AU8936601A - A rotary and reciprocating internal combustion engine and compressor - Google Patents

Description

Q:\OPER\DH\NOV 01\65621-98 vallejosdi.doc-09/l 1/01 -1-

AUSTRALIA

PATENTS ACT 1990 DIVISIONAL APPLICATION NAME OF APPLICANT: Tony Vallejos ADDRESS FOR SERVICE: o DAVIES COLLISON CAVE Patent Attorneys 1 Little Collins Street Melbourne, 3000.

INVENTION TITLE: "A rotary and reciprocating internal combustion engine and compressor" The following statement is a full description of this invention, including the best method of performing it known to me: P:\OPER\DI65621-98 dil.doo.09/I 1/01 -2- A ROTARY RECIPROCATING INTERNAL COMBUSTION ENGINE AND

COMPRESSOR

Technical Field This invention generally pertains to an internal combustion engine for use in vehicles as well as other applications, and more particularly, this invention pertains to a rotary engine with reciprocating pistons and rotary valves therein, and a system for the self-sealing of the valve and cylinder in an engine. This invention can also be a compressor or a pump.

Background Art For many years the predominant engine used for vehicles has been the reciprocating engine. While the concept of a rotary engine is superior to reciprocating valve engines for many reasons, there have been inherent problems with the specific applications of rotary engines which have been attempted. The major problem with prior attempts at the rotary engine have been related to the effective and reliable sealing of the cylinder where the forces from combustion eventually overcome the sealing means used.

~It will be appreciated by those skilled in the art that this invention has applications not only for engines, but also for pumps and compressors, even though an engine will be .oooo) referred to and used throughout this specification.

:ooo• In accordance with the invention, there is provided a rotary engine, pump or compressor, comprising: a stationary base; a housing rotatably mounted about a first axis on the base; at least one rotary valve mounted for rotational motion relative to the housing about a second axis spaced from and parallel to the first axis; a stationary timing gear centred about the first axis on the base; a rotary valve sprocket fixed to each rotary valve; and a timing chain entrained about both the timing gear and rotary valve sprocket for imparting rotational motion to the rotary valve about the second axis in response to P:'OPER\DH\f65621-98 di.Ao-09/1 1101 -3rotation of the housing about the first axis.

Brief Description of the Drawin2s Preferred embodiments of the invention are described below with reference to the following accompanying drawings.

Figure 1 is a perspective view of a vehicle, illustrating the invention contained therein; Figure 2 is a perspective view of one embodiment of this invention, this embodiment having three cylinder assemblies; Figure 3 is a top view of the embodiment of this invention illustrated in Figure 2, with the pulley mount support attached to the central housing; Figure 4 is a top view of the embodiment of this invention illustrated in Figure 2, with the pulley mount support removed and exposing the interior of the central housing; Figure 5 is an elevation view of the embodiment of this invention illustrated in Figure 2; Figure 6 is an elevation section view of the embodiment of this invention illustrated in Figure 3; Figure 7 is an exploded perspective view of the central housing and cylinder assembly, including the piston and cylinder, of the embodiment of this invention illustrated in Figure 2; o o Figure 8 is an elevation section view of the embodiment of this invention .illustrated in Figures 2 3, showing one way to practice the 20 cylinder assembly, and combined with Figure 9, illustrates the relative movement of the cylinder with respect to the rotary valve; Figure 9 is an elevation section view of the embodiment of this invention illustrated in Figures 2 3, showing one way to practice the cylinder assembly, and combined with Figure 8, illustrates the 25 relative movement of the cylinder with respect to the rotary valve; Figure 10 is an elevation view illustrating one example of how an embodiment *of the invention can be configured with respect to an exhaust manifold within an engine housing, and relative to gearing leading to a drive train; Figures 11 through 82 show a top schematic view illustration of the various stages of the cycle of the illustrated embodiment of the invention.

Figures 11 through 82, each show one stage of the cycle of the illustrated embodiment of the engine at the angles indicated below.

