FOR

UNITED STATES LETTERS PATENT

INTERNAL COMBUSTION ROTARY ENGINE.

SPECIFICATION

To All Whom It May Concern:

Be It Known, that I , Angelo Bracalente, an individual and a citizen of the Italy, have invented certain new and useful improvements as embodied in a

INTERNAL COMBUSTION ROTARY ENGINE . of which the following is the specification: CROSS-REFERENCE TO RELATED APPLICATIONS This application claims priority from U.S. Provisional Application Serial No. 61/922,104 filed on December 31, 2013 which is all incorporated by reference in its entirety herein. BACKGROUND OF THE INVENTION Field of invention;

This invention relates broadly to the art of rotary mechanisms. More particularly, this invention relates to the art of internal combustion engines of the rotary type. BRIEF DESCRIPTION OF THE DRAWINGS

It is believed that the present invention will be better understood from the following detailed description taken in conjunction with the accompanying drawings, in which the numerals represent identical elements and wherein:

Figure 1 is a plan view of a cross section of the rotor within the engine block of the inventive rotary engine.

Figure 2 is a plan view of one of the arms/spokes of the rotor of Figure 1 together with its corresponding retractable blade/vane/fin.

Figure 3 is plan view of a cross section of another embodiment of a rotor within the engine block of the inventive rotary engine. DETAILED DESCRIPTION OF THE INVENTION Referring more specifically to Figures 1, and 3 they generally depict the internal combustion rotary engine in accordance with the present invention.

What is disclosed is an engine that can transform energy into mechanical work in a different manner from what is already on the market. As a result, it can produce better results when the driving force generated by it is transferred directly to the crankshaft to be used, wimout gomg through a reciprocating linear motion as normally occurs in

reciprocating engines of the exothermic type such as a vapor engine or internal combustion such as the two cycle or four cycle piston engines.

It is common knowledge that the reciprocating motion of piston engines, having as its limits the two dead spots (PMS and ΡΜI), must be transformed into "rotary motion" to then be used by the appropriate mechanical parts to create the driving force and thus to be able to develop in continuous mode a certain amount of work in a given period of time. By comparison, the present invention is directed to an innovative engine, which

notwithstanding its classification withm the "family of mtemal combustion engines", will

succeed in transfonning chemical energy to mechanical energy capable of doing work without other intermediary mechanisms; especially without the reciprocating motion of commonly known piston engines.

Through a rotating system capable of transmitting its rotating movement from the primary elements which produce it to the crank shaft, where it becomes used, such initial rotating movement works without ever being inverted, or alternated.

Effectively, such motor or engine is composed of a combination of elements designed and assembled in such a way, that it results into a device capable of developing a driving force and at the same time already capable to directly transmit to the crankshaft its rotary motion. Its rotary motion is produced right from the very beginning as a consequence of its primary activity. Exactly for this reason in this engine is absent the first phase of reciprocating or alternating motion, that phase which is characteristic of piston engines. In the present invention this phase is eliminated from everything. It is eliminated altogether. In fact, even with this rotary engine, through the four phases of their Otto Cycle/Diesel cycle, using the various fuel blends available on the market, becomes developed a couple and therefore a driving force.

The rotary engince comprises a set of elements, arms or spokes and

blades/vanes/fins and a predetennined path of circular ellyptical type, which creates a rotational movement. Such rotational movement becomes transferred directly to the crank shaft for immediate use, so as to fulfill the aforesaid function with precision, generating rotary motion.

The arms(shafts) which are fixed and the blades/vanes/ fins which are mobile, are exactly those elements which are connected to the crank shaft, and are capable at the same time to transform the energy to mechanical energy and from there to work and to directly transmit the rotary movement through such connection in a particular mode and to allow use of such energy without the means of omer mechanisms.

Because of these specific properties and construction, it is easy to understand at first glance why this type of rotary engine presents overall characteristics of extreme simplicity, lightness and compactness. In other words, as a result of its construction, this rotary engine is simple, light and compact.

Viewed from the outside the mono block or the engine block of the rotary engine of the present invention has an ellyptical and flattened shape without any other mechanisms on the outside, other than those mechanisms that are necessary and indispensable for the engine's normal functioning or operation.

