Rotary internal combustion engine with phasing gear

In one aspect, described is a rotor of a rotary internal combustion engine, including a phasing gear with an annular meshing section including a plurality of radially inwardly oriented teeth and an annular attachment section connected to the meshing section and coaxial therewith, the attachment section being offset axially inwardly from the teeth and having at least a portion thereof located radially inwardly of the teeth, and a fastener apparatus connecting the phasing gear to the rotor body, the fastener apparatus engaging the rotor body radially inwardly of the teeth.

INTERNAL COMBUSTION ENGINE WITH ROTOR HAVING OFFSET PERIPHERAL SURFACE

A rotary engine where the rotor cavity has a peripheral inner surface having a peritrochoid configuration defined by a first eccentricity and the rotor has a peripheral outer surface having a peritrochoid inner envelope configuration defined by a second eccentricity larger than the first eccentricity. Also, a rotary engine where the rotor cavity has a peripheral inner surface having a peritrochoid configuration defined by an eccentricity, and a rotor with a peripheral outer surface between adjacent ones of the apex portions being inwardly offset from a peritrochoid inner envelope configuration defined by the eccentricity. The engine may have an expansion ratio with a value of at most 8. The rotary engine may be part of a compound engine system. 1. A rotary engine comprising:{'sub': 'H', 'a housing defining a rotor cavity with a peripheral inner surface having a peritrochoid configuration defined by a first eccentricity e; and'}{'sub': R', 'R', 'H, 'a rotor rotationally received in the rotor cavity, the rotor having a peripheral outer surface defining a plurality of circumferentially spaced apex portions each including an apex seal biased away from the peripheral outer surface and engaging the peripheral inner surface of the rotor cavity, the peripheral outer surface of the rotor having a peritrochoid inner envelope configuration defined by a second eccentricity e, the second eccentricity ebeing larger than the first eccentricity e.'}2. The rotary engine as defined in claim 1 , wherein the peritrochoid configuration of the peripheral inner surface of the rotor cavity and the peritrochoid inner envelope configuration of the peripheral outer surface of the rotor have a same generating radius.5. The rotary engine as defined in claim 1 , wherein the rotary engine has an expansion ratio of at most 8.6. The rotary engine as defined in claim 1 , wherein the expansion ratio has a value of at least 5.7. The rotary engine as defined in claim 4 , wherein the rotary engine has a ...

Internal Combustion Engine with Improved Efficiency

A reciprocating, internal combustion engine comprises a turbine connected to the exhaust port of a cylinder. The turbine receives exhaust gas from the cylinder and a power capture means transfers the power generated by the turbine to at least one of power storage device, a turbocharger, a compressor, and vehicle locomotion. 1. A reciprocating , internal combustion engine , said engine comprising:a cylinder comprising an intake port and an exhaust port;a turbine connected to the exhaust port and configured to receive exhaust gas from the cylinder to drive the turbine; anda power capture means configured to transfer power generated by the turbine to at least one of power storage device, a turbocharger, a compressor, and vehicle locomotion.2. The engine of claim 1 , wherein the power capture means comprises one or more of an electrical power system claim 1 , a mechanical power system claim 1 , a pneumatic power system claim 1 , a compressor system claim 1 , and a hydraulic power system.3. The engine of claim 2 , wherein said power capture means is an electrical power system comprising:an electrical generator connected to the turbine,an electronic controller connected to the electrical generator, anda battery connected to the electrical generator and electronic controller.4. The engine of claim 3 , further comprising one or more of:an electric motor providing vehicle locomotion receiving power from the battery,a turbocharger receiving power from the battery, anda compressor receiving power from the battery.5. The engine of claim 2 , wherein said power capture means is a mechanical power system comprising a mechanical drive mechanically coupled to the turbine through a mechanical linkage comprising a torque converter and/or a variable ratio transmission and wherein said mechanical drive provides mechanical power to one or more of a compressor claim 2 , a turbocharger claim 2 , a generator claim 2 , and a drive system providing locomotion.6. A reciprocating claim 2 , ...

INTERNAL COMBUSTION ENGINE WITH ROTOR HAVING OFFSET PERIPHERAL SURFACE

A rotary engine where the rotor cavity has a peripheral inner surface having a peritrochoid configuration defined by a first eccentricity and the rotor has a peripheral outer surface having a peritrochoid inner envelope configuration defined by a second eccentricity larger than the first eccentricity. Also, a rotary engine where the rotor cavity has a peripheral inner surface having a peritrochoid configuration defined by an eccentricity, and a rotor with a peripheral outer surface between adjacent ones of the apex portions being inwardly offset from a peritrochoid inner envelope configuration defined by the eccentricity. The engine may have an expansion ratio with a value of at most 8. The rotary engine may be part of a compound engine system. 1. A rotary engine comprising:{'sub': 'H', 'a housing defining a rotor cavity with a peripheral inner surface having a peritrochoid configuration defined by a first eccentricity e; and'}{'sub': R', 'R', 'H, 'a rotor rotationally received in the rotor cavity, the rotor having a peripheral outer surface defining a plurality of circumferentially spaced apex portions each including an apex seal biased away from the peripheral outer surface and engaging the peripheral inner surface of the rotor cavity, the peripheral outer surface of the rotor having a peritrochoid inner envelope configuration defined by a second eccentricity e, the second eccentricity ebeing larger than the first eccentricity e.'}2. The rotary engine as defined in claim 1 , wherein the peritrochoid configuration of the peripheral inner surface of the rotor cavity and the peritrochoid inner envelope configuration of the peripheral outer surface of the rotor have a same generating radius.5. The rotary engine as defined in claim 1 , wherein the rotary engine has an expansion ratio of at most 8.6. The rotary engine as defined in claim 1 , wherein the expansion ratio has a value of at least 5.7. The rotary engine as defined in claim 4 , wherein the rotary engine has a ...

METHOD OF OPERATING A ROTARY ENGINE

A method of operating a rotary engine including a rotor engaged to a shaft and rotationally received in a housing to define a plurality of working chambers of variable volume, including delivering a pilot quantity of fuel into a pilot cavity in successive communication with the working chambers, igniting the pilot quantity of fuel within the pilot cavity, and delivering a main quantity of fuel into the working chambers downstream of the successive communication of the pilot cavity with the working chambers, where at least one of the pilot quantity and the main quantity is varied between successive rotations of the shaft. 1. A method of operating a rotary engine including a rotor engaged to a shaft and rotationally received in a housing to define a plurality of working chambers of variable volume , the method comprising:delivering a pilot quantity of fuel into a pilot cavity in successive communication with the working chambers;igniting the pilot quantity of fuel within the pilot cavity; anddelivering a main quantity of fuel into the working chambers downstream of the successive communication of the pilot cavity with the working chambers;wherein at least one of the pilot quantity and the main quantity is varied between successive rotations of the shaft.2. The method as defined in claim 1 , wherein the pilot cavity is a pilot subchamber.3. The method as defined in claim 1 , wherein the at least one of the pilot quantity and the main quantity is zero for at least one of the successive rotations of the shaft and greater than zero for at least another one of the successive rotations of the shaft.4. The method as defined in claim 1 , wherein for each set of first claim 1 , second and third successive rotations of the shaft claim 1 , the main quantity is zero and the pilot quantity is greater than zero during the first rotation claim 1 , the main and pilot quantities are zero during the second rotation claim 1 , and the main and pilot quantities are greater than zero ...

ROTARY COMBUSTION ENGINE ROTOR DEACTIVATION AND METHOD

A method and a Rotary Combustion Engine (RCE) suitable for deactivation of at least one rotor out of a plurality of rotors. The RCE includes at least a first shaft portion and a second shaft portion which are disposed in straight coextensive longitudinal axial alignment. Each shaft portion may support at least one rotor. The at least first shaft portion and second shaft portion are separated by a gap. A shaft coupling mechanism is operable to bridge the gap and couple the first shaft portion in engagement with the second shaft portion for rotation together. The shaft coupling mechanism is also operable to disengage the first shaft portion and the second shaft portion, and thereby deactivate the rotation of at least one rotor. 1. A Rotary Combustion Engine (RCE) suitable for deactivation of at least one rotor of a plurality of rotors , the RCE comprising:a shaft having at least a first shaft portion and a second shaft portion which are disposed in coextensive longitudinal coaxial alignment, and wherein each shaft portion supports at least one rotor;a gap which separates the first shaft portion and the second shaft portion; and engage the first shaft portion and the second shaft portion for rotation together, and', 'disengage one of the first shaft portion and the second shaft portion to deactivate rotation of the at least one rotor., 'a shaft coupling mechanism configured to2. The RCE of claim 1 , wherein engagement and disengagement of the shaft coupling mechanism is controlled by one of an engine control unit and a user.3. The RCE of claim 2 , wherein an actuator is configured to engage and to disengage the first shaft portion and the second shaft portion.4. The RCE of claim 3 , wherein:the first shaft portion and the second shaft portion have a hollow interior, andthe shaft coupling mechanism is configured for bidirectional longitudinal translation in the hollow interior.5. The RCE of claim 4 , wherein the shaft coupling mechanism is disposed for operation in one ...