Figure 11 is the starting point or baseline, the zero angle illustrative starting point for valve assembly 6, and further illustrates a spark occurring within the cylinder of valve assembly 6; Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure s15 Figure Figure Figure Figure Figure 20 Figure Figure Figure Figure Figure is 10 degrees clockwise from Figure 11; is 20 degrees clockwise from Figure 11.; is 30 degrees clockwise from Figure 11; is 40 degrees clockwise from Figure 11; is 50 degrees clockwise from Figure 11; is 60 degrees clockwise from Figure 11; is 70 degrees clockwise from Figure 11; is 80 degrees clockwise from Figure 11; is 90 degrees clockwise from Figure 11; is 100 degrees clockwise from Figure 11; is 110 degrees clockwise from Figure 11; is 120 degrees clockwise from Figure 11; is 130 degrees clockwise from Figure 11; is 140 degrees clockwise from Figure 11; is 150 degrees clockwise from Figure 11; is 160 degrees clockwise from Figure 11; is 170 degrees clockwise from Figure 11; is 180 degrees clockwise from Figure 11; is 190 degrees clockwise from Figure 11; is 200 degrees clockwise from Figure 11; is 210 degrees clockwise from Figure 11; is 220 degrees clockwise from Figure 11; is 230 degrees clockwise from Figure 11; is 240 degrees clockwise from Figure 11 and illustrates a spark or ignition within cylinder assembly 8;; is 250 degrees clockwise from Figure 11; is 260 degrees clockwise from Figure 11; is 270 degrees clockwise from Figure 11; is 280 degrees clockwise from Figure 11; is 290 degrees clockwise from Figure 11; is 300 degrees clockwise from Figure 11; is 310 degrees clockwise from Figure 11; is 320 degrees clockwise from Figure 11; is 330 degrees clockwise from Figure 11; is 340 degrees clockwise from Figure 11; Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure 0. *S Figure Figure Figure 20 Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure Figure is 350 degrees clockwise from Figure 11; is 360 degrees clockwise from Figure 11; is 370 degrees clockwise from Figure 11; is 380 degrees -clockwise from Figure 11; is 390 degrees clockwise from Figure 11; is 400 degrees clockwise from Figure 11; is 410 degrees clockwise from Figure 11; is 420 degrees clockwise from Figure 11; is 430 degrees clockwise from Figure 11; is 440 degrees clockwise from Figure 11; is 450 degrees clockwise from Figure 11; is 460 degrees clockwise from Figure 11; is 470 degrees clockwise from Figure 11; is 480 degrees clockwise from Figure illustrates a spark or ignition within cylinder 7; is 490 degrees clockwise from Figure 11; is 500 degrees clockwise from Figure 11; is 510 degrees clockwise from Figure 11; is 520 degrees clockwise from Figure 11; is 530 degrees clockwise from Figure 11; is 540 degrees clockwise from Figure 11; is 550 degrees clockwise from Figure 11; is 560 degrees clockwise from Figure 11; is 570 degrees clockwise from Figure 11; is 580 degrees clockwise from Figure 11; is 590 degrees clockwise from Figure 11; is 600 degrees clockwise from Figure 11; is 610 degrees clockwise from Figure 11; is 620 degrees clockwise from Figure 11; is 630 degrees clockwise from Figure 11; is 640 degrees clockwise from Figure 11; is 650 degrees clockwise from Figure 11; is 660 degrees clockwise from Figure 11; is 670 degrees clockwise from Figure 11; is 680 degrees clockwise from Figure 11; 11 and assembly Figure 80 is 690 degrees clockwise from Figure 11; Figure 81 is 700 degrees clockwise from Figure 11; and Figure 82 is 710 degrees clockwise from Figure 11.

Best Modes for Carrvine Out the Invention and Disclosure of Invention While the invention is primarily directed to an internal combustion rotary engine, it will likewise be appreciated by those in the art that it can be utilized as a compressor or pump as well.

Figure 1 shows a vehicle with an internal combustion rotary engine 1 contained therein.

Figure 2 is a perspective view of one embodiment of an internal combustion rotary engine 1 contemplated by the invention, illustrating a central housing 2 is shown with three radially extending cylinder assemblies 6, 7 8.

While the central housing 2 has similarities to what is generally referred to as a block in a reciprocating engine, it is more broadly used in this description.

Each of the three cylinder assemblies 6, 7 8 are similarly situated and attached to the central housing 2 in this embodiment of the invention; however, variations of individual components of the valve assemblies can be made, as contemplated by this invention.