The rotary engine of the present invention has no valves, neither for the intake nor for the exhaust. Also completely eliminated are camshafts, lifters, springs, as well as any related distribution control ,ade up of chains, timing belts or gears. As a result, the rotary engine of the present invention when compared to a 2cycle piston engine has axial dimensions that are only 1/3 those of the 2-cycle piston engine; It is 1/3 the size of a 2 cycle piston engine. And if compared to a 4- cycle piston engine, it has half the size of a 4 cycle piston engine.

The only thing that remains indispensable is the gearbox whether such gearbox is manual or automatic.

The rotary engine's reduction in size translates to asavings in weight and the possibility of being manufactured using a large part of light alloy materials, thereby eliminating eventual vibrations or parasitic friction.

Ultimately, because the rotary engine of the present invention no longer comprises elements that move in an assymerrical manner, it is no longer has the negative characteristic of absorbing a certain amount of driving force. Nor does it have any imbalances and vibrations. Nor does it cause too much noise. In fact the rotary engine of the present invention is much more balanced than other types of engines constructed up until now.

With regard to the supply of the combustible mel mixtures, resulting from the fresh air input and from the next injection of fuel in the two combustion chambers, it would be particularly advantageous in one embodiment of the invention to also the use a turbo-compressor. In this way, is assured in large part the full and immediate refilling ofthe combustion chamber, given the elevated rotation velocity of the 8 blades in rapid succession between them, one after the other.

With regard to the phase of fuel injection: to obtain a better vaporization of the fuel, it can be effected either directly in the combustion chamber, or in special pre-chambers at the points of entry nozzles of injectors where either liquid or gaseous fuels can be introduced, depending on availability or on acquisition prices at the contingent moment of interest. The fuels could be methane or natural gas, or other liquid fluids, particularly for the types of heavier fuels and polluting with exhaust gas, compounds from relevant fractions of particulate matter, of

incomplete combustions or unburned hydrocarbons (Sulfur, HC, CO, Nox etc.) and so on.

Within the engine block, centrally positioned on bearings, prelubricated and sealed, the crank shaft is rigidly connected to a flywheel with which it forms a unitary body.

As shown in Figure 1, the flywheel consists of 8 intersecting spokes or arms arranged such that they form a central hub at eight equal angles, and a corona, i.e., an outer ring at the outer perimeter such that it retains the spokes in place at equal angles from each other. Alternatively as shown in Figure 3 the flywheel comprises 16 arms or intersecting spokes.

The spokes or arms function as the seat or track within which blades/vanes or fins retract, extend or otherwise telescope in and out such that said blades or fins freely move within them and can either be retracted within said spokes or extended beyond them, beyond the outer ring of said flywheel and extending until they touch the inner surface of the inner wall of the engine block. The outer ring or corona of the flywheel keeps everything together as one, and also play the role of an inertial body capable of mamtaining the most possible uniform rotary movement, even if such movement is characterized by continuous irregularities, before and after the combustion, with a succession of accelerations and decelerations in the course of the phases of the cycles of engine operation.

In the starting phase of the engine, it is these spokes that bring the circular movement of the crank shaft, initially moved by a starting motor, at every blade, thus triggering the cycle of the four phases of endothermic engines . Vice versa, once started, the regular function of the engine, transmits the driving force produced from the successive phases of the four-stroke combustion cycle(times 2) to the crank shaft.

The perfect functioning of the entire mechanism is the result of coordinated and synchronized mo vements of the various elements that comprise the rotary engine, i.e. the eight arms or spokes that connect to the vanes/fins/blades and the crank shaft, while at the same time mamtaining the function of continuously guiding the retraction and extension of the blades/vanes/fms in a radial direction, from the center or hub of the flywheel past its outside perimeter, towards the internal surface of the internal wall of the engine block and vice versa, and the continuous entrainment of them along the ellyptical path set in the internal area of the engine block. In other words, contemporaneously with the longitudinal or radial movement, the blades or fins or vanes perform or establish an ellyptical path by rubbing through cetrifugal force their outer edge on the inner surface which forms the internal perimeter of the engine block, such path naturally also having an ellyptical shape. But the centrifugal force is not the only force to act on the movement of the blades, vanes or fins. The rotary engine of the present invention revs at high speeds, a consequence of which is excessive rubbing of the blades/vanes/fins on the internal perimeter surface of the engine block. For this reason, the spokes or arms are provided with a sort of obligatory guides or stops, such that the blades inertial action caused directly by their mass and multiplied or increased by their rotational velocity or speed is contained. In essence the spokes are provided with stops which prevent the fins or blades from extending out beyond a certain perimeter past the outer corona of the flywheel. With this set up, one achieves a valid remedy, capable of counteracting the destructive activity of use of the force violently unleashed towards the outer perimeter that squeezes the head of the blade/vane/fin and and presses and rubs on the inner surface of the engine block with which it is in continuous contact.