Sealing In Helical Trochoidal Rotary Machines

Sealing in rotary positive displacement machines based on trochoidal geometry that comprise a helical rotor that undergoes planetary motion within a helical stator is described. Seals can be mounted on the rotor, the stator, or both. The rotor can have a hypotrochoidal cross-section, with the corresponding stator cavity profile being the outer envelope of the rotor as it undergoes planetary motion, or the stator cavity can have an epitrochoidal cross-section with the corresponding rotor profile being the inner envelope of the trochoid as it undergoes planetary motion. In some embodiments, the geometry is offset in a manner that provides advantages with respect to sealing in the rotary machine. In multi-stage embodiments, the rotor-stator geometry remains substantially constant or varies along the axis of the rotary machine. 1. A rotary machine comprising a stator having a stator length and a stator axis , and a rotor having a rotor length and a rotor axis , said rotor disposed within said stator ,said stator, along at least a portion of said stator length, having a stator helical profile and an epitrochoidal shape at any cross-section transverse to said stator axis,said rotor, along at least a portion of said rotor length, having a rotor helical profile and a rotor shape at any cross-section transverse to said rotor axis that is an inner envelope formed when said epitrochoidal shape of said stator undergoes planetary motion, said rotor configured to undergo planetary motion within said stator,wherein said rotary machine further comprises at least one helical rotor seal mounted to said rotor and/or at least one helical stator seal mounted to said stator.2. The rotary machine of wherein:said epitrochoidal shape of said stator has n−1 lobes, where n is an integer;said rotor shape has n lobes;said rotor has a rotor pitch and a rotor lead, and said stator has a stator pitch and a stator lead;said rotor pitch is the same as said stator pitch; anda ratio of said rotor lead ...

COMPOUND ENGINE ASSEMBLY WITH COMMON INLET

A compound engine assembly including a common air conduit having an inlet in fluid communication with ambient air, a compressor, at least one internal combustion engine having an inlet in fluid communication with an outlet of the compressor, a turbine section having an inlet in fluid communication with an outlet of the at least one internal combustion engine, the turbine section configured to compound power with the at least one internal combustion engine, and at least one heat exchanger in fluid communication with the common air conduit, each of the at least one heat exchanger configured to circulate a fluid of the engine assembly in heat exchange relationship with an airflow from the common air conduit circulating therethrough. The compressor has an inlet in fluid communication with the common air conduit upstream of the at least one heat exchanger. The internal combustion engine may be a reciprocating engine. 1. A compound engine assembly comprising:a common air conduit having an inlet in fluid communication with ambient air around the compound engine assembly;a compressor;at least one internal combustion engine having an inlet in fluid communication with an outlet of the compressor;a turbine section having an inlet in fluid communication with an outlet of the at least one internal combustion engine, the turbine section configured to compound power with the at least one internal combustion engine; andat least one heat exchanger in fluid communication with the common air conduit, each of the at least one heat exchanger configured to circulate a fluid of the engine assembly in heat exchange relationship with an airflow from the common air conduit circulating therethrough, the compressor having an inlet in fluid communication with the common air conduit upstream of the at least one heat exchanger.2. The compound engine assembly as defined in claim 1 , wherein the at least one internal combustion engine includes a reciprocating engine.3. The compound engine assembly ...

TURBOPROP ENGINE ASSEMBLY WITH COMBINED ENGINE AND COOLING EXHAUST

A turboprop engine assembly for an aircraft, including an internal combustion engine having a liquid coolant system, an air duct in fluid communication with an environment of the aircraft, a heat exchanger received within the air duct having coolant passages in fluid communication with the liquid coolant system and air passages air passages in fluid communication with the air duct, and an exhaust duct in fluid communication with an exhaust of the internal combustion engine. The exhaust duct has an outlet positioned within the air duct downstream of the heat exchanger and upstream of an outlet of the air duct, the outlet of the exhaust duct spaced inwardly from a peripheral wall of the air duct. In use, a flow of cooling air surrounds a flow of exhaust gases. A method of discharging air and exhaust gases in an turboprop engine assembly having an internal combustion engine is also discussed. 1. A turboprop engine assembly for an aircraft , the turboprop engine assembly comprising:an internal combustion engine having a liquid coolant system, the internal combustion engine drivingly engaged to a propeller;an air duct in fluid communication with an environment of the aircraft;a heat exchanger received within the air duct, the heat exchanger having coolant passages in fluid communication with the liquid coolant system and air passages in heat exchange relationship with the coolant passages, the air passages in fluid communication with the air duct; andan exhaust duct in fluid communication with an exhaust of the internal combustion engine, the exhaust duct having an outlet positioned within the air duct downstream of the heat exchanger and upstream of an outlet of the air duct, the outlet of the exhaust duct spaced inwardly from a peripheral wall of the air duct.2. The turboprop engine assembly as defined in claim 1 , wherein the exhaust duct is in fluid communication with an exhaust of the internal combustion engine through a turbine section including at least one ...

AUXILIARY POWER UNIT WITH VARIABLE SPEED RATIO

An auxiliary power unit for an aircraft includes a rotary intermittent internal combustion engine drivingly engaged to an engine shaft, a turbine section having an inlet in fluid communication with an outlet of the engine(s), the turbine section including at least one turbine compounded with the engine shaft, and a compressor having an inlet in fluid communication with an environment of the aircraft and an outlet in fluid communication with a bleed duct for providing bleed air to the aircraft, the compressor having a compressor rotor connected to a compressor shaft, the compressor shaft drivingly engaged to the engine shaft. The driving engagement between the compressor shaft and the engine shaft is configurable to provide at least two alternate speed ratios between the compressor shaft and the engine shaft. 1. An auxiliary power unit for an aircraft , comprising:a rotary intermittent internal combustion engine drivingly engaged to an engine shaft;a turbine section having an inlet in fluid communication with an outlet of the rotary intermittent internal combustion engine, the turbine section including at least one turbine compounded with the engine shaft; anda compressor having an inlet in fluid communication with an environment of the aircraft and an outlet in fluid communication with a bleed duct for providing bleed air to the aircraft, the compressor having a compressor rotor connected to a compressor shaft, the compressor shaft drivingly engaged to the engine shaft, the driving engagement between the compressor shaft and the engine shaft configurable to provide at least two alternate speed ratios between the compressor shaft and the engine shaft.2. The auxiliary power unit as defined in claim 1 , wherein the outlet of the compressor is also in fluid communication with an inlet of the rotary intermittent internal combustion engine.3. The auxiliary power unit as defined in claim 2 , wherein the compressor is a first compressor and the compressor shaft is a first ...

AUXILIARY POWER UNIT WITH COMBINED COOLING OF GENERATOR

An auxiliary power unit for an aircraft, including an internal combustion engine having a liquid coolant system, a generator drivingly engaged to the internal combustion engine and having a liquid coolant system distinct from the liquid coolant system of the internal combustion engine, a first heat exchanger in fluid communication with the liquid coolant system of the internal combustion engine, a second heat exchanger in fluid communication with the liquid coolant system of the generator, an exhaust duct in fluid communication with air passages of the heat exchangers, and a fan received in the exhaust duct and rotatable by the internal combustion engine for driving a cooling air flow through the air passages. The liquid coolant system of the engine may be distinct from fuel and lubricating systems of the auxiliary power unit. A method of cooling a generator and an internal combustion engine is also discussed. 1. An auxiliary power unit for an aircraft , the auxiliary power unit comprising:an internal combustion engine having a liquid coolant system distinct from any fuel and lubricating system of the auxiliary power unit;a generator drivingly engaged to the internal combustion engine, the generator having a liquid coolant system distinct from the liquid coolant system of the internal combustion engine;a first heat exchanger having first coolant passages in fluid communication with the liquid coolant system of the internal combustion engine and first air passages in heat exchange relationship with the first coolant passages;a second heat exchanger having second coolant passages in fluid communication with the liquid coolant system of the generator and second air passages in heat exchange relationship with the second coolant passages;an exhaust duct in fluid communication with the first and second air passages; anda fan received in the exhaust duct and rotatable by the internal combustion engine for driving a cooling air flow through the first and second air passages ...

