 7) including at least two (2) transition points on each disc from the major radii to the minor radii defining (Fig. 11 No. 4 & 5) at least four (4) total substantially perpendicular step faces arranged to allow a constant near contact to controlled contact alternating intersecting relationship between the major and minor radii circumferences of the discs upon fixed circular outer circumference surface apex mated counter rotation so as to act as an effective constant barrier to the free passage of fluid and / or air and / or gases from between them throughout 360 degrees of dual counter rotation so as to form within a proper housing at least four (4) separate enclose able working chambers (Figs. 2, 4 & 5 No. 30-35) each with a single step face at one end and the outer circumference surfaces of the discs substantially mated at their circular apex at the other end at all times and exclusive of a second step face (distinct from O’Connor), generating periodic substantially equal simultaneously alternating ascending and descending volume chambers therein.

[0029] A proper housing for the rotary discs to be placed in (Fig. 7 No. 1) is complete with properly arranged conduits (Fig. 7 No. 10 & 12-15) that double as properly timed valves which are in communication with the working chambers and arranged to periodically allow the working chambers to generate pressure differentials therein so as to induce the free flow of fluid and / or air and / or gases to pass efficiently through the conduit / valves and into and out from the working chambers.

[0030] The working chambers can then be accessed to effectively generate at least four (4) distinct positive displacement cycles so as to complete a series of cycles namely 1. intake, 2. compression, 3. expansion and 4. exhaust each within its own designate working chamber, all in periodic tandem interrelated contemporaneous function with each other upon the completion of one (1) single full dual counter rotation of both said rotary discs accomplished within the confines of no more than one (1) set of no more than two (2) said rotary discs in order to perfect one (1) simple and useful self-sustained motoring engine which greatly distinguishes this disclosure from Riley & O’Connor and all other engine designs known.

[0031] A. Distinction from Riley:

[0032] The dual axis turbine type engine and operating principle disclosed by Riley ( US 11,384,684 & US 11,788,462) has some features similar to the here disclosed engine. However, the Riley engine & operating principle require at least four (4) rotors to complete four (4) very inefficient base cycles per revolution. By direct comparison the dual axis turbine engine disclosed herein requires only two (2) rotors to complete six (6) very efficient cycles (See “DRAFT CYCLES” below). More importantly inherent to the Riley design is the requirement that the compression cycle transfer be effectively delayed some 35-40° relative to the TDC position of the power paddle. As disclosed by Riley the ignition point is delayed to about 50-52° ATDC which is some 75 -82 degrees from typical optimal timing for any subsonic combustion speed. This design feature is extremely detrimental to obtaining useful positive power output with anything close to current efficiency levels as illustrated in Fig. 9. Fig. 9 shows effect of a 45-degree delay which projects out to the engine not being able to run at all with a 75-82 degree ignition timing delay. This also means that a large investment in compression energy is largely wasted. Simply increasing the size of the induction or “compression” rotor assembly therefore would only make things worse.

[0033] The here disclosed turbine engine utilizes an entirely different and distinct kind of rotor with constant seal concave rotor ends or step faces (Fig. 11 No. 4 & 5) that eliminate the delay and in fact allow for ignition to be initiated in advance of the engine affecting its minimum combustion chamber volume as has been proven is necessary to extract the most efficient conversion of chemical & thermal energy to useful work from the system (See Fig. 9).

[0034] Still further, the Riley design has an arrangement that places the transfer circuit in a less-than- optimal position, in that case It is not practical to route an additional circuit to cover both sides of the rotor for a much faster and more efficient and more evenly heat distributed transfer because doing so would only decrease the final CR and increase the compression cycle losses.

[0035] By contrast as illustrated in Fig. 6 & Figs. 7 & 8 No. 11 the here disclosed turbine engine has a much more preferred transfer circuit that can be optimized to more than double the performance and efficiency of the Riley design while not negatively impacting the compression cycle’s performance. In fact, it can achieve effective CRs as high as 35: 1 @ low speeds and 40: 1 @ higher speeds and do it at speeds far higher than that attainable by the Riley engine.