For this reason, the precision the movements of the blades, vanes, fins is preset and defined within a well limited path, such that they are made to perform their run in the shape of ellipses and thereby eliminating every possibility of forcing them beyond the specified limits of movement. Along the track of the arms or spokes, the blades/vanes/fins are controlled by two small bearings, placed at the end closest to the crank shaft. Every one of the eight blades/vanes/fins is forced to perform the path in the shape of ellipses and at the same time manages to maintain a seal without excessive pressure, due to centrifugal force against the sliding band, i, e. , the internal surface of the engine block. One behind the other, these metallic blades/vanes/fins proceed with preset movements and defined, in sucession, their movements following a path that is obligatory and pre-established and

preconceived and exists at the inside of two side covers that close and seal the the outer ellyptical perimeter of the engine itself.

In one complete 360 degree revolution or turn of the crank shaft the eight blades/fins/vanes perform at the same time, an action that is a combination of two simultaneous movements: a) they complete their retilinear/transversal/ radial coming and going, while they retract and extend along the tracks found in the arms or spokes connected to the crank shaft; and b) continue to advance along the path of ellipses in accordance with the phases of the four or eight stroke combustion cycle. In this way, every one of the chambers defined by each pair of blades, vanes or fins, passes in succession through the four phases of intake, compression,

injection/combustion and discharge/exhaust, with a complete total of 16 cycles complete (8x2) effectuated by all of the eight chambers in one compete cycle/turn, for good two time, being provided with two combustion chambers. In other words, for every one cycle of a regular four piston engine this engine does two cycles.

The maintenance of the compression within the two combustion chambers is assured along their sides by sealing rings and segments. Part of these compression maintenance elements, the sealing segments are placed within grooves located on the thickness of the three side of the blades or vanes and the other part, being the rings, on the circumference board of the two surfaces opposite the flywheel. They are all elements of metal having a rectangular cross-section, relatively free- floating, with a minimum clearance, in order to adapt to surfaces with which they come into contact, overall; all in one united movement with the arms or spoke, with the flywheel and with the crank shaft. Furthermore, for a greater efficiency of the engine, each combustion chamber is divided axially into two parts

("Semi-chambers") by a "small fixed flange", said flange also provided with seal segments and having a protrusion on the outer face of the flywheel, equal to the minimum opening, scheduled for the lugs, enough to rub momentarily on the side band for maintaining the seal only in that moment.

With this arrangement, exclusively during the phases of "injection/ combustion" and the start of the "expansion" of the air-fuel mixture, is

automatically and temporarily secured the hermetic isolation of the two

"half-chambers": the trigger of the initial combustion takes place by means of spark only in the most advanced semi-chamber. In this way, during the combustion phase of the mixture of air-fuel, one is successful at

discharging the initial expansion primarily against the closest mobile fin or flap with the sequential movement forward of the whole complex which rotates as a single set together. Subsequently, the uninterrupted action of advancementof the rotor causes the automatic detachment of this mini-separator, with the subsequent reconstitution of the entire chamber.

Before the "discharge or exhaust phase", it is possible to carry out by the spark plug a second discharge to complete combustion and expel or "exhaust" less polluting gases. This can happen, as has been discussed herein above, only thanks to the elliptical shape of the engine block and for a very limited fraction of time.

corresponding to the phases of combustion and beginning of expansion.