ROTARY INTERNAL COMBUSTION ENGINE

A method of controlling an air intake flow in a rotary engine having primary and secondary inlet ports, including positioning the secondary inlet port rearwardly of the primary inlet port and forwardly of the exhaust port along a direction of a revolution of the rotor, providing independently closable communications between an air source and the primary and secondary inlet ports, and controlling air intake flows between the air source and the primary and secondary inlet ports. Controlling air intake flows includes simultaneously allowing the air intake flow between the primary inlet port and the air source and between the secondary inlet port and the air source. Exhaust gases of the engine are purged with the air intake flow of the secondary inlet port. A rotary engine is also discussed. 1. A method of controlling an air intake flow in a rotary engine having a rotor received in an internal cavity of an outer body and defining rotating chambers of variable volume , the rotary engine having a primary inlet port , a secondary inlet port , and an exhaust port , the secondary inlet port being in communication with the exhaust port through each of the rotating chambers throughout respective portions of a revolution of the rotor , the method comprising:positioning the secondary inlet port rearwardly of the primary inlet port and forwardly of the exhaust port along a direction of the revolution of the rotor;positioning the secondary inlet port so as to be in communication with the exhaust port throughout portions of the revolution of the engine;providing independently closable communications between an air source and the primary and secondary inlet ports;controlling air intake flows between the air source and the primary and secondary inlet ports through the independently closable communications, including simultaneously allowing the air intake flow between the primary inlet port and the air source and allowing the air intake flow between the secondary inlet port and the ...

Nanofuel engine apparatus and nanofuel

A nanofuel engine including receiving nanofuel (including moderator, nanoscale molecular dimensions & molecular mixture) internally in an internal combustion engine that releases nuclear energy, is set forth. A nanofuel chemical composition of fissile fuel, passive agent, and moderator. A method of obtaining transuranic elements for nanofuel including: receiving spent nuclear fuel (SNF); separating elements from SNF, including a stream of elements with Z>92, fissile fuel, passive agent, fertile fuel, or fission products; and providing elements. A method of using transuranic elements to create nanofuel, including: receiving, converting, and mixing the transuranic elements with a moderator to obtain nanofuel. A method of operating a nanofuel engine loaded with nanofuel in spark or compression ignition mode. A method of cycling a nanofuel engine, including compressing nanofuel; igniting nanofuel; capturing energy released in nanofuel, which is also the working fluid; and using the working fluid to perform mechanical work or generate heat.

ROTARY ENGINE

The present invention provides a rotary engine comprising: a housing provided with three lobe accommodation parts; a rotor which is provided with two lobes continuously accommodated in the lobe accommodation parts, has an intake storage part communicating with an intake port provided on the front surface-side, and has an exhaust storage part communicating with an exhaust port provided on the rear surface-side; an intake-side housing cover provided with an intake hole communicating with the intake storage part; an exhaust-side housing cover provided with an exhaust hole communicating with the exhaust storage part; and a crankshaft, wherein the flow of an exhaust gas into a stroke chamber during an intake stroke is reduced by preventing the exhaust storage part, at a portion of a section in which the exhaust port is open, from communicating with the exhaust hole during the intake stroke. 1. A rotary engine comprising:a housing including three lobe accommodation parts; two lobes configured to be received in the lobe accommodation parts,', 'an intake port defined at a first side,', 'an exhaust port defined at a second side,', 'an intake storage part that fluidly communicates with the intake port, and', 'an exhaust storage part that fluidly communicates with the exhaust port;, 'a rotor configured to eccentrically rotate about a center of the housing and includingan intake-side housing cover that is connected to a first portion of the housing and that overlaps the lobe accommodation parts, the intake-side housing cover including an intake hole configured to fluidly communicate with the intake storage part of the rotor;an exhaust-side housing cover that is connected to a second portion of the housing and that overlaps the lobe accommodation parts, the exhaust-side housing cover including an exhaust hole configured to fluidly communicate with the exhaust storage part of the rotor; anda crankshaft that is supported by the intake-side housing cover and the exhaust-side ...

COMPOUND CYCLE ENGINE

A compound cycle engine having a rotary internal combustion engine, a first turbine, and a second turbine is discussed. The exhaust port of the internal combustion engine is in fluid communication with the flowpath of the first turbine upstream of its rotor. The rotors of the first turbine and of each rotary unit drive a common load. The inlet of the second turbine is in fluid communication with the flowpath of the first turbine downstream of its rotor. The first turbine is configured as a velocity turbine and the first turbine has a pressure ratio smaller than that of the second turbine. A method of compounding a rotary engine is also discussed. 1. A compound cycle engine comprising:an internal combustion engine including a rotor sealingly and rotationally received within a housing, the housing defining an inlet port through which combustion air is admitted and an exhaust port through which exhaust pulses are expelled;a first turbine including a first turbine rotor supporting a circumferential array of blades extending across a flowpath, the exhaust port being in fluid communication with the flowpath upstream of the first turbine rotor, the first turbine rotor and the rotor of the internal combustion engine being in driving engagement with a common shaft; anda second turbine having an inlet in fluid communication with the flowpath downstream of the first turbine rotor;wherein the first turbine is configured as a velocity turbine, the blades of the first turbine being configured to rotate the first turbine rotor in response to kinetic energy imparted by impingement of the exhaust pulses against the blades, the first turbine having a pressure ratio smaller than that of the second turbine.2. The compound cycle engine as defined in claim 1 , wherein the second turbine is configured as a pressure turbine.3. The compound cycle engine as defined in claim 1 , wherein the internal combustion engine is a Wankel engine.4. The compound cycle engine as defined in claim 1 , ...

COMPOUND CYCLE ENGINE

A compound cycle engine having an output shaft, at least two rotary units each including an internal combustion engine with the rotor of each rotary unit mounted on the output shaft and in driving engagement therewith, and a turbine including a rotor in driving engagement with the output shaft. The exhaust port of each rotary unit housing is in fluid communication with the flowpath of the turbine upstream of its rotor. The turbine is disposed co-axially between two of the rotary units. The engine may further include a compressor in fluid communication with the inlet port of each housing and a second turbine having an inlet in fluid communication with the flowpath of the first turbine downstream of its rotor. A method of compounding rotary engines is also discussed. 1. A compound cycle engine comprising:an output shaft;at least two rotary units with each rotary unit including an internal combustion engine having a rotor sealingly and rotationally received within a respective housing, each housing having an inlet port through which combustion air is admitted and an exhaust port through which exhaust pulses are expelled, the rotor of each rotary unit being mounted on the output shaft and in driving engagement therewith; anda turbine including a turbine rotor in driving engagement with the output shaft, the turbine disposed co-axially between two of the rotary units, the turbine rotor having a circumferential array of blades extending across a flowpath, the exhaust port of each housing being in fluid communication with the flowpath upstream of the turbine rotor.2. The compound cycle engine as defined in claim 1 , the engine further comprising a compressor having an outlet in fluid communication with the inlet port of each housing.3. The compound cycle engine as defined in claim 2 , wherein the turbine is a first turbine claim 2 , the engine further comprising a second turbine in driving engagement with the compressor through a turbocharger shaft claim 2 , an inlet of ...

Rotary Engine

A rotary engine includes an intake port, an exhaust port, a rotor having an intake channel and/or an exhaust channel, and a rotor shaft coupled to the rotor. The rotor shaft has an inflow channel in communication with the intake channel and/or an outlet channel in communication with the exhaust channel. The rotary engine includes a housing having a working chamber formed between the housing and the rotor, the working chamber configured to handle, in succession, an intake phase, a compression phase, a combustion phase, an expansion phase, and an exhaust phase. The inflow channel cyclically communicates with the intake port and forms a passage between the intake port and the working chamber through the rotor shaft and the intake channel. The outlet channel cyclically communicates with the exhaust port and forms a passage between the exhaust port and the working chamber through the rotor shaft and the exhaust channel. 1. A rotary engine having an intake port and an exhaust port , the engine comprising:a rotor having an intake channel;a rotor shaft coupled to the rotor, the rotor shaft having an inflow channel in communication with the intake channel in the rotor; anda housing having (i) a pair of sides axially disposed on first and second sides of the rotor, and (ii) a working chamber formed between the housing and the rotor, wherein the working chamber is configured to handle, in succession, an intake phase, a compression phase, a combustion phase, an expansion phase, and an exhaust phase;wherein, as the rotor rotates relative to the housing, the inflow channel cyclically communicates with the intake port and forms, during the intake phase, a passage between the intake port and the working chamber through the rotor shaft and the intake channel.2. The rotary engine of claim 1 , wherein the rotor shaft is rigidly coupled to the rotor.3. The rotary engine of claim 1 , further comprising an eccentric input/output shaft configured to translate orbiting motion of the rotor ...

Nanofuel Internal Engine

A nanofuel engine including an inventive nanofuel internal engine, whereby nuclear energy is released in the working fluid and directly converted into useful work, with the qualities of an economical advanced small modular gaseous pulsed thermal reactor. Scientific feasibility is established by studying the behavior of nuclear fuels in configurations designed to support a fission chain reaction. Nanofuel is defined as nuclear fuel suitable for use in an internal engine, comprised of six essential ingredients, and can be created from clean fuel or from the transuranic elements found in light-water reactor spent nuclear fuel in a proliferation resistant manner. Three essential ingredients ensure the nanofuel is inherently stable, due to a negative temperature coefficient of reactivity. Reciprocating and Wankel (rotary) internal engine configurations, which operate in an Otto cycle, are adapted to support a fission chain reaction. Dynamic engine cores experience a decrease in criticality as the engine piston or rotor moves away from the top dead center position. In this inherent safety feature, the increase in engine core volume decreases the nanofuel density and increases the neutron leakage. Technological feasibility is demonstrated by examining potential engineering limitations. The nanofuel internal engine can be operated in two modes: spark-ignition with an external neutron source such as a fusion neutron generator; and compression-ignition with an internal neutron source. The structural integrity can be maintained using standard internal combustion engine design and operation practices. The fuel system can be operated in a closed thermodynamic cycle, which allows for complete fuel utilization, continuous refueling, and easy fission product extraction. Nanofuel engine power plant configurations offer favorable economic, safety, and waste management attributes when compared to existing power generation technology. The initial (first-of-a-kind) overnight capital ...

ROTARY INTERNAL COMBUSTION ENGINE WITH EXHAUST PURGE

In one aspect, described is a rotary engine having a purge port located rearwardly of the inlet port and forwardly of the exhaust port along a direction of the revolutions of the rotor, the purge port being in communication with the exhaust port through each of the chambers along a respective portion of each revolution, and the inlet and outlet ports being relatively located such that a volumetric compression ratio of the engine is lower than a volumetric expansion ratio of the engine. 1. A rotary engine , the engine having a stator body having walls defining an internal cavity , and a rotor body mounted for eccentric revolutions within the cavity , the rotor and stator bodies cooperating to provide rotating chambers of variable volume when the rotor moves relative to the stator , the engine comprising at least an inlet port , an exhaust port and a purge port defined in the stator body and communicating with the cavity , the inlet and outlet ports being located relative to one another such that a volumetric compression ratio of the engine is lower than a volumetric expansion ratio of the engine , the inlet port and purge port being in communication with an air source , the purge port being located rearwardly of the inlet port and forwardly of the exhaust port relative to a direction of the rotor revolution , the purge port momentarily communicating with the exhaust port through each of the chambers when the rotor is positioned in a respective portion of the rotor revolution.2. The engine as defined in claim 1 , wherein the engine is a Wankel engine claim 1 , with the stator body defining an internal cavity having an epitrochoid shape with two lobes claim 1 , and the rotor body having three circumferentially spaced apex portions claim 1 , the rotor body being engaged to an eccentric portion of a shaft claim 1 , the rotor performing orbital revolutions within the cavity with each of the apex portions remaining in sealing engagement with a peripheral one of the stator ...

ROTARY INTERNAL COMBUSTION ENGINE WITH VARIABLE VOLUMETRIC COMPRESSION RATIO

A method of controlling an air intake flow in a rotary engine having primary and secondary inlet ports, including positioning the secondary inlet port rearwardly of the primary inlet port and forwardly of the exhaust port along a direction of a revolution of the rotor, and controlling air intake flows communicating between an air source and the primary and secondary inlet ports. During engine start-up, a primary valve is closed to prevent the intake air flow between the primary inlet port and the air source and a secondary valve is opened to allow the intake air flow between the secondary inlet port and the air source. A rotary engine defining different compression ratios through actuation of a valve is also discussed. 1. A method of controlling an air intake flow in a rotary engine having a rotor received in an internal cavity of a housing and defining rotating chambers with variable volume , the rotary engine having a primary inlet port , a secondary inlet port , a primary valve , a secondary valve and an exhaust port , the secondary inlet port being in communication with the exhaust port through each of the rotating chambers throughout respective portions of the revolution of the rotor , the method comprising:positioning the secondary inlet port rearwardly of the primary inlet port and forwardly of the exhaust port along a direction of a revolution of the rotor; 'during engine start-up, closing the primary valve to prevent the intake air flow between the primary inlet port and the air source and opening the secondary valve to allow the intake air flow between the secondary inlet port and the air source.', 'controlling air intake flows communicating between an air source and the primary and secondary inlet ports, including2. The method as defined in claim 1 , the method further comprising:allowing the air intake flow between the primary inlet port and the air source by opening the primary valve while modulating the intake air flow between the secondary inlet port ...

ENGINE ASSEMBLY

An engine assembly includes an intermittent internal combustion engine having an engine shaft, a turbine having a turbine shaft, an output shaft for driving a load, and a gearbox having a first portion and a second portion. The engine shaft is in engagement with an accessory via the first portion. The turbine shaft is in driving engagement with the output shaft via the second portion. The gearbox is configurable between an engaged and a disengaged configurations. In the disengaged configuration, the first and second portions are decoupled, and the engine shaft and the turbine shaft are rotatable independently from each other. In the engaged configuration, the first and second portions are coupled, and the engine shaft and the turbine shaft are drivingly engaged with each other via the coupled first and second portions. 1. An engine assembly comprising:an intermittent internal combustion engine having an engine shaft;a turbine having a turbine shaft and having an inlet in fluid communication with an exhaust of the intermittent internal combustion engine;a rotatable accessory;an output shaft for driving engagement with a load to be driven by the engine assembly; in the disengaged configuration, the first and second portions are decoupled, and the engine shaft and the turbine shaft are rotatable independently from each other; and', 'in the engaged configuration, the first and second portions are coupled, and the engine shaft and the turbine shaft are drivingly engaged with each other via the coupled first and second portions., 'a gearbox having a first portion and a second portion, the engine shaft in driving engagement with the rotatable accessory via the first portion, the turbine shaft in driving engagement with the output shaft via the second portion, the gearbox configurable between an engaged configuration and a disengaged configuration, wherein2. The engine assembly of claim 1 , further comprising a compressor in driving engagement with the turbine shaft claim 1 ...

METHOD OF OPERATING AN ENGINE ASSEMBLY

A method of operating a compoundable engine that includes a turbine having a turbine shaft and an intermittent internal combustion engine having an engine shaft. The engine shaft is rotated at a first rotational speed. The turbine is driven by exhaust gases of the intermittent internal combustion engine to rotate the turbine shaft while the engine shaft rotates independently from the turbine shaft. A rotatable load is driven with the turbine shaft. A rotational speed of the engine shaft is increased from the first rotational speed until the turbine shaft reaches a predetermined rotational speed. After the turbine shaft has reached the predetermined rotational speed, the rotational speed of the engine shaft is adjusted until the turbine shaft and the engine shaft are drivingly engageable with each other, and the turbine shaft with the engine shaft are engaged such that both are in driving engagement with the rotatable load. 1. A method of operating an engine assembly including a turbine having a turbine shaft and an intermittent internal combustion engine having an engine shaft , the method comprising:rotating the engine shaft at a first rotational speed;driving a turbine with exhaust gases of the intermittent internal combustion engine to rotate the turbine shaft and to drive a rotatable load with the turbine shaft, the engine shaft being mechanically disengaged from the turbine shaft such that the engine shaft rotates independently from the turbine shaft;increasing a rotational speed of the engine shaft from the first rotational speed until the turbine shaft reaches a second rotational speed;after the turbine shaft has reached the second rotational speed, adjusting the rotational speed of the engine shaft until the turbine shaft and the engine shaft are drivingly engageable with each other; anddrivingly engaging the turbine shaft with the engine shaft such that both the turbine shaft and the engine shaft are in driving engagement with the rotatable load.2. The ...

AUXILIARY POWER UNIT INLET ASSEMBLY WITH PARTICLE SEPARATOR

An inlet assembly for an auxiliary power unit for an aircraft, including a particle separator and a plenum having first and second inlets. A first duct configured to deliver air to an engine of the auxiliary power unit is in fluid communication with an outlet of the plenum. A second duct configured to deliver air to a compartment containing the auxiliary power unit is in fluid communication with the outlet of the plenum. The assembly is selectively configurable between a first configuration where the plenum is in fluid communication with the environment of the aircraft through the second inlet and through the particle separator, and a second configuration where the plenum is in fluid communication with the environment of the aircraft through the first inlet independently of the particle separator. An auxiliary power unit assembly and a method of feeding air to an auxiliary power unit assembly are also discussed. 1. A movable inlet assembly for an auxiliary power unit for an aircraft , the assembly comprising:a first inlet defined on an exterior skin of the aircraft, the first inlet fluidly communicating between an environment of the aircraft and an engine of the auxiliary power unit via a particle separator when the inlet assembly is in a first configuration;a second inlet defined on an exterior skin of the aircraft, the second inlet fluidly communicating between the environment of the aircraft and the engine independently of the particle separator when the inlet assembly is in a second configuration;a member selectively positionable to substantially block communication between the second inlet and the engine when the inlet assembly is in the first configuration.2. The assembly as defined in claim 1 , wherein the first inlet also fluidly communicates with a compartment containing the auxiliary power unit via the particle separator in the first configuration claim 1 , and the second inlet also fluidly communicates with the compartment independently of the particle ...

Rotary engine and method of combusting fuel

A method of combusting fuel, e.g. heavy fuel, in a rotary engine, including injecting a main quantity of fuel directly into a combustion chamber to form a first fuel-air mixture having a first air-fuel equivalence ratio λ higher than 1, injecting a pilot quantity of fuel into a pilot subchamber to form a second fuel-air mixture having a second air-fuel equivalence ratio λ smaller than the first air-fuel equivalence ratio, igniting the second fuel-air mixture within the pilot subchamber, using the ignited second fuel-air mixture from the pilot subchamber to ignite the first fuel-air mixture, and injecting a supplemental quantity of fuel directly into the combustion chamber after igniting the first fuel-air mixture, upstream of an exhaust port of the rotary engine with respect to a direction of rotation of the rotor. A rotary engine with interburner fuel injector is also discussed.

ENGINE ASSEMBLY WITH POROUS SURFACE OF BOUNDARY LAYER SUCTION

There is disclosed an engine assembly, including an internal combustion engine having a housing and a coolant circuitry in heat exchange relationship with the housing. A porous surface is configured for defining a portion of an external surface of an aircraft. Apertures are defined through the porous surface. The housing of the internal combustion engine is in heat exchange relationship with the porous surface for heating the porous surface. An air conduit has an inlet fluidly connected to a boundary layer region outside the engine assembly and adjacent the porous surface via the apertures of the porous surface. The air conduit is in heat exchange relationship with the coolant circuitry. A forced air system is fluidly connected to the inlet of the air conduit and is operable to draw an airflow from the inlet and inside the air conduit. A method of operating the engine assembly is disclosed. 1. An engine assembly , comprising:a liquid-cooled internal combustion engine having a housing, the internal combustion engine including a coolant circuitry for circulating a liquid coolant, the coolant circuitry in heat exchange relationship with the housing;a porous surface configured for defining a portion of an external surface of an aircraft, apertures defined through the porous surface, the housing of the internal combustion engine in heat exchange relationship with the porous surface for heating the porous surface;an air conduit having an inlet fluidly connected to a boundary layer region outside the engine assembly and adjacent the porous surface via the apertures of the porous surface, the air conduit in heat exchange relationship with the coolant circuitry; anda forced air system fluidly connected to the inlet of the air conduit and operable to draw an airflow from the inlet and inside the air conduit.2. The engine assembly of claim 1 , wherein the internal combustion engine is located inside the air conduit.3. The engine assembly of claim 1 , wherein the housing of the ...

COMPOUND CYCLE ENGINE

A compound cycle engine having a rotary internal combustion engine, a first turbine, and a second turbine is discussed. The exhaust port of the internal combustion engine is in fluid communication with the flowpath of the first turbine upstream of its rotor. The rotors of the first turbine and of each rotary unit drive a common load. The inlet of the second turbine is in fluid communication with the flowpath of the first turbine downstream of its rotor. The first turbine is configured as a velocity turbine and the first turbine has a pressure ratio smaller than that of the second turbine. A method of compounding a rotary engine is also discussed. 1. A compound cycle engine comprising:an internal combustion engine including a rotor sealingly and rotationally received within a housing, the internal combustion engine having a plurality of combustion chambers between the rotor and the housing, the housing defining an inlet port through which combustion air is admitted and an exhaust port through which exhaust pulses are expelled;a first turbine including a first turbine rotor supporting a circumferential array of blades extending across a flowpath, the exhaust port being in fluid communication with the flowpath upstream of the first turbine rotor, the first turbine rotor and the rotor of the internal combustion engine being in driving engagement with a common shaft; anda second turbine having an inlet in fluid communication with the flowpath downstream of the first turbine rotor;wherein the first turbine is configured as a velocity turbine, the blades of the first turbine being configured to rotate the first turbine rotor in response to kinetic energy imparted by impingement of the exhaust pulses against the blades, the first turbine having a pressure ratio smaller than that of the second turbine.2. The compound cycle engine as defined in claim 1 , wherein the second turbine is configured as a pressure turbine.3. The compound cycle engine as defined in claim 1 , wherein ...

ENGINE ASSEMBLY WITH INTERCOOLER

A method of operating an engine assembly receiving fuel, including admitting atmospheric air at a temperature Tthrough an inlet of a compressor having a pressure ratio of PR, compressing the air in the compressor, cooling the compressed air from the compressor through an intercooler to cool the air from a temperature Tto a temperature T, delivering the cooled compressed air from the intercooler to an inlet of an intermittent internal combustion engine having an effective volumetric compression ratio r, and further compressing the air in the intermittent internal combustion engine before igniting the fuel, where 2. The method as defined in claim 1 , wherein the compressor performs an adiabatic compression claim 1 , and wherein a has a value of 0.336±0.04.3. The method as defined in claim 1 , wherein the intermittent internal combustion engine performs a polytropic compression claim 1 , and wherein b has a value of 0.32±0.04.4. The method as defined in claim 1 , wherein the temperature of auto-ignition of the fuel Thas a value of 1380±100 Rankine.5. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio equal to the effective volumetric compression ratio r claim 1 , and wherein the pressure ratio PRof the compressor has a value within a range defined from 2.5 to 9.6. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio greater than the effective volumetric compression ratio r claim 1 , and wherein the pressure ratio PRof the compressor has a value within a range defined from 3 to 12.7. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio equal to the effective volumetric compression ratio r claim 1 , and wherein the effective volumetric compression ratio rhas a value within a range defined from 4.5 to 8.8. The method as defined in claim 1 , ...

Rotary Engine Rotor

A rotary engine rotor () comprising three rotor flanks () arranged in a generally equilateral triangle shape, each rotor flank () having a leading edge () and a trailing edge (), an elongate lip () being provided on the leading edge () of at least one of the rotor flanks (), the elongate lip () extending the full axial length of the rotor flank (). In another aspect, at least one rotor flank () comprises a cavity having a leading edge and a trailing edge, and at least a portion of the base of the cavity proximal to a trailing edge thereof is curved outwardly. 1. A rotary engine rotor comprising three rotor flanks arranged in a generally equilateral triangle shape , each rotor flank having a leading edge and a trailing edgecharacterised in that the leading edge of at least one of the rotor flanks comprises an elongate lip that extends the full axial length of the rotor flank.2. A rotary engine rotor according to claim 1 , wherein the at least one rotor flank comprises a generally outwardly curved profile from the lip to the trailing edge of the rotor flank.3. A rotary engine rotor according to claim 1 , wherein the lip comprises a leading face and a trailing face.4. A rotary engine rotor according to claim 3 , wherein a leading face of the lip is directed outwardly with respect to the circumferential centre of the rotor flank.5. A rotary engine rotor according to claim 3 , wherein a trailing face of the lip is directed inwardly towards the circumferential centre of the rotor flank.6. A rotary engine rotor according to claim 3 , wherein the leading face of the lip is curved outwardly.7. A rotary engine rotor according to claim 6 , wherein the radius of curvature of the leading face of the lip is substantially equal to the radius of curvature of the at least one rotor flank proximal to the trailing edge thereof.8. A rotary engine rotor according to claim 3 , wherein the trailing face of the lip is curved radially inwardly.9. A rotary engine rotor according to claim 3 , ...

Rotary engine with pilot subchambers

A rotary engine including at least two pilot subchambers each in parallel fluid communication with the internal cavity, so that each pilot subchamber is in fluid communication with the combustion chambers as the rotor rotates. Each of the at least two pilot subchambers in fluid communication with a corresponding pilot fuel injector. At least one ignition source is configured for igniting fuel in the pilot subchambers. A compound engine assembly and a method of combusting fuel in a rotary engine are also discussed.

ROTARY INTERNAL COMBUSTION ENGINE WITH APEX SEAL LUBRICATION

A rotary internal combustion engine with a housing having a fluid passage defined therethrough opening into a portion of its inner surface engaging each peripheral or apex seal of the rotor. An injector has an inlet for fluid communication with a pressurized lubricant source and a selectively openable and closable outlet in fluid communication with the fluid passage for delivering the pressurized lubricant to each seal through the fluid passage. A housing for a Wankel engine and a method of lubricating peripheral seals of a rotor in an internal combustion engine are also discussed. 1. A method of lubricating peripheral seals of a rotor in an internal combustion engine , the rotor rotatable inside a rotor cavity defined by a housing of the engine , the method comprising:circulating lubricant from a pressurized lubricant source to an injector;selectively opening an outlet of the injector; andwhen the outlet of the injector is open, delivering the pressurized lubricant through the housing and to an inner surface of the rotor cavity with the injector, the peripheral seals contacting the inner surface upon rotation of the rotor within the rotor cavity.2. The method as defined in claim 1 , wherein the pressurized lubricant is circulated to the injector at a pressure of at least 60 psia.3. The method as defined in claim 1 , wherein the pressurized lubricant is oil claim 1 , the pressurized lubricant source being common with a main oil system of the engine claim 1 , the oil being circulated to the injector at a same pressure as that of the main oil system.4. The method as defined in claim 1 , wherein the pressurized lubricant is fuel.5. The method as defined in claim 1 , wherein the pressurized lubricant is delivered by the injector to a manifold defined in the housing claim 1 , the pressurized lubricant circulating from the manifold to the peripheral seals through at least one fluid passage defined through the housing.6. The method as defined in claim 1 , wherein the ...

ROTARY ENGINE CASING

A rotary engine casing having at least one end wall of an internal cavity for a rotor including a seal-engaging plate sealingly engaging the peripheral wall to partially seal the internal cavity and a member mounted adjacent the seal-engaging plate outside of the internal cavity. The member and seal-engaging plate having abutting mating surfaces which cooperate to define between them at least one fluid cavity communicating with a source of liquid coolant. When the casing includes a plurality of rotor housings, the end wall may be between rotor housings. A method of manufacturing a rotary engine casing is also discussed. 1. A rotary engine casing comprising first and second axially spaced apart end walls interconnected by a peripheral wall , the first end wall , second end wall and peripheral wall together enclosing an internal cavity configured to sealingly engage a rotor rotatable therein , at least the first end wall including a seal-engaging plate sealingly engaging the peripheral wall to partially seal the internal cavity and a member mounted adjacent the seal-engaging plate outside of the internal cavity , the member and seal-engaging plate having abutting mating surfaces , the mating surfaces cooperating to define between them at least one fluid cavity communicating with a source of liquid coolant , the at least one fluid cavity configured to in use cool the rotor.2. The rotary engine casing as defined in claim 1 , wherein the casing includes two axially spaced apart end-casing sections located at opposite ends of the rotary engine casing and a central-casing section mounted between and connected to the two end-casing sections claim 1 , the central-casing section including the peripheral wall claim 1 , and the first end wall located in one of the end-casing sections.3. The rotary engine casing as defined in claim 1 , wherein said at least the first end wall includes the first and second end walls.4. The rotary engine casing as defined in claim 1 , wherein the ...

COMPOUND ENGINE ASSEMBLY WITH CANTILEVERED COMPRESSOR AND TURBINE

A compound engine assembly with an engine core including at least one internal combustion engine, a compressor, and a turbine section where the turbine shaft is configured to compound power with the engine shaft. The turbine section may include a first stage turbine and a second stage turbine. The turbine shaft is rotationally supported by a plurality of bearings all located on a same side of the compressor rotor(s) and all located on a same side of the turbine rotor(s), for example all located between the compressor rotor(s) and the turbine rotor(s), such that the compressor rotor(s) and the turbine rotor(s) are cantilevered. A method of driving a rotatable load of an aircraft is also discussed. 1. A compound engine assembly comprising:an engine core including at least one internal combustion engine in driving engagement with an engine shaft;a compressor having an outlet in fluid communication with an inlet of the engine core, the compressor including at least one compressor rotor connected to a turbine shaft;a turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section including at least one turbine rotor connected to the turbine shaft;wherein the turbine shaft is configured to compound power with the engine shaft; andwherein the turbine shaft is rotationally supported by a plurality of bearings, all of the plurality of bearings being located between the at least one compressor rotor and the at least one turbine rotor such that the at least one compressor rotor and the at least one turbine rotor are cantilevered.2. The compound engine assembly as defined in claim 1 , wherein the turbine shaft is connected to the engine shaft through a gear train contained in a casing claim 1 , the compressor and turbine section being located outside of the casing claim 1 , the plurality of bearings being contained in the casing.3. The compound engine assembly as defined in claim 2 , further comprising a lubricant circulation system ...

AUXILIARY POWER UNIT WITH COMBINED COOLING OF GENERATOR

An auxiliary power unit for an aircraft, including an internal combustion engine having a liquid coolant system, a generator drivingly engaged to the internal combustion engine and having a liquid coolant system distinct from the liquid coolant system of the internal combustion engine, a first heat exchanger in fluid communication with the liquid coolant system of the internal combustion engine, a second heat exchanger in fluid communication with the liquid coolant system of the generator, an exhaust duct in fluid communication with air passages of the heat exchangers, and a fan received in the exhaust duct and rotatable by the internal combustion engine for driving a cooling air flow through the air passages. The liquid coolant system of the engine may be distinct from fuel and lubricating systems of the auxiliary power unit. A method of cooling a generator and an internal combustion engine is also discussed. 1. A method of cooling a generator and an internal combustion engine of an auxiliary power unit for an aircraft , the method comprising:circulating a first liquid coolant through the internal combustion engine;circulating a second liquid coolant through the generator; anddriving a cooling air flow in heat exchange relationship with the first and second liquid coolants using a fan driven by the internal combustion engine.2. The method as defined in claim 1 , wherein the first coolant is distinct from any fuel and lubricating system of the auxiliary power unit.3. The method as defined in claim 1 , wherein the internal combustion engine is a Wankel rotary engine including a rotor having three apex portions mounted for eccentric revolutions within an internal cavity defined in a housing claim 1 , the internal cavity having an epitrochoid shape with two lobes.4. The method as defined in claim 1 , wherein the fan is driven by the internal combustion engine through a mechanical engagement between the fan and the internal combustion engine. This application is a ...

ROTARY INTERNAL COMBUSTION ENGINE WITH SEAL LUBRICATION

A rotary internal combustion engine with a housing having a fluid passage defined therethrough opening into a portion of its inner surface engaging each peripheral or apex seal of the rotor. An injector has an inlet for fluid communication with a pressurized lubricant source and a selectively openable and closable outlet in fluid communication with the fluid passage for delivering the pressurized lubricant to each seal through the fluid passage. A housing for a Wankel engine and a method of lubricating peripheral seals of a rotor in an internal combustion engine are also discussed. 1. A method of lubricating peripheral seals of a rotor in an internal combustion engine , the rotor rotatable inside a rotor cavity defined by a housing of the engine , the method comprising:circulating lubricant from a pressurized lubricant source to an injector operatively connected to an engine control unit;sensing a characteristic of the lubricant upstream of the injector;communicating data related to the characteristic of the lubricant to the engine control unit;in response to the data received by the engine control unit, sending a control command to the injector for selectively opening an outlet of the injector; andwhen the outlet of the injector is open, delivering the lubricant through the housing and to an inner surface of the rotor cavity with the injector, the peripheral seals contacting the inner surface upon rotation of the rotor within the rotor cavity.2. The method as defined in claim 1 , wherein the lubricant is circulated to the injector at a pressure of at least 60 psia.3. The method as defined in claim 1 , wherein the lubricant is oil claim 1 , the pressurized lubricant source being common with a main oil system of the internal combustion engine claim 1 , the oil being circulated to the injector at a same pressure as that of the main oil system.4. The method as defined in claim 1 , wherein the pressurized lubricant is fuel.5. The method as defined in claim 1 , wherein ...

Method of operating a rotary engine

A method of operating a rotary engine including a rotor engaged to a shaft and rotationally received in a housing to define a plurality of working chambers of variable volume, including delivering a pilot quantity of fuel into a pilot cavity in successive communication with the working chambers, igniting the pilot quantity of fuel within the pilot cavity, and delivering a main quantity of fuel into the working chambers downstream of the successive communication of the pilot cavity with the working chambers, where at least one of the pilot quantity and the main quantity is varied between successive rotations of the shaft.

TURBOFAN ENGINE ASSEMBLY WITH INTERCOOLER

A turbofan engine assembly including a compressor, an intermittent internal combustion engine having an inlet in fluid communication with an outlet of the compressor through at least one first passage of an intercooler, a turbine having an inlet in fluid communication with an outlet of the intermittent internal combustion engine, the turbine compounded with the intermittent internal combustion engine, a bypass duct surrounding the intermittent internal combustion engine, compressor and turbine, and a fan configured to propel air through the bypass duct and through an inlet of the compressor, wherein the intercooler is located in the bypass duct, the intercooler having at least one second passage in heat exchange relationship with the at least one first passage, the at least one second passage in fluid communication with the bypass duct. 1. A turbofan engine assembly comprising:a compressor;an intermittent internal combustion engine having an inlet in fluid communication with an outlet of the compressor through at least one first passage of an intercooler;a turbine having an inlet in fluid communication with an outlet of the intermittent internal combustion engine, the turbine compounded with the internal combustion engine;a bypass duct surrounding the intermittent internal combustion engine, compressor and turbine; anda fan configured to propel air through the bypass duct and through an inlet of the compressor;wherein the intercooler is located in the bypass duct, the intercooler having at least one second passage in heat exchange relationship with the at least one first passage, the at least one second passage in fluid communication with the bypass duct.2. The assembly as defined in claim 1 , wherein the fan and rotors of the compressor and of the turbine are drivingly engaged to a shaft of the intermittent internal combustion engine.3. The assembly as defined in claim 1 , wherein fan is drivingly engaged to the shaft of the intermittent internal combustion engine ...

ROTARY INTERNAL COMBUSTION ENGINE WITH PILOT SUBCHAMBER AND IGNITION ELEMENT

A rotary engine includes an insert having a pilot subchamber defined therein and communicating with the internal cavity of the engine. A pilot fuel injector has a tip in communication with the pilot subchamber. An ignition element extends into an element cavity defined through the insert adjacent the pilot subchamber. The element cavity is in communication with the pilot subchamber through a communication opening defined in the insert between the element cavity and the pilot subchamber. The communication opening is smaller than a portion of the ignition element adjacent the communication opening such as to prevent the portion of the ignition element from completely passing through the communication opening upon breaking off of the portion of the ignition element from a remainder of the ignition element. An outer body for a rotary engine and a method of combusting fuel in a rotary engine are also provided. 1. A rotary engine comprising:an outer body having walls defining an internal cavity;a rotor rotatable within the internal cavity in sealing engagement with the walls of the outer body;an insert having a pilot subchamber defined therein, the pilot subchamber communicating with the internal cavity;a pilot fuel injector having a tip in communication with the pilot subchamber; andan ignition element extending into an element cavity defined through the insert adjacent the pilot subchamber, the element cavity in communication with the pilot subchamber through a communication opening defined in the insert between the element cavity and the pilot subchamber, the communication opening being smaller than a portion of the ignition element adjacent the communication opening such as to prevent the portion of the ignition element from completely passing through the communication opening upon breaking off of the portion of the ignition element from a remainder of the ignition element.2. The engine as defined in claim 1 , wherein the portion of the ignition element includes a tip ...

Helical Trochoidal Rotary Machines With Offset

Rotary positive displacement machines based on trochoidal geometry, that comprise a helical rotor that undergoes planetary motion within a helical stator are described. The rotor can have a hypotrochoidal cross-section, with the corresponding stator cavity profile being the outer envelope of the rotor as it undergoes planetary motion, or the stator cavity can have an epitrochoidal cross-section with the corresponding rotor profile being the inner envelope of the trochoid as it undergoes planetary motion. In some embodiments, the geometry is offset in a manner that provides structural and/or operational advantages in the rotary machine. 1. A rotary machine comprising a stator and a rotor disposed within the stator ,said rotor having a rotor axis and a rotor helical profile, wherein, at any cross-section transverse to said rotor axis along at least a portion of a length of said rotor, said rotor has a rotor shape that is inwardly offset from a hypotrochoidal shape,said stator having a stator axis and a stator helical profile, wherein said stator has a stator shape at any cross-section transverse to said stator axis along at least a portion of a length of said stator that is an outer envelope formed when said rotor shape undergoes planetary motion,wherein said rotor is configured to undergo planetary motion within said stator.2. The rotary machine of wherein claim 1 , at any cross-section transverse to said rotor axis along at least a portion of a length of said rotor claim 1 , said rotor shape is inwardly offset from said hypotrochoidal shape along the normals of said transverse cross-section.3. The rotary machine of wherein claim 1 , at any cross-section transverse to said rotor axis along at least a portion of a length of said rotor claim 1 , said rotor shape is inwardly offset along the normals of the outer surface of said rotor.4. The rotary machine of wherein:the rotor shape has n lobes, where n is an integer;the stator shape has (n−1) lobes;the pitch of the ...

TURBOPROP ENGINE ASSEMBLY WITH COMBINED ENGINE AND COOLING EXHAUST

A turboprop engine assembly for an aircraft, including an internal combustion engine having a liquid coolant system, an air duct in fluid communication with an environment of the aircraft, a heat exchanger received within the air duct having coolant passages in fluid communication with the liquid coolant system and air passages air passages in fluid communication with the air duct, and an exhaust duct in fluid communication with an exhaust of the internal combustion engine. The exhaust duct has an outlet positioned within the air duct downstream of the heat exchanger and upstream of an outlet of the air duct, the outlet of the exhaust duct spaced inwardly from a peripheral wall of the air duct. In use, a flow of cooling air surrounds a flow of exhaust gases. A method of discharging air and exhaust gases in an turboprop engine assembly having an internal combustion engine is also discussed. 1. A method of discharging air and exhaust gases in an turboprop engine assembly having an internal combustion engine , the method comprising:circulating a flow of cooling air used to cool a liquid coolant of the internal combustion engine to an air duct of the turboprop engine assembly and out of the turboprop engine assembly; andcirculating a flow of exhaust gases produced by the internal combustion engine to the air duct so that the flow of cooling air surrounds the flow of exhaust gases, a mass flow the exhaust gases being smaller than a mass flow of the cooling air.2. The method as defined in claim 1 , wherein the flow of exhaust gases is circulated from the internal combustion engine through a turbine section compounded with the internal combustion engine before being circulated to the air duct.3. The method as defined in claim 1 , wherein the mass flow of the exhaust gases is 20% or less of the mass flow of the cooling air.4. The method as defined in claim 1 , wherein the flow of exhaust gases has a greater velocity than the flow of cooling air.5. The method as defined in ...

ENGINE ASSEMBLY WITH TURBINE SUPPORT CASING

An engine assembly having an internal combustion engine, a turbine module including a turbine casing, a support casing rigidly connecting the turbine casing to a remainder of the assembly, and an inlet scroll connected to the turbine casing without any direct rigid connection to the support casing. The inlet scroll includes an inlet pipe for each engine exhaust port. An exhaust pipe is provided for each exhaust port, connected to and providing fluid communication between the respective exhaust port and inlet pipe. The exhaust pipe is movable relative to at least one of the exhaust port and the inlet pipe at a corresponding connection therewith. One of the exhaust and inlet pipes floatingly extends through an opening defined in the support casing. The assembly may be a compound engine assembly. 1. An engine assembly comprising:an engine core including an internal combustion engine having an exhaust port;a turbine module including a turbine casing containing a turbine, a support casing rigidly connecting the turbine casing to a remainder of the assembly, and an inlet scroll connected to the turbine casing without any direct rigid connection to the support casing, the inlet scroll including an inlet pipe in fluid communication with an inlet of the turbine; andan exhaust pipe connected to and providing fluid communication between the exhaust port and the inlet pipe, the exhaust pipe movable relative to at least one of the exhaust port and the inlet pipe at a corresponding connection therewith;wherein one of exhaust and inlet pipes floatingly extends through a corresponding opening defined in the support casing.2. The engine assembly as defined in claim 1 , wherein the one of the exhaust and inlet pipes extends through the corresponding opening at a non-zero angle with respect to a rotational axis of the turbine.3. The engine assembly as defined in claim 1 , wherein the inlet pipe extends through the corresponding opening claim 1 , the inlet and exhaust pipes being ...

INLET GUIDE ASSEMBLY

An inlet guide assembly for a turbine receiving a pulsed flow, including a duct having an internal volume, and an inlet port, first outlet nozzle and second outlet nozzle each communicating with the internal volume. The inlet port is configured to receive at least part of the pulsed flow. The first and second outlet nozzles each define a respective nozzle area communicating between the internal volume and a flow path of the turbine. The first and second outlet nozzles are spaced from one another with the first outlet nozzle located closer to the inlet port than the second outlet nozzle relative to a flow direction through the duct, the nozzle area of the first outlet nozzle being smaller than the nozzle area of the second outlet nozzle. A compound engine assembly and method of introducing a pulsed flow into a flow path of a turbine are also discussed. 1. An inlet guide assembly for a turbine receiving a pulsed flow , the inlet guide assembly comprising a duct having an internal volume , and an inlet port , first outlet nozzle and second outlet nozzle each communicating with the internal volume , the inlet port configured to receive at least part of the pulsed flow , the first and second outlet nozzles each defining a respective nozzle area communicating between the internal volume and a flow path of the turbine , the first and second outlet nozzles spaced from one another with the first outlet nozzle located closer to the inlet port than the second outlet nozzle relative to a flow direction through the duct , the nozzle area of the first outlet nozzle being smaller than the nozzle area of the second outlet nozzle.2. The inlet guide as defined in claim 1 , further comprising a third outlet nozzle communicating with the internal volume claim 1 , the third outlet nozzle located further from the inlet port than the second outlet nozzle relative to the flow direction claim 1 , a nozzle area of the third outlet nozzle being greater than the nozzle area of the second ...

ROTARY INTERNAL COMBUSTION ENGINE WITH UNEQUAL VOLUMETRIC RATIOS

A rotary internal combustion engine including a rotor assembly where at least a first and a second of the combustion chambers have unequal theoretical volumetric ratios. Also, a rotary internal combustion engine including first and second rotor assemblies where at least one of the combustion chambers of the first rotor assembly and at least one of the combustion chambers of the second rotor assembly have unequal effective volumetric compression ratios and/or unequal effective volumetric expansion ratios. 1. A rotary internal combustion engine comprising:a housing having a rotor cavity; anda rotor received in the rotor cavity and cooperating with the housing to define combustion chambers in the rotor cavity, each of the combustion chambers having a respective working volume that is variable, each of the combustion chambers having a theoretical volumetric ratio defined as a ratio of a maximum value of the respective working volume to a minimum value of the respective working volume throughout one revolution of the rotor, wherein at least a first and a second of the combustion chambers have unequal theoretical volumetric ratios.2. The rotary internal combustion engine as defined in claim 1 , wherein the theoretical volumetric ratio of a third of the combustion chambers is unequal to the theoretical volumetric ratios of the first and second combustion chambers.3. The rotary internal combustion engine as defined in claim 1 , wherein the first combustion chamber is bordered by a first flank of the rotor and the second combustion chamber is bordered by a second flank of the rotor claim 1 , the first flank including a recess having a volume unequal to that of a recess of the second flank.4. The rotary internal combustion engine as defined in claim 1 , wherein the first combustion chamber is bordered by a first flank of the rotor and the second combustion chamber is bordered by a second flank of the rotor claim 1 , the first flank including a recess claim 1 , the second ...

ENGINE ASSEMBLY WITH COMBINED ENGINE AND COOLING EXHAUST

An engine assembly for an aircraft, including an internal combustion engine having a liquid coolant system in fluid communication with a heat exchanger, an exhaust duct in fluid communication with air passages of the heat exchanger, a fan in fluid communication with the exhaust duct for driving a cooling air flow through the air passages of the heat exchanger and into the exhaust duct, and an intermediate duct in fluid communication with an exhaust of the engine and having an outlet positioned within the exhaust duct downstream of the fan and upstream of the outlet of the exhaust duct. The outlet of the intermediate duct is spaced inwardly from a peripheral wall of the exhaust duct. The engine assembly may be configured as an auxiliary power unit. A method of discharging air and exhaust gases in an auxiliary power unit having an internal combustion engine is also discussed. 122-. (canceled)23. An engine assembly for an aircraft , the engine assembly comprising:an internal combustion engine having a liquid coolant system;a heat exchanger having coolant passages in fluid communication with the liquid coolant system and air passages in heat exchange relationship with the coolant passages;an exhaust duct in fluid communication with the air passages of the heat exchanger, the exhaust duct having an outlet in fluid communication with an environment of the aircraft;a fan in fluid communication with the exhaust duct for driving a cooling air flow through the air passages of the heat exchanger and into the exhaust duct; andan intermediate duct in fluid communication with an exhaust of the internal combustion engine, the intermediate duct having an outlet positioned within the exhaust duct downstream of the fan and upstream of the outlet of the exhaust duct, the outlet of the intermediate duct spaced inwardly from a peripheral wall of the exhaust duct.24. The engine assembly as defined in claim 23 , wherein the intermediate duct is in fluid communication with an exhaust of ...

ENGINE ASSEMBLY WITH COMBINED ENGINE AND COOLING EXHAUST

An engine assembly for an aircraft, including an internal combustion engine having a liquid coolant system in fluid communication with a heat exchanger, an exhaust duct in fluid communication with air passages of the heat exchanger, a fan in fluid communication with the exhaust duct for driving a cooling air flow through the air passages of the heat exchanger and into the exhaust duct, and an intermediate duct in fluid communication with an exhaust of the engine and having an outlet positioned within the exhaust duct downstream of the fan and upstream of the outlet of the exhaust duct. The outlet of the intermediate duct is spaced inwardly from a peripheral wall of the exhaust duct. The engine assembly may be configured as an auxiliary power unit. A method of discharging air and exhaust gases in an auxiliary power unit having an internal combustion engine is also discussed. 1. An engine assembly for an aircraft , the engine assembly comprising:an internal combustion engine having a liquid coolant system;a heat exchanger having coolant passages in fluid communication with the liquid coolant system and air passages in heat exchange relationship with the coolant passages;an exhaust duct in fluid communication with the air passages of the heat exchanger, the exhaust duct having an outlet in fluid communication with an environment of the aircraft;a fan in fluid communication with the exhaust duct for driving a cooling air flow through the air passages of the heat exchanger and into the exhaust duct; andan intermediate duct in fluid communication with an exhaust of the internal combustion engine, the intermediate duct having an outlet positioned within the exhaust duct downstream of the fan and upstream of the outlet of the exhaust duct, the outlet of the intermediate duct spaced inwardly from a peripheral wall of the exhaust duct.2. The engine assembly as defined in claim 1 , wherein the intermediate duct is in fluid communication with an exhaust of the internal ...

TURBOFAN ENGINE ASSEMBLY WITH INTERCOOLER

A turbofan engine assembly including a compressor, an intermittent internal combustion engine having an inlet in fluid communication with an outlet of the compressor through at least one first passage of an intercooler, a turbine having an inlet in fluid communication with an outlet of the intermittent internal combustion engine, the turbine compounded with the intermittent internal combustion engine, a bypass duct surrounding the intermittent internal combustion engine, compressor and turbine, and a fan configured to propel air through the bypass duct and through an inlet of the compressor, wherein the intercooler is located in the bypass duct, the intercooler having at least one second passage in heat exchange relationship with the at least one first passage, the at least one second passage in fluid communication with the bypass duct. 1. A turbofan engine assembly comprising:a compressor;an intermittent internal combustion engine having an inlet in fluid communication with an outlet of the compressor through at least one first passage of an intercooler;a turbine having an inlet in fluid communication with an outlet of the intermittent internal combustion engine, the turbine compounded with the internal combustion engine;a bypass duct surrounding the intermittent internal combustion engine, compressor and turbine; anda fan configured to propel air through the bypass duct and through an inlet of the compressor;wherein the intercooler is located in the bypass duct, the intercooler having at least one second passage in heat exchange relationship with the at least one first passage, the at least one second passage in fluid communication with the bypass duct.2. The assembly as defined in claim 1 , wherein the fan and rotors of the compressor and of the turbine are drivingly engaged to a shaft of the intermittent internal combustion engine.3. The assembly as defined in claim 1 , wherein the fan is drivingly engaged to the shaft of the intermittent internal combustion ...

COMPOUND ENGINE ASSEMBLY WITH COMMON INLET

A compound engine assembly including an air conduit having an inlet in fluid communication with ambient air around the compound engine assembly, a compressor having an inlet in fluid communication with the air conduit, an engine core including at least one rotary internal combustion engine and having an inlet in fluid communication with an outlet of the compressor, a turbine section having an inlet in fluid communication with an outlet of the engine core and configured to compound power with the engine core; and at least one heat exchanger in fluid communication with the air conduit, each heat exchanger configured to circulate a fluid of the engine assembly in heat exchange relationship with an airflow from the air conduit circulating therethrough. A method of supplying air to a compound engine assembly is also discussed. 1. A compound engine assembly comprising:an air conduit having an inlet in fluid communication with ambient air around the compound engine assembly;a compressor having an inlet in fluid communication with the air conduit;an engine core including at least one internal combustion engine each having a rotor sealingly and rotationally received within a respective internal cavity to provide rotating chambers of variable volume in the respective internal cavity, the engine core having an inlet in fluid communication with an outlet of the compressor;a turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section configured to compound power with the engine core; andat least one heat exchanger in fluid communication with the air conduit, each of the at least one heat exchanger configured to circulate a fluid of the engine assembly in heat exchange relationship with an airflow from the air conduit circulating therethrough.2. The compound engine assembly as defined in claim 1 , wherein the rotor of each of the at least one internal combustion engine has three apex portions separating the rotating chambers and ...

ENGINE ASSEMBLY WITH MODULAR COMPRESSOR AND TURBINE

An engine assembly including an engine core with at least one internal combustion engine, a first casing, a turbine module including a second casing located outside of the first casing, and a compressor module including a third casing located outside of the first and second casings. The turbine shaft extends into the first casing, is rotationally supported by a bearings all contained within the first casing, and is free of rotational support within the second casing. The first casing may be a gearbox module casing through which the turbine shaft is in driving engagement with the engine shaft. A method of driving a rotatable load of an aircraft, and an engine assembly with a rotary engine core, a gearbox module with a first casing, and a second module including a second casing located outside of the first casing and detachably connected to the first casing are also discussed. 1. An engine assembly comprising:an engine core including at least one internal combustion engine in driving engagement with an engine shaft;a first casing;a turbine module including a second casing located outside of the first casing, the second casing containing a turbine section, the turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section including at least one turbine rotor connected to a turbine shaft, the turbine shaft extending into the first casing and rotationally supported by a plurality of bearings all contained within the first casing, the turbine shaft being free of rotational support within the second casing; anda compressor module including a third casing located outside of the first and second casings, the third casing containing a compressor having an outlet in fluid communication with an inlet of the engine core, the compressor including at least one compressor rotor in driving engagement with at least one of the turbine shaft and the engine shaft.2. The engine assembly as defined in claim 1 , wherein the first casing is ...

COMPOUND ENGINE ASSEMBLY WITH CANTILEVERED COMPRESSOR AND TURBINE

A compound engine assembly with an engine core including at least one internal combustion engine, a compressor, and a turbine section where the turbine shaft is configured to compound power with the engine shaft. The turbine section may include a first stage turbine and a second stage turbine. The turbine shaft is rotationally supported by a plurality of bearings all located on a same side of the compressor rotor(s) and all located on a same side of the turbine rotor(s), for example all located between the compressor rotor(s) and the turbine rotor(s), such that the compressor rotor(s) and the turbine rotor(s) are cantilevered. A method of driving a rotatable load of an aircraft is also discussed. 1. A compound engine assembly comprising:an engine core including at least one internal combustion