[0036] Further, in the preferred arrangement the spark / glow plug is located in the transfer circuit as illustrated in Fig. 6 & Figs. 7 & 8 No. 11. Among many advantages, this means the ignition device need not be counter sunk aiding in more reliable & efficient ignition and can be located directly within the transfer circuit in positions No. 60 & 61 of fig. 8 and therefore may triple as a prechamber and combustion chamber. But more importantly with a more efficient compression cycle where mechanical disadvantage progressively diminishes as the compression pressure rapidly ascends at the end of the cycle all the compression work can be locked in place for a select small enough time so that all the negative work that would normally be produced is negated before transfer to the main expansion chamber (Fig. 2 No. 32) which allows optimal advanced ignition timing to be applied without generating any negative work. As illustrated in Fig. 9, the typical ICE must generate negative work as marked in red to take advantage of optimal ignition timing. In this case a certain % of the total potential work conversion is not just wasted it actually works against the total work produced. So, if that number were 7%, for example, than that results in a 14% total loss compared to that negative expansion work transformed into positive expansion work as the 6- cycle turbine is able to quite effectively. Therefore, just the ability to eliminate that negative factor in the cycle would project solid gains in both power density and BTE over any known production ICE design.

[0037] Further, the Omega 1 cycle promotes leakage from high pressure chambers to low pressure chambers with the use of a “power paddle” and a similar arrangement on the compression assembly. The inordinately long cycles of over 270 degrees allow more time for both heat rejection and leakage across a thin barrier from high pressure to low. A small power paddle is subject to far more heat than in a normal length cycle and is therefore more isolated from cooling far longer and will therefore be subject to distortion (and even permanent damage) which would lead to excessive leakage. But even if that problem could be solved the relatively small width of the power paddle and compressor lobe would guarantee excessive leakage in any event. By strict contrast the here disclosed turbine has a much shorter 160 degree expansion cycle (unless Atkinson cycle is applied) and 130 degrees for the compression cycle and sets up a 30 to 100 times longer physical barrier from the high pressure side to the low. In such a case where the gap from the rotor to the housing or block is the same the 6-cycle turbine would have a leakage factor of less than 1% of the Omega 1. Further, the leakage issue appears to be conceded by Riley that describes the Omega 1 as a naturally “high Exhaust Gas Recirculation (“EGR”) system” meaning it is always high EGR even when not advantageous. It is preferable to have a naturally low EGR system with the ability to adjust the level on the fly and thus preserve the useful power density.

[0038] B. Compressor and / or Pump Action:

[0039] The here disclosed 6-cycle turbine engine can easily be transformed into a very efficient compressor and / or pump by simply dedicating the function of the four (4) working chambers to only perform the function of two (2) intake events and two (2) compression events per revolution doubling the reference volume of the engine version. In such a case the compressed or transported fluid, air and / or material simply exits modified transfer ports directly into piping for its predetermined destination. The doubling of the volume capability makes it a potential effective and highly efficient charge boost pump for IC engines of all types including the 6-cycle turbine.

[0040] Simple off the shelf unidirectional valves can be added to trap the compression and / or flow event to prevent back flow and / or for storage of the compression work for later use.

[0041] 3. DRAFT CYCLES (4-BASE ENGINE MOTORING CYCLES + 2 DRAFT CYCLES = 6- CYCLES):

[0042] A very significant distinction of the here disclosed turbine engine cycle and that of Riley & O’Connor and any other known engine operating principle is the unique capability to generate 2 additional cycles here described as “draft” cycles occurring within the confines of the four (4) main cycles and within the confines of the same single revolution creating a true 6-cycle engine. Since most of the base cycling is occurring simultaneously almost an entire additional revolution worth of cycle time is available within a single revolution to add additional cycles. This results in a multiplication of space & time and an opportunity to improve overall cycle efficiency and power density to unimaginable levels.

[0043] The first draft cycle (Fig. 7 No. 30) begins just after the intake cycle (Fig 5 No. 32). After the first 180 degrees of revolution the intake working chamber has reached max volume as illustrated in Fig. 7 No. 30. This is the point in virtually any other engine when the working chamber instantly begins to rapidly decrease its volume which defines the beginning of the compression cycle. But with a draft cycle the max volume is locked in place and does not change for another 170-175 degrees (Fig. 2 No. 30). This is because the intake chamber must now clock around 170-175 degrees to position itself for rotor matted sealing on the opposite side when it turns into the compression working chamber (Fig. 4 No. 34). In such a case the intake valve can be left wide open for a minimum of three (3) times the extra fill time workable in any traditional high performance ICE. This translates to a minimum 100% volumetric efficiency (VE) from 100 to 14,000 RPM almost as a mathematical certainty and still much higher RPMs than that to a high degree of certainty. However, with proper charge motion tuning true natural supercharging can be achieved to push the actual trapped VE to as high as 125% @ high speeds.

[0044] The intake draft cycle creates a more efficient time to inject fuel @ low pressure where the volume of the fuel cannot displace air making the intake cycle more efficient without any of the major and minor drawbacks of Direct Injection (DI). This includes the injection of Hydrogen (H2). This arrangement also allows for a near doubling of the total time available to inject fuel @ low pressure. In addition to all of this, the exhaust to intake valve overlap period is completely eliminated as a natural consequence of the extremely efficient operating principle. This is a direct result of cycling efficiency moving sharply in the direction of perfection where a valve overlap period cannot improve any performance parameter but can and would degrade everything, most notably, emissions.

[0045] All of which is distinct of both Riley and O’Connor.

[0046] The same draft cycle process occurs in between the expansion cycle and the positive displacement exhaust cycle increasing the efficiency of the exhaust cycle in a similar manner (Fig.

[0047] 5 No. 33). The draft cycle also affording a unique opportunity to employ integrated exhaust gas after treatment such as a catalyst as described in section 19 below.

[0048] 4. TRANSFER PORT / PRE-CHAMBER / COMBUSTION CHAMBER:

[0049] Because of unique cycling efficiencies as described herein the dual axis turbine can utilize a transfer port / pre-chamber / combustion chamber arrangement (Fig 7 No. 11 & Fig 8) that allows for a full compression cycle to be stored and sealed away for 20-25 degrees of rotation in the preferred embodiment allowing for up to 32 degrees advanced ignition timing without generating any measurable negative work. As illustrated in Fig. 8 this is a major improvement over a typical piston

[0050] 6 Wankel ICE that are unable to avoid this negative work (highlighted in red) resulting an estimated 10-20% loss in power density and efficiency.

[0051] Further, in the preferred embodiment the pre-chambers are arranged and split one to each side of the compression & power rotors (Fig. 8) which increases speed & effectiveness of combustion allowing for higher speeds to be obtained and by allowing for duel and dual fire spark plugs to be employed where the electrodes can be allowed to protrude into the flow path of the pre-chambers for more reliable consistent combustion (Fig. 8 No. 60 & 61). A. Charge Motion Dynamics:

[0052] An angled discharge port (Fig. 8) into the expansion chamber from the transfer combustion chamber circuit is proposed which will greatly improve the energy saving turbine effect of the charge dynamics & flame front & combustion motion dynamics improving combustion stability & efficiency. Since it is possible that the gases escaping from the pre-chamber combustion chamber can achieve supersonic speeds than the best use of that excited charge motion is to angle it toward the power step face (Figs. 8 & 11 -No. 4) rather than waste that charge motion energy colliding with itself.

[0053] B. Annular Ring Seals:

[0054] To further enhance the otherwise higher performance of this system even with a fractional amount of leakage small annular sealing rings made of carbon graphite or ceramic material in most preferred embodiments are inlaid and affixed around the openings of the pre-chamber with a fine point center edge protruding from the side edge and arranged to make light contact with the rotors as they pass by and wear into minimal clearance at full operating temperature so as to reduce any leakage to minimum under all operating conditions.

[0055] 5. CYCLE TIMING OPTIMIZATION & ATKINSON CYCLE:

[0056] Another very important & unique distinction of the here disclosed dual axis turbine and that disclosed by Riley & O’Connor is the ease at which the cycle timing can be optimized. By simply changing the split between the circular arch span of the rotor’s major radii to their minor radii from a 50 / 50 (as pictured in the figures) to a 60 / 40 split (for example) the cycle timing can be optimized or customized to favor different priorities without any other changes needed.

[0057] Since the intake draft cycle described herein (Fig. 2 & 7 No. 30) can be confidently projected to allow for an overfilling of the intake working chamber than the expansion cycle can be increased from 160 degrees to 180 and the intake cycle would correspond with a decrease from 180 to 160 degrees. This change would increase both power density and BTE since the system is capable of higher CR than can be fully utilized.

[0058] A. Atkinson Cycle:

[0059] Any decrease in the intake cycle would also correspond with a decrease in compression work. Therefore, the Atkinson Cycle can be affected and tuned to perfection by simply going a bit further than the above example. Atkinson discovered (first on paper) that by increasing the expansion cycle relative to the compression cycle in a piston ICE, significant improvements in BTE could be realized with the compromise being lower power density. With the projection that this turbine engine will be able to achieve the highest usable power density ever recorded and at extremely high levels it is projected that even with an engine weighing less than 100 lbs. (45 kg) the power level would higher than could be effectively utilized in most applications an engine that size could find its way to. Therefore, reducing the power density by even as much as 30% would be of no real functional or utility consequence and by so doing BTE could be pushed to as high as 55%. 6. MESH ROTOR SEALING (Claimed priority date Provisional patent application No. 63 / 629,770 dated 11-28-23 and / or Provisional Patent Application No. 63 / 629,828 dated 12 / 01 / 2023 which ever is the earliest date allowed):

[0060] One of the issues is how to allow the two (2) stacked rotor faces to lightly touch to seal when cold and yet not bind when they expand due to heat. This problem is further complicated by the large disparity between the peak temperature reached by the expansion / exhaust or power rotor compared to the intake / compression rotor. Part of that problem can possibly be mitigated by using different materials for each with different thermal expansion ratios such as titanium for the power rotor and aluminum for the cooler running intake and compression rotor. But that will not help the former mentioned issue. For that issue a very shallow solid apex mesh arrangement is proposed (Fig. 12). Since the rotors relational movement is synchronized by a gear set then this arrangement will break-in to virtually zero (0) friction but will allow for thermal expansion & contraction without binding and yet create a more perfect seal between the two (2) faces at all temperatures.

[0061] A further refinement is to form a double helix pattern arranged to push air within the square cogs to the outside as depicted in Fig. 12.

[0062] With the use of hard low friction surfaces such as hard anodize or Titanium Nitride (TiN) coatings (Fig. 12) and where liquid fuel is used and carbon is produced it may be possible to allow this mesh sealing system to double as a timing gear system and reduce weight, size & cost. In such case the load bearing output shaft would be exclusively derived from the expansion cycle or power rotor so the load on these integrated rotor gears would be reduced to only that of the compression cycle greatly reducing friction and increasing the life of the system. Such a system would not be expected to have an extended longevity compared to a typical OEM standard, but, for applications where cost and / or weight & size are at higher premium than super long life such as in certain racing, motorcycle & sport marine applications this could be a viable alternative.

[0063] 7. TIMING GEARS:

[0064] A. 3 timing gears with half speed center gear = slows down all gear teeth speed and provides half speed center gear for dual coil trigger setup for super high-energy high-speed spark ignition, AND

[0065] B. captured grease gears eliminates need for oil exposed to combustion contamination and vice- versa & eliminates need for oil pump, oil reservoir and regular oil changes.

[0066] 8. INTAKE VALVE, PORT & COOLING SYSTEM:

[0067] In the preferred embodiment the main intake port wraps tightly around the expansion chamber as it approaches its opening into the intake working chamber (Fig. 7 No. 14). The inside of this intake port could also be strategically lined with thin cooling fins to greatly enhance the heat exchange capacity of the system (Fig. 7 No. 40). Tn this manner in synchronicity with increased load generating increased heat in the expansion chamber the relatively cool intake charge will also directly correspond with increased flow dimension increasing its capacity to cool the hottest part of the engine. This would also have the effect of spreading the heat load more evenly around the engine. Since the 6-cycle turbine is expected to have extremely high power density and VE the expected reduction in peak power will be of no functional utility consequence in most applications AND it could be used to create hot vapor fuel injection which could allow for Homogeneous Charge Compression Ignition (HCCI) to be embraced which otherwise in combination with the Atkinson Cycle could push BTE to 58%.

[0068] A. Dual Intake Tracks:

[0069] Along with the dual expansion chamber cooling and main intake port arrangement disclosed above (Fig. 7 No. 14 & 40) a dual intake port system is envisioned whereby a second intake port (Fig. 7 No. 15) is arranged to run as far away from the expansion chamber heat source as possible to provide the coolest and most dense intake charge as possible. In this way hot or cold or a blend intake charge can be selected to meet various needs such as in cold startup where the hot intake charge would aid in warming the engine up quickly and attaining drivability & the highest possible efficiency and lowest emissions as quickly as possible as opposed to a short term need for a peak burst of power such as in a drag race.

[0070] The system could be thermostatically controlled to always optimize the right blend at all times such as through a series of simple sensors tied into a micro-processor.

[0071] 9. COMPRESSION & VARIABLE COMPRESSION RATIO (CR):

[0072] The 6-cycle turbine compression cycle depicted in Fig. 4 No. 34 is a full 180-degree cycle but can be tuned to be longer or shorter as need be as described in section No. 5. The cycle has an energy saving feature in that the negative Torque Arm Moment (TAM) gradually reduces in the last 28-32 degrees when the compression work is ascending exponentially. By contrast the expansion cycle (Fig. 2 No. 32) runs at full TAM from beginning to end. This is the optimal condition where Atkinson proved (first on paper) that anything that can be done to improve the ratio of the expansion work relative to the compression work, improves BTE.

[0073] This is also distinct from Riley.

[0074] Further, the 6-cycle turbine compression cycle fills and compresses the charge into the transfer port / pre-chamber progressively from beginning to end. The Riley design compresses the entire charge to max compression pressure & heat first and then dumps the entire load into a low-pressure pre-chamber at the very end where it loses much of its heat and then heats up again as the pressure normalizes where a loss must and does occur. It is then locked and must wait some 30 degrees to be dumped by way of a tiny tube into the expansion chamber where it must wait again to be ignited. Not only does this design negate the use of any auto-ignition or HCCI strategies but it wastes precious time and makes for a very inefficient compression cycle even before much of it is wasted a second time before ignition. Therefore, even if this cycle could be made to work at all, its speed would be very limited which would directly impact its achievable power density negatively.

[0075] A. Variable CR:

[0076] In the preferred embodiment the transfer port / pre-chamber / combustion chamber is married to a small cylinder (Fig. 8 No. 50) which houses a small piston (Fig. 8 No. 51). By simple external manipulation of the piston the size of the combustion chamber (Fig. 8 No. 52) can be expanded and contracted very rapidly to be able to effectively change the final CR on the fly as need be.

[0077] Again, this is distinct from Riley where the complicated and inefficient compression cycle does not lend itself well to such final CR control. 10. IGNITION SYSTEMS:

[0078] A. spark = dual fire half time gear trigger = 3 timing gears with half time center gear =slowdown all gear teeth speed and provide half speed center gear for dual coil trigger setup for super high- energy high-speed spark ignition,

[0079] B. glow plug,

[0080] C. auto ignition as controlled through combination exhaust flow control valves for manipulating EGR on the fly (Fig. 7 No. 20 & 21 & Fig. 10 No. 20 & 21) and variable CR on the fly (Fig. 8 No. 50-51), AND

[0081] D. Homogeneous Charge Compression Ignition (HCCI) as aided by hot vapor induced by using the intake charge to cool the expansion chamber.

[0082] 11. EXPANSION CYCLE:

[0083] A. Constant high TAM for 160 degrees or more,

[0084] B. preferred curved main chamber (Fig 11 & 12),

[0085] C. preferred rotor housing joined in the center around the rotors outside circumference reducing possible leakage joints and allowing for radius comers instead of sharp 90 degree corners,

[0086] D. a short (20-25 degree) period before hot expansion and isolated from hot expansion a small secondary pre-chamber opens where fuel can be injected @ low pressure without robbing volume space in aid of maximizing the overall expansion cycle efficiency and lowering emissions distinct from Riley and O’Connor, AND

[0087] E. A simple slip valve @ the base of the power step face as a small cutout section that allows EGR to fill the same secondary pre-chamber as described in “D” above for a 20-25-degree period only in aid of maximizing the overall expansion cycle efficiency and lowering emissions distinct from Riley and O’Connor. 12. SEALING:

[0088] A. Titanium for lower thermal expansion,

[0089] B. mesh rotor gear edges,

[0090] C. rotor face surface agitators (Fig. 12), AND

[0091] D. not preferred but optional dynamic seals=some that use centrifugal force some gas forces but no spring.

[0092] 13. APPLICATION OF CERAMICS:

[0093] 6-cycle turbine lends itself well to the application of ceramics much better than a piston type ICE.

[0094] A. Reduce heat rejection,

[0095] B. better sealing control with lower thermal expansion ratios and as a thermal barrier to reduce thermal expansion surrounding components, AND

[0096] C. circular ring around square edge rotors & spherical ring around curved edge rotors.

[0097] 14. MODULAR:

[0098] As a modular add on in the preferred embodiment an additional single set of two (2) rotors to form one (1) complete unit can be added in line with the dual axis but inverted and / or inverted & flipped 180 degrees to move main working expansion chamber to the lower left viewing the engine from the front. This would be the best arrangement for spreading the heat loading around but not the best for shared intake and exhaust port location.

[0099] A. Counter Rotating Power Shafts:

[0100] The modular add on also provides an excellent opportunity to run a second counter rotating (or co-rotating) power shaft through the center of the first or front power shaft (Fig. 10 No. 9). In such a case both engines would be capable of running independent of the other so in the case of counter rotating props for aircraft complicated coupling of the shafts can be eliminated with many self- evident advantages and redundancy is introduced for added safety.

[0101] 15. COMPRESSOR:

[0102] A. Extremely efficient intake cycle,

[0103] B. volume capacity doubled as both rotors can be dedicated to compressing air, AND

[0104] C. off the shelf unidirectional ck valve application for store-able compression work.

[0105] 16. COMBINATION CENTER DRIVE SHAFT & COOLING AIR TURBINE:

[0106] As depicted in Fig. 13 an improved method of use of the tubular center shaft section of the 6- cycle turbine Engine is proposed. The preferred method combines the function of a strong highly reinforced lightweight hollow coupled center drive shaft with the ability to positively & efficiently displace air across enclosed combination air directional & cooling fins through a screw turbine from one end of the engine block to the other and across corresponding enclosed air directional & cooling fins. This capability can then be tapped into for multiple purposes including but not limited to:

[0107] A. Air cooling the engine from the center, AND

[0108] B. cool running main bearings:

[0109] The proposed and preferred design also, and very importantly, allows for double roller main bearings to be displaced at the ends of the hollow drive shaft well away for the engines heat source and mounted in a structure designed to dissipate heat such as may come from extremely high speeds. This ensures that the bearings can be permanently sealed and proper heat dissipating thin low friction synthetic oil can be constantly supplied during operation. In the preferred embodiment the hollow center shaft is partially filled with the special bearing lubricant and a means is supplied whereby centrifugal forces can be used to constantly force the otherwise sealed away bearing lubricant into the bearing races even when running upside down. In such a case the sealed away special oil which is never exposed to contaminating liquid fuel and / or combustion gases is expected to last beyond the projected extremely long life of the engine and should eliminate the need for regular oil changes saving down time, costs and the environment.

[0110] Still further this preferred arrangement allows for smaller diameter roller bearings to be used which have much higher speed limitations. To be able to go from a 4.5” dia bearing to a 2.5” dia doubles the speed limits from approximately 11,000 RPM to 22,000 RPM.

[0111] 17. THERMOSTATICALLY CONTROLLED FORCED AIR COOLING:

[0112] In conjunction with section 16 above a system of thermostatically controlled apertures are arranged to cut off all airflow through the screw turbine in cold start and / or when running in extremely cold air supply.

[0113] 18. CENTRIFUGAL & PRESSURE DYNAMIC FLOATING SEALS:

[0114] One of the biggest challenges that most rotary type engines must deal with is internal sealing & separating cycles one from the other. This problem is further exacerbated when cycles take more time to complete then a typical piston type IC Engine which most rotary type engines including the Riley turbine engine does. However, The 6-cycle turbine cycles around the same speed to less than the piston ICE and significantly less than Wankel & Riley. This fact, especially combined with all the other unique capabilities disclosed herein, makes the sealing issue far less challenging than those other cases. However, that does not mean there is no room for optimization.

[0115] Unlike sealing a round piston, sealing square structures is much more challenging as the experience with the Wankel has taught. Therefore, a series of centrifugal and / or pressure dynamic floating 1 -piece seal arrangements is proposed such as depicted in Fig. 14 which can be made of self-lubricating carbon graphite material. In a preferred embodiment the dynamic floating seal such as that depicted in Fig. 14 is mounted in various locations on the outer circumference of a rotor assembly and is designed to be gas pressure neutral so that only centrifugal force sets the definable seal pressure towards the rapidly moving outside chamber wall / housing surface. Such a system can easily be tuned to control the precise amount of maximum seal pressure by simply adding or taking away bias weights. In this way a strong constant to near constant free flow gas barrier and no to low contact gas seal can be created that automatically adjusts to changes in the gap due to thermal expansion factors or uneven machined surfaces, Etc. This is only as an optional optimization factor as it is foreseeable the 6-cycle turbine will be able to produce record levels of both power density & BTE without any active light contact to no contact gas seals.

[0116] 19. INTEGRATED EXHAUST CATALYST:

[0117] In a preferred arrangement exhaust after-treatment catalyst is integrated within the proper housing around the outer periphery of the expansion - draft - exhaust cycle chamber and placed so that exhaust gases are forced into contact directly after the expansion cycle switches to the exhaust draft cycle. Centrifugal force of the spinning rotor during the exhaust draft cycle and / or positive displacement exhaust cycle will fling any un-bumed fuel molecules forcefully into the catalyst where it can be consumed by the catalyst and converted to exhaust gas constituents before exiting one or both exhaust ports. With the dual exhaust port / valves (Fig. 7 No. 12 & 13) one port / valve can be situated to force all of the exhaust flow through it past all or a major portion of the catalyst. In this way with two (2) exhaust flow control valves (Figs. 7 & 10 No. 20 & 21), integrated after- treatment can be selected as optional and / or situational and or blended as need be and can be controlled by a micro-processor.