Each combustion chamber is demarcated or defined by six (6) surfaces, identified as follows: every pair of fins provides two(2) surfaces; one surface from the portion of the ellyptical perimeter surface, inner surface of the engine block; one surface from the axial portion of the cylindrical surface of the outer ring of the flywheel; and two surfaces from the two portions parallel planes defined by the two internal faces of the two side covers (2). For the purpose of always having ensured maximum sealing of the compressionin every point of the ellyptical path, the sealing segments, placed on me head of me fin, must have a slightly curved shape to press and adapt primarily to the shape of the surface on which they come in contact with an rub. Relatively to the side band, for a complete seal in the points of supply / exhaust, the segments must be twinned and distant from each other, with an interval equivalent to the width of inlet / exhaust ports. In this way, being contiguous and external, with respect to the segments placed along the two parallel sides of the same fin there is the certainty that at least one segment of the head remains in absolute contact with the surface on which it presses and rubs. Only thusly can one be sure to maintain the seal at the moment during which the ports of intake and discharge are engaged, as well as avoiding interfering with the other chambers adjacent, which are engaged in their respective phases.

Equally important are the actions of the circular segments . These can be more than one and with differentiated sections, or even be between them embedded for or a better seal, without, however, preventing the advancement. Housed, each, in a groove, formed in part on the outer crown/ring of the flywheel and in part on the inner surface of the lids of the engine block, can, also, be integral with one of the two surfaces; for each side of the crown there is one, or more segments that turn, while the segments fixedly and solidy connected with the two covers remain stopped; they do not move. Thusly, their function is that to maintain at the maximum level the seal between the chamber and the interior of the rotor where the fins/blades/vanes scroll and the bearings to which they are connected, the ring of the flywheel, the spokes/arms and the fins/vanes/blades, in their multiple and

continuous movements acting on distinct and parallel planes, with respect to the respective inner surfaces of the lids or covers; contiguous to but not in contact between them must avoid absolutely any type of counteraction or friction during the rotation of the internal apparatus.

It is essential, for the proper functioning of the whole system, that the expansion remains confined within the chambers and is perfectly bound by the segments, which are to prevent, to the maximum, resulting gases from escaping, in particular towards the inside, where the lubrication of the moving elements takes place.

Because in different types of engines the wear of the seal segments can result in a very considerable problem, it is imperative to try obviate this drawback and to minimize the consumption, using, as mentioned earlier, " micro-bearings " placed at the ends innermost to each blade/vane/fin in a manner that counteracts and reduces the inertia and centrifugal forces produced in the course of multiple, alternating movements both transversal and circular. In the rotary engine of the present invention, the "guide bearings", advancing withhi the track grooves, are used to control the linear/transversal movement of the vanes within the spokes or arms and, at the same time, automatically contain the centrifugal force, reducing the pressure. Otherwise this force would discharge totally on the heads of the vanes/fins/blades, which press and rub on the surface, with which they are always in contact.

One can detect the exact symmetry in the arrangement of the whole, the

togetherness of the various components, which move all 'inside of this engine, in addition to extreme balance, of both rotatory movements and linear ones, in which all of these altogether result in the context symmetrical and opposing exactly on one axis by 180 ^° . In fact, if one takes into account two chambers opposed to each other at 180 degrees, the simultaneous passage for both through the four phases of the combustion cycle becomes readily evident. Because they were prepared, always opposed to each other at 180 degrees, double ports with channels of supply and discharge, in addition to the relative equipment of fuel injection and ignition, at the same time they are in two opposite points: two combustion chambers in the phase of "aspiration of ak the other two in"

compression ", another couple in the succession" injection-combustion; and the last pair in phase of discharge or exhaust.

It is for one to note, therefore the big difference found between a piston engine having 4 cycles in one revolution of 360 degrees in the crank shaft, keeping in mind the number of useful cycles the lower absorption of driving force for friction and the maximum efficiency with respect to the consumption of energy used.

For everything that has been described herein above and keeping in mind the symmetrical dislocation of all of the parts and their relative movements, one deduces that every force generated is therefore offset by another equivalent and opposite force. The grand overall balance means that there are no forces unbalanced or needing compensation.

It stands to reason then, in the case of a careful construction of the various mechanical parts while having many parts engaged in rotational movements and/or alternating linear, there are no elements that move assymetrically and out of balance or with vibrations in general, such as to require sequential intervention to adjust.

The lightness and the overall solidness of the components are maximized, while the rotary engine of the present invention is also provided with an ease of assembly during the constructive phase or follow up substitution of used up pieces, in case of repair.

Furthermore, nonexistent is the danger of "overspeed" both as a result of the absence of valves or as a result of the logical impossibility of exceeding the maximum speed of the engine.