In the cylinder assemblies 6, 7 8, valve housing 10 is attached or connected to central housing 2 by valve housing mount support screws 12, which pass through valve housing support mounts 11 and engage corresponding threaded ::apertures in the central housing 2. Although the valve housing 10 shown in Figure 1 is comprised of three sections or pieces 10a, 10b and 10c, it can be constructed in any number of different forms, sections, and number of pieces 25 including a one piece molded configuration, within the contemplation of this invention, with no one in particular being required to practice this invention.

One end of cylinder 9, i.e. the proximal end 9a of the cylinder 9, is slidably mounted within cylinder aperture in the central housing 2 and the other end, the terminal end 9b of the cylinder 9, is slidably mounted with respect to valve housing 10, such that cylinder 9 may have relative movement with respect to rotary valve 13, as is more fully illustrated and discussed with respect to Figures 6, 7, 8 9. It should be noted that the cylinder aperture in central housing 2, need not receive the entire cylinder 9, but instead need only facilitate the attachment of the piston 28 to the crank shaft 22.

Instead, in order to achieve the preferred means of mounting the cylinder 9, i.e. such that it can slide or move with respect to the central housing 2, it 8 could be mounted to the central housing in other ways, such as by using mating circular grooves on the outer surface of the central housing 2 to receive the central housing end of the cylinder 9, which would also allow for its movement or sliding with respect to the rotary valve 13.

While Figure 2 illustrates the preferred embodiment, it will also be appreciated that this invention may utilize or take advantage of the slight relative movement between the terminal end 9b of the cylinder 9 and the rotary valve 13 to achieve the desired seal effects. Therefore, while it is preferred that the cylinder 9 be slidably mounted to the central housing 2 in some way, it is not io necessary to practice this invention, so long as the terminal end 9b of the cylinder 9 is mounted such that the terminal wall 67 of the cylinder 9 may slide or move with respect to the rotary valve 13.

The forenamed alternative may be accomplished for instance by fixing the cylinder 9 to the central housing 2 (or even making it as one piece with the central housing 2) and then making the terminal wall 67 of the cylinder 9 a separate piece from the remainder of the cylinder 9, with the terminal end 9b of the cylinder 9 being movable by the combustion, towards the rotary valve 13.

*4 Therefore when the term "mounted" is used with respect to the cylinder S" 9 being mounted on to the central housing 2, the term includes mounted such that it can move with respect to the central housing 2, and/or mounted firmly or securely to the central housing 2, or it even may be constructed as one piece with the central housing 2.

It should further be noted that while the valve housing 10 is described as being attached to the central housing 2, and while it is preferred to fix the 25 valve housing 10 relative to the central housing 2, this is not required by this invention. This invention also contemplates that there may be some movement between the valve housing 10 and the central housing 2. Therefore when the term "attached" is used with respect to the valve housing 10 being attached to the central housing 2, it is defined and used as including, but broader than fixed, and also contemplates movement between the two components. The important feature is that there be potential relative movement between the terminal wall 67 of the cylinder 9 and the rotary valve 13, or even with respect to the valve housing Rotary valve 13 is rotatably mounted within valve housing 10 such that it rotates relative to and within valve housing 10. Although a rotary valve 13 is shown, other types of valves may be used in combination with this invention, both known and to later be discovered or developed. Figure 2 further illustrates that rotary valve 13 has intake port 17 for receiving a mixture of air and fuel, which is then routed through the appropriate ports for combustion in the combustion chamber.

Although the preferred embodiment contemplates the use of one rotary valve 13 which includes both a valve intake port 50 and a valve exhaust port 51, this invention is not limited to one rotary valve 13 with two ports. Instead, it is within the scope of this invention that the engine may include one or more rotary valves 13 per cylinder assembly. As an example, it will be appreciated by those in the art that two rotary valves could instead be used, one which would include a valve intake port, and the other which would include a valve exhaust port.

Rotary valve sprocket 26 is mounted on rotary valve 13 by valve gear mount 14, such that when rotary valve sprocket 26 rotates, it causes rotary valve 13 to also rotate. Timing chain 15 is disposed between a timing gear 43 located within the central housing 2, and the rotary valve sprocket 26. The timing chain 15 passes through housing chain aperture 18 and interacts with rotary valve sprocket 26 to cause rotation of the rotary valve, as more fully described below.

Chain tension mechanism 19 is mounted on valve housing 10 and maintains tension on timing chain 15. Although timing chain 15 is identified as a chain, it could likewise be a belt or any other means by which rotation is transferred from rotary valve sprocket 26 to what will be shown in later drawings *as timing gear 43, which is mounted on timing pulley mount 4. Chain tension S 25 sprocket 20 is attached to chain tension mechanism 19 and disposed to interact with timing chain 15 to maintain the desired tension therein. That timing pulley mount 4 is concentrically positioned within central housing 2, means that it is mounted at the approximate axis or center of rotation of the central housing 2.

For purposes of identification, three cylinder assemblies are shown, namely first cylinder assembly 6, second cylinder assembly 7 and third cylinder assembly 8. Although three cylinders are shown in this embodiment of the invention, this invention contemplates that there may be one or more cylinder assemblies utilized, depending on the application.

Mounted to central housing 2 is pulley mount support 5, which is a housing cap and which, in this embodiment of the invention, holds and positions the timing pulley mount 4 at the center axis of central housing 2. Central housing 2 rotates relative to the engine base (which is item 99 in Figure whereas timing pulley mount 4, on the other hand, does not rotate relative to the engine base 99 in this embodiment of the invention. Pulley mount support supports and is rotatably mounted to timing pulley mount 4 through pulley mount bearing 16.

Figure 3 shows a top view of the embodiment of the engine as illustrated in Figure 2, with the same corresponding item numbers. Additionally shown through apertures or openings in pulley mount support 5, are piston rods which are further illustrated and described below with respect to other figures.

Figure 4 shows the same top view of the embodiment of the invention as shown in Figure 3, only with the pulley mount support 5 removed. Piston rods 30 are more fully illustrated in Figure 3, as is timing pulley mount 4.

Figure 4 further serves to illustrate that while central housing 2 rotates about its own center axis, the axis of rotation for the crank shaft 22, which will be later illustrated and described, is shown offset from the axis or center of rotation of the central housing 2. The axis of rotation for crank shaft 22 is illustrated as item 55 in Figure 4. Figure 4 further shows how timing chain transmits rotation between timing pulley mount 4 and rotary valve sprocket 26.

Because timing pulley mount 4 does not rotate, rotary valve 13 therefore must S 20o rotate as the cylinder assemblies are rotating with the central housing 2, since rotary valve 13 is rotatably mounted within valve housing 10 and timing chain engages rotary valve 13 and the non-rotating timing pulley mount 4.

As the central housing 2, and consequently the cylinder assemblies, rotate about the center axis of central housing 2, the fixed and non-rotating timing S 25 pulley mount 4, by being connected to rotary valve sprocket 26 via timing chain causes rotary valve 13 to rotate. The rate of rotation of rotary valve 13 •9 can be predetermined or pre-set by the selection of the relative sizes of rotary valve sprocket 26 and timing gears 43, as shown more fully in Figure 6.

In this embodiment of the invention, the relative sizing of timing gears 43 to rotary valve sprocket 26 is in a ratio of one to two. This ratio causes rotary valve 13 to rotate at one-half the rotation of the rotation of central housing 2.

Figure 5 is an elevation view of the embodiment of rotary engine 1 contemplated by this invention shown in Figure 2, and utilizes the same item number references as shown in Figure 2. Figure 5 shows that the three valve assemblies 6, 7 8, are at slightly different elevations or heights with respect 11 to one another. This relative vertical offset of the cylinder assemblies positions each cylinder assembly such that each piston rod may be appropriately mounted on the crank shaft 22 without interference from the other piston rods.

Figure 5 also illustrates how valve housing 10 is mounted to central housing 2 with valve housing mount support screws 12. Figure 5 further illustrates one possible configuration for mounting rotary valve 13 within valve housing 10, and illustrates how an intake port may be attached to an intake manifold on the upper side of rotary valve 13, and to an exhaust manifold on the lower side of rotary valve 13.

r0 Figure 5 further shows valve housing mount supports 11, timing chain pulley mount support 5 and further identifies first cylinder assembly 6, second cylinder assembly 7 and third cylinder assembly 8.

Figure 6 is the section as indicated from Figure 3 and illustrates the inner workings of the embodiment of the rotary engine shown in Figure 2. In Figure 6, pulley mount support 5 is mounted on central housing 2, to mount and support timing pulley mount 4 at its approximate location at the central axis oe..

of central housing 2.

Figure 6 best illustrates the relative rotations and configuration of rotary valve 13 to timing pulley mount 4 through timing chain 15 and the relationship of these components to the eccentrically mounted crank shaft 22, with crank S shaft 22 being offset from the axis or center of rotation of central housing 2 (which is at the center line of timing pulley mount It should further be noted that crank shaft 22 is "eccentrically" mounted or positioned within central *i housing 2, in that it does not have the same center of rotation or axis of

I

S 25 rotation as central housing 2.

Timing gears 43 are provided on timing pulley mount 4, which does not oo rotate with central housing 2, but instead is non-rotational with respect to the engine base. One way to keep the timing pulley mount 4 from rotating with central housing 2 is illustrated in Figure 6, which shows the eccentric mounting of crank shaft 22 in the lower section of timing pulley mount 4.

Figure 6 shows how crank shaft 22 is eccentrically positioned and end supported by timing pulley mount 4 by the crank shaft end bearing 23 which allows crank shaft 22 to rotate about its axis of rotation while concurrently preventing timing pulley mount 4 from rotating. Crank shaft 22 is further rotatably mounted within crank shaft mount device 24 and further rotatably supported by crank shaft mount bearings 25. The crank shaft mount device 24 can be directly or indirectly mounted to the engine base.

Cylinder 9 is shown mounted between valve housing 10 and central housing 2, with rotary valve 13 being rotatably mounted within valve housing Rotary valve 13 has intake port 17 and exhaust port 75 are also illustrated in Figure 6.

Figure 6 also shows spark plug 40 mounted on piston head 31 such that it is in spark communication with combustion chamber 60, where it can provide spark or ignition. If mounting the spark plug 40 on the piston 28 is desired, ro it can also be mounted on piston rod 30. However, it is not necessary to practice this invention to mount the spark plug 40 on the piston head 31 or on the piston 28 for that matter, but instead the spark plug 40 can be mounted anywhere around the combustion chamber 60 such that it can perform the typical function(s) of a spark plug The first valve port 42 in rotary valve 13 is shown partially rotated away from the transfer port 38 at the valve housing end of cylinder 9. The central housing end of cylinder 9 is shown open to the interior of central housing 2.

.o Figure 6 further illustrates how piston rods 30 are mounted to crank shaft 22 by eccentric 33 and eccentric set screw 34, all as further illustrated in Figure 7.

This invention contemplates that there may be different ratios of rotation between rotary valve 13, central housing 2 and crank shaft 22. In the preferred embodiment of this invention, rotary valve 13 is operationally connected to the rotary valve sprocket 26 on timing pulley mount 4 such that rotary valve 13 S 25 rotates at one-half the revolutions per minute as central housing 2, as described above.

*aa.

Additionally however, due to the combination of the offset of the axis of rotation of crank shaft 22 from the axis of rotation of central housing 2, and the eccentric mounting of piston rods 30 to crank shaft 22, there is a also a two to one ratio of rotation between crank shaft 22 and central housing 2.

The result is that crank shaft 22 rotates at twice the speed of the central housing 2. This combination results in a one to four ratio of rotational revolutions per minute between rotary valve 13 and crank shaft 22, based on the ratios selected for this embodiment of the invention.

A sprocket or gear can therefore be mounted on central housing 2 and then connected to a gear mounted on crank shaft 22 to synchronize the relative 13 rotation of the two, in the two to one ratio described above. The appropriate gearing can be used to achieve the synchronization, as will be further illustrated and described below with respect to Figure It should further be noted that the crank shaft 22 in this embodiment of the invention is straight and that the movement or stroke of the piston 28 within the cylinder 9 is accomplished in part by the eccentric way of mounting the piston 28 on the crank shaft 22, combined with the fact that the crank shaft 22 is mounted offset from the center of rotation of the central housing 2. The combination provides the reciprocating movement of the piston 28 and allows the minimization of the length of the piston rod Figure 7 is an exploded perspective view of certain components of the embodiment of the rotary engine 1 shown in Figure 2. Central housing 2 in this embodiment contains three cylinder apertures 35 to receive cylinders 9, although only one exemplary cylinder 9 is shown in the figure.

It should also be noted that the cooler temperature of the intake gas will aid in the cooling of the cylinder 9 and piston 28, as well as other engine components.

Piston 28 includes piston rod 30 and piston head 31, which includes piston o. ring groves 32. The eccentric 33 and eccentric set screw 34 are shown in relation to piston 28.

The valve housing 10 components are shown, with upper valve housing central valve housing 10b, rear valve housing 10c and lower valve housing Central valve housing 10b is shown as one piece with cylinder 9 as an example of one way to achieve the combination making central valve housing 25 integral or one piece with cylinder 9. Making central valve housing 10b one piece with cylinder 9, although not necessary to practice the invention, eliminates Sthe need for gaskets and thereby eliminates the problems typically associated with the use of gaskets.

Figure 7 further illustrates how rotary valve 13 is mounted within valve housing 10 and shows valve gear 26 mounted on valve gear mount 14. The intake port 17 to rotary valve 13 and the exhaust port 75 to rotary valve 13 are also illustrated, as is timing chain aperture 18 within central housing 2.

It should be further noted that using eccentric 33 to mount piston rod to crank shaft 22 not only serves to achieve the rotation ratios described above, but also serves to keep the piston 28 properly aligned within the interior chamber of cylinder 9. This maintains the relative alignment of piston rod 14 and piston head 31 within the interior of cylinder 9, and eliminates the need for relative or articulating movement between the piston rod 30 and piston head 31 in a typical reciprocating engine.

Piston rod 30 is also shown with a first end 30a and a second end the first end 30a for eccentric mounting on the crank shaft 22, and the second end which attaches to the piston head 31. Piston head 31 includes piston ring grooves 32 and piston face 29.

Figure 8 illustrates the relative relationship and cooperation between central housing 2, cylinder 9, valve housing 10 and rotary valve 13. Piston 28 1o is shown in reciprocating relation to the interior chamber of cylinder 9. Piston rod 30 is attached to piston head 31, which reciprocate longitudinally within the interior chamber of cylinder 9. The piston face 29, combined with the terminal wall 67 and side walls of the interior of cylinder 9, form combustion chamber Transfer port 38 within cylinder 9 is also an area for combustion, but also serves as a transfer area or port between combustion chamber 60 and ports in rotary valve 13.

When either of the intake port or the exhaust port of rotary valve 13 S are aligned with transfer port 38 of cylinder 9, a transfer of either a fuel and air mixture, or of products of combustion, may occur between the combustion chamber 60 and the exhaust port or the intake port of rotary valve 13.

Figure 8 further illustrates a cross section view of central valve housing with respect to valve housing 10, which shows valve gap 70 between valve housing 10 and cylinder 9, and further shows the cylinder-rotary valve clearance i 72 between rotary valve 13 and cylinder 9. The valve gap 70 and cylinder-rotary 25 valve clearance 72 illustrated in Figure 8 are exaggerated for purposes of illustration, with the exaggeration being intended to show the movement of 9999 •oo cylinder 9 toward rotary valve 13 that occurs during various times during the cycle of the engine, but particularly the combustion cycle, within the combustion chamber When combustion or other cycles occur within combustion chamber forces applied on terminal wall 67 within cylinder 9, force cylinder 9 toward rotary valve 13 and thereby effectively minimizes valve gap 70. The cylinderrotary valve clearance 72 is a clearance gap to allow the relative motion to occur. This uses the full forces realized from combustion to create and maintain a seal primarily between cylinder 9 and rotary valve 13, but also potentially between cylinder 9 and valve housing 10. The relative movement of the cylinder 9 as described above, will create an adequate and effective seal and thereby avoid appreciable leakage through valve gap 70 and/or cylinder-rotary valve clearance 72.

The term "gap", as used herein, is used in a broader sense than its typical definition, because in the embodiment of the invention shown in Figure 8, there would not be a gap which is perceivable to the un-aided human eye.

However, the term is used to indicate that there is some relative movement of cylinder 9 with respect to the central housing 2, valve housing 10 and with respect to rotary valve 13. The effective seal between the cylinder 9 and the to rotary valve 13 would be activated and/or maintained by ignition, combustion, compression and exhaust within the combustion chamber 60. Furthermore, the effective seal is aided by the centrifugal forces inherent in a rotating engine such as this, as the rotation would impart an outward force on the terminal wall 67 of the cylinder 9.

Figure 8 further illustrates first valve port 42, which could either be an intake or an exhaust port, but it is just shown in this figure for purposes of illustration.

Figure 9 is identical to Figure 8 and serves to depict the closing of valve gap 70 and cylinder-rotary valve clearance 72, as the forces from combustion 2o have forced cylinder 9 up against valve housing 10 and/or rotary valve 13, to effectively close the valve gap 70 and to effectively close the cylinder-rotary valve clearance 72, thereby effectively creating a self-sealing action. The self-sealing action also occurs at exhaust and compression and is aided by the outward forces 'i inherent from the rotation of the engine and the resulting centrifugal forces 25 created thereby.

It is anticipated that the valve gap 70 and the cylinder-rotary valve clearance 72 would only be in the magnitude of one-ten thousandths (1/10,000) of an inch to six-ten thousandths (6/10,000) of an inch. However, the invention contemplated is not limited to any particular valve gap 70 or cylinder-rotary valve clearance 72.

While Figure 9 illustrates that both valve gap 70 and the cylinder-rotary valve clearance 72 are closed, both need not be closed or sealed to the same degree. It may be more practical from a wear standpoint to have some small space for valve gap 70 when the cylinder-rotary valve clearance 72 is in the closed position, so that as wear occurs between the cylinder 9 and the rotary valve 13 from the rotation of the rotary valve 13, the cylinder 9 can still be 16 forced tightly into the rotary valve 13 without being impeded because the cylinder-rotary valve clearance 72 is completely closed and will not allow any further movement of cylinder 9 toward rotary valve 13.

Figure 8 and Figure 9 also further illustrate rotary valve sprocket 26 and valve gear mount 14.

Figure 10 illustrates the rotary engine within an engine housing, which can also serve as the engine base 99. It should also be noted that in the pump embodiment of this invention, the engine base 99 would be called the pump base.

The engine can be rotatably mounted on the engine base 99 by engine mount bearing 86. The term engine base 99 is used very broadly herein as any structure or frame or housing upon which the central housing 2 is directly or indirectly mounted, and which the central housing 2 rotates with respect to.

Therefore there may be intermediate structures between the engine base 99 and the central housing 2, i.e. an indirect mounting, within the contemplation of this invention.

Figure 10 further illustrates intake manifold 80, and a representative fuelair mixture device 82, which can be a fuel injector, a carburetor, or some other means to create the fuel to air mixture for intake into the rotary valve 13.

20 A central housing sprocket 88 is mounted on central housing 2 to provide a rotational sprocket reference for the rotation of central housing 2. Crank oooshaft sprocket 89 is mounted on crank shaft 22 to allow the transmission of 9.99 9 rotation from crank shaft 22 through the drive-line of the vehicle.

The rotation of central housing 2 can be synchronized with the rotation of crank shaft 22 through the gearing arrangement shown in Figure 10, which involves the transmission of rotation from central housing sprocket 88 to gear 90, which is attached to and rotates with gear 91. Gear 91 in turn can be -rotationally attached to crank shaft sprocket 89 with a chain, belt or other means.

Output sprocket 92 is rotatably attached to both gear 91 and gear 92 and therefore directly connect it rotationally to the central housing 2 and crank shaft 22. Output sprocket 92 can then be inter-connected with numerous other combinations of gears to provide rotational power output to transmit rotation to the drive train of the vehicle.

There is therefore work output from the rotation of the central housing 2 and work output from the rotation of the crank shaft 22. In the embodiment 17 shown, the work output from the rotation of the central housing 2 and the work output from the rotation of the crank shaft 22 are synchronized, although the work output through the drive train could be from either or both.

Figures 11 through 82 illustrate the complete cycling of the internal s combustion rotary engine or compressor or pump as contemplated by this embodiment of the invention. For purposes of identification and tracking of the sequence, numerals have been used to identify the various cylinder assemblies, namely the first cylinder assembly 6, the second cylinder assembly 7 and the third cylinder assembly 8.

The schematic depictions in Figures 11 through 82 illustrate valve housing central housing 2, piston rod 30, piston head 31, eccentric 33, crank shaft 22 and combustion chamber The sequence related items will show spark or ignition within the combustion chamber or transfer port and will illustrate the valve intake port and the valve exhaust port 51. Small circles have been used to designate a fuel and air mixture to be used for combustion and will be within valve intake port 50. Conversely, small dots have been used to illustrate products of combustion and exhaust related to the valve exhaust port 51. Although there is a transfer port 38 in cylinder 9, for purposes of discussion of this sequence and for identification, the transfer port and combustion chamber have been combined and will be referred to or illustrated as item The combustion and cycle sequence illustrated in Figures 11 through 82 are shown at ten degree increments in the rotational cycle. Figure 11 illustrates the starting point wherein first cylinder assembly 6 is in the horizontal 25 configuration or starting point and third cylinder assembly 8 is approximately 120 degrees clockwise from first cylinder assembly 6. Figure 11 illustrates a spark occurring within the first cylinder assembly 6. Second cylinder assembly 7 is approximately 240 degrees clockwise from first cylinder assembly 6, in all the figures illustrating the sequence, as more fully shown in Figures 11 through 82.

For purposes of economy of space, each part or item referenced in the drawing will not be repeated for Figures 12 through 82, as this would be unnecessary repetition.

It will also be appreciated by those skilled in the art that the illustrations of the fuel and air mixture in the combustion chamber and the products of combustion, that while they are shown evenly dispersed for purposes of illustration, in actuality the mixtures and products may be unevenly dispersed in 18 that they would be denser on one side than the other based on numerous factors, including the centrifugal forces from rotation, the dynamics of blowdown and other dynamic forces within the engine and combustion.

Figure 11 illustrates a-spark or ignition of a fuel and air mixture in s cylinder assembly 6. From Figure 11 through Figure 25, the explosion or ignition forces from combustion continue to impart a force on the terminal wall 67 of the cylinder 9, thereby maintaining the seal between the two. At Figure 26, the valve exhaust port 51 begins to open and a rush or squirt of the products of combustion occurs from the combustion chamber 60 and into the 1o valve exhaust port 51. This is sometimes referred to in the industry as blowdown.

Figure 35 illustrates a spark or ignition within cylinder assembly 8 and Figure 59 illustrates a spark or ignition within cylinder assembly 7. The same cycle or sequence would occur with each of the respective cylinder assemblies 6, 7 and 8, however they begin at different times in the overall cycle or sequence of the engine, as illustrated.

The reference to any prior art in this specification is not, and should not be taken oooe as, an acknowledgment or any form of suggestion that that prior art forms part of the °common general knowledge in Australia.

Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and •#oo "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

*ee•

Claims (5)

1. A rotary engine, pump or compressor, comprising: a stationary base; a housing rotatably mounted about a first axis on the base; at least one rotary valve mounted for rotational motion relative to the housing about a second axis spaced from and parallel to the first axis; a stationary timing gear centred about the first axis on the base; a rotary valve sprocket fixed to each rotary valve; and a timing chain entrained about both the timing gear and rotary valve sprocket for imparting rotational motion to the rotary valve about the second axis in response to rotation of the housing about the first axis.

2. The rotary engine, pump or compressor of claim 1, wherein the valve is a cylindrical valve rotatably mounted within a valve housing fixed relative to the housing. *o°0*

3. The rotary engine, pump or compressor of claim 1, wherein the valve is a cylindrical valve rotatably mounted within a valve housing fixed relative to the housing. "i

4. The rotary engine, pump or compressor, as claimed in claim 1, further including: a cylinder mounted inwardly from each valve; each cylinder comprising a proximal end open to the central housing, and a transverse terminal end having a transfer port formed through it; and a piston movably mounted within each cylinder. o

5. The rotary engine, pump or compressor of claim 1, wherein the valve is a cylindrical valve rotatably mounted within a valve housing; the valve having two ports open about its circumference and leading respectively to opposed axial ends of the valve; P.WEPR\DH\65621-98 diw doc-09/1 I/01 20 the opposed axial ends being in communication with an intake manifold and an exhaust manifold, respectively. DATED this 9th day of November, 2001 TONY VALLEJOS By DAVIES COLLISON CAVE Patent Attorneys for the applicant