[0118] 20. EXHAUST TO INTAKE OVERLAP CONTROL:

[0119] At the end of the expansion stroke there is a very short period in which expansion gases at greatly reduced but still positive pressure could leak through the transfer port backwards and into the end of the intake draft cycle chamber. In the preferred method a simple overlap cover in the form of a short male-female interface section can be arranged to eliminate any back flow without any compromise.

Claims

What is claimed is:

1. A dual axis turbine engine including at least two (2) rotary discs are able to rotate around their own respective separate center axis each with a flat and / or curved and / or angled circular outer circumference surface defining the width of each disc further defined by at least one (1) major radii defining outside circumference and at least one (1) minor radii defining outside circumference including at least two (2) transition points on each disc from the major radii to the minor radii defining at least four (4) substantially perpendicular step faces arranged to allow a constant near contact to controlled contact alternating intersecting relationship between the major and minor radii circumferences of the discs upon fixed circular outer circumference surface apex mated counter rotation so as to act as an effective constant to semi-constant barrier to the free passage of fluid and / or air and / or gases from between them throughout 360 degrees of dual counter rotation so as to form within a proper housing four (4) enclose able working chambers each with a single step face at one end and the outer circumference surfaces of the discs substantially mated at the other end at all times and exclusive of a second step face, generating periodic substantially equal simultaneously alternating ascending and descending volume therein, said engine comprising: a. a proper housing means for the said rotary discs to be placed in is complete with conduits that are arranged to act as properly timed valves in communication with the said working chambers and arranged to periodically allow for the said substantially equal simultaneously alternating ascending and descending volume enclose able working chambers to generate pressure differentials therein so as to induce the free flow of fluid and / or air and / or gases to pass efficiently through the said conduits and into and out from the said working chambers at a per-determined time interval and manner,b. a means to engage the said pressure differential induced free flow of liquid and / or air and / or gases in communication with the said ascending and descending volume enclose able working chambers to effectively generate at least four (4) distinct positive displacement cycles in order to complete a series of cycles namely 1. intake, 2. compression, 3. expansion and 4. exhaust each within its own designate working chamber, all in periodic tandem interrelated contemporaneous function with each other upon the completion of one (1) single full dual counter rotation of both said rotary discs accomplished within the confines of no more than one (1) set of no more than two (2) said rotary discs in order to perfect one (1) simple and useful self-sustained motoring event, c. a means of repeating the said series of cycles at selectively varying speeds and / or intensity and / or load for the purpose of extracting positive and useful work thereof.

2. The dual axis turbine engine in claim 1 including a means to affect a draft cycle in between the said intake and compression cycles.

3. The dual axis turbine engine in claim 1 including a means to affect a draft cycle in between the said expansion cycle and exhaust cycles.

4. The dual axis turbine engine in claim 2 including a means to affect a draft cycle in between the said expansion and exhaust cycles.

5. The dual axis turbine engine in claim 1 including a means of external manipulation of the final internal compression ratio at the end of the compression cycle.

6. The dual axis turbine engine in claim 1 including an axis bearing means.

7. The dual axis turbine engine in claim 1 including a rotational dual rotor angle control means.

8. The dual axis turbine engine in claim 6 including a main axis bearing lubrication means.

9. The dual axis turbine engine in claim 1 including internal air cooling means.

10. The dual axis turbine engine in claim 1 including a dynamic seal means.

11. A dual axis turbine compressor and / or pump including at least two (2) rotary discs are able to rotate around their own respective separate center axis each with a flat and / or curved and / or angled circular outer circumference surface defining the width of each disc further defined by at least one (1) major radii defining outside circumference and at least one (1) minor radii defining outside circumference including at least two (2) transition points on each disc from the major radii to the minor radii defining at least four (4) substantially perpendicular step faces arranged to allow a constant near contact to controlled contact alternating intersecting relationship between the major and minor radii circumferences of the discs upon fixed circular outer circumference surface apex mated counter rotation so as to act as an effective constant barrier to the free passage of fluid and / or air and / or gases from between them throughout 360 degrees of dual counter rotation so as to form within a proper housing four (4) enclose able working chambers each with a single step face at one end and the outer circumference surfaces of the discs substantially mated at the other end at all times and exclusive of a second step face, generating periodic substantially equal simultaneously alternating ascending and descending volume therein, said compressor pump comprising: a. a proper housing means for the said rotary discs to be placed in is complete with conduits that are arranged to act as properly timed valves in communication with the said working chambers and arranged to periodically allow for the said substantially equal simultaneously alternating ascending and descending volume enclose able working chambers to generate pressure differentials therein so as to induce the free flow of fluid and / or air and / or gases to pass efficiently through the said conduits and into and out from the said workingchambers at a per-determined time interval and manner, b. a means to engage the said pressure differential induced free flow of liquid and / or air and / or gases in communication with the said ascending and descending volume enclose able working chambers to effectively generate at least two (2) distinct positive displacement cycles in order to complete a series of cycles namely 1. intake and 2. compression and / or liquid or semi-solid pump action, each within its own designate working chamber, all in periodic tandem interrelated contemporaneous function with each other upon the completion of one (1) single full dual counter rotation of both said rotary discs accomplished within the confines of no more than one (1) set of no more than two (2) said rotary discs in order to perfect at least one (1) simple and useful compression and / or pump event, c. a means of repeating the said series of cycles at selectively varying speeds and / or intensity and / or load for the purpose of generating positive compression and / or pumping useful work thereof.

12. The dual axis turbine compressor and / or pump of claim 11 including a means of perfecting unidirectional flow means to effectively trap the said simple and useful compression and / or pump event and store it for various uses.

13. A method for constructing and operating a dual axis turbine type internal combustion engine capable of completing four (4) distinct positive fluid and / or air displacement cycles in order to complete a series of cycles namely one (1) intake cycle, one (1) compression cycle, one (1) expansion cycle, and, one (1) exhaust cycle in order to complete one (1) series of said cycles andsaid engine capable of repeating the series at selectively varying speeds and / or intensity and / or load for the purpose of extracting positive and useful work thereof by combining: a. a means to complete four (4) cycles in tandem interrelated contemporaneous function with each other within the confines of no more than one (1) set of no more than two (2) rotors comprising a first & second rotor assembly sharing dual counter rotating axis, b. a means to create an effective constant to semi-constant effective barrier to the free passage of fluid and / or air and / or gases between the said two (2) rotor assemblies at the regular interval of intersecting function of the two (2) rotor assemblies, c. a means to communicate fluid and / or air between at least one (1) tandem cycle rotor assembly and another.

14. The method described in claim 13 including a means of combining the function of a center drive shaft with the ability to positively displace air by way of a turbine sharing space within the center section of at least one (1) of the counter rotating parallel axis so as to be capable of displacing air from one end of the engine block to the other and / or anyplace in-between. .

15. The method described in claim 14 including a means to thermostatically control the flow of displaced air into and / or out from a turbine sharing space within the center section of at least one (1) of the counter rotating parallel axis so as to be capable of displacing air from one end of the engine block to the other.

16. The method described in claim 13 including a means to allow the primary and secondary rotors to interface mesh their respective outer circumference face surfaces together so as to be capable of forming an effective seal between the two (2) surfaces while in active counter rotation and allow for changes in the outer diameter of the said rotors without changing the free function interface counter rotation and without breaking the interface seal.

17. The method described in claim 13 including a means to create an effective seal of the first and second rotors to their respective corresponding case surfaces while in rotational motion using a centrifugal and / or pressure dynamic floating seal arrangement.

18. The method described in claim 13 including the use of a radius combustion chamber roof large enough to effect improved rotational charge motion during the charge transfer through the transfer circuit to the combustion chamber.

19. The method described in claim 13 including the use of silicone carbide or other such similar type material as inserts within in the rotor housings.Reserved Claims 20-57 (for all methods and application of methods & mechanisms dependent upon claim 13 as defined in subsections 3-20 of the “DESCRIPTION Of INVENTION” above.)58. A method for constructing and operating a dual axis turbine type compressor and / or pump capable of completing two (2) distinct positive fluid and / or air displacement cycles in order to complete a series of cycles namely one (1) intake cycle, and one (1) compression cycle in order to complete one (1) series of said cycles and said engine capable of repeating the series of cycles at selectively varying speeds and / or intensity and / or load for the purpose of generating positive compression and / or pumping useful work thereof by combining: a. a means to complete two (2) cycles in tandem interrelated contemporaneous function with each other within the confines of no more than one (1) set of no more than two (2) rotors comprising a first & second rotor assembly sharing dual counter rotating axis, b. a means to create an effective constant to semi-constant effective barrier to the free passage of fluid and / or air and / or gases between the said two (2) rotor assemblies at the regular interval ofintersecting function of the two (2) rotor assemblies.

59. The dual axis turbine compressor and / or pump method of claim 58 including the use of a unidirectional flow means in order to effectively trap the said simple and useful compression and / or pump event and store it for various uses.

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