Naturally, it is possible to supply the rotary engine of the present invention with the most diversified commercially available fuels both liquid and gaseous including those that are considered alternative fuels. One can effect a mix with particular mixtures or provide double injection systems. It is sufficient in fact to prepare the accommodation of more tanks for a variety of fuels during the production phase of automobiles. In the case of use of differentiated fuels at the occurrence, one can also take into consideration the possibility of varying the compression ratio within the combustion chambers, without having to block the functioning of the engine and the moving forward of the car.

At the top of the combustion chamber, on the ceiling of said chamber, exactly at the perimeter surface, the only part that remains unmoving, corresponding to the point of maximum compression, it is possible to install a special variable. On that portion of the lateral band, exactly where the injectors and the spark plugs, through this accessory, one is capable of reducing or increasing part of the area. In this way, it is possible to replace the type of fuel and to vary at the same time, even the compression ratio with the one that is more suitable for the occasion. In a manner similar to a 4cycle engine, to foster a greater ability to fillin the phases of supply or emptying in the phases of discharge and for the purpose of correcting the inertial delays of the initial phase one can evaluate the possibility of anticipating or delaying the respective phases of opening and closing intersecting for a minimum fraction of time, the two flows. It is sufficient to modify the distance between the two ports of supply and discharge or exhaust by varying with an appropriate device, the 45 degree angle expected in the rotary engine of the present invention.

With regard to the lubrication of the internal moving parts, it is sufficient just as has been provided for the 4cycle engine: general vaporization and forced and continuous jets generated by the underlying oil pump. Such lubrication is sufficient because in the rotary engine of the present invention the discharge gas is immediately expelled to the outside, without passing through the heads found on valves. This in turn results in less heat and therefor less need for cooling and for lubrication.

In particular, these jets are supplied through holes provided in the cavity of the crank shaft and directed precisely towards the micro bearing (upper and lower) and towards the back of the blades/fins/vanes. In the case during which the lubrication could still be insufficient, especially for the sealing segments placed at the peripheral end, opposite of the vane, where the cycle speed is the highest and therefore the friction of the rubbing is at the highest, one can prepare an additional oil flow.lt is sufficient to connect the two ends of the fin with the pressurized oil, pumped into me cavity of the crank shaft.

Within the fin, in the section of which is concave, there are provided two channles; within which can slide with precision two hollow mbes of me same diameters like two little pistons furnished at their ends with two inertial valves and alternatively functioning in accordance with rettilinear-alternating motion stamped from the same fin. Practically speaking they function like two little pumps,that draw up oil from within the crank shaft, squeeze it to the outer area until the holes drilled in the premises of the two segments on the head of the fins implementing the action already effectuated by the centrifugal force. During the traversal of the path effected by the fin, when it distances itself from the crank shaftoil is drawn up, which will be pressure injected during the return at the point of departure towards the crank shaft.

The standard of the project has a flexibility such that during the development of the engine, in various capacities, more options can always be evaluated. For example, develop the project in order to proceed with the construction of several engines with different capacity and with its relative components REFERED properly; couple, on the same crank shaft two or more "basic engines" of this type, depending on the desired displacement.

The rotary engine of the present invention is notable also for a particular specificity: the "small footprint" in relation to the axis of the crank shaft. Just this specification can be evaluated as characteristic extremely attractive from the economic point of view, for its practicality and its standard production and maintenance quite simple. In fact, it is natural to conceive the idea of being able to use a single "engine block", as the "base" of departure to replicate it in order to create the different displacements programmed for a certain type of car, depending on the class, or segment, that if one prefers, while in the next moment of maintenance, it is easier to find, or store, pieces that are always the same, when it has to do with a mechanism composed of a few elements, replicated for "N" times.

While particular embodiments of the invention have been illustrated and described in detail herein, they are provided by way of illustration only and should not be construed to limit the invention. Since certain changes may be made without departing from the scope of the present invention, it is intended that all matter contained in the above description, or shown in the accompanying drawings be interpreted as illustrative and not in a literal sense. Practitioners of the art will realize that the sequence of steps and the embodiments depicted in the figures can be altered without departing from the scope of the present invention and that the illustrations contained herein are singular examples of a multitude of possible depictions of me present invention.

Accordingly, I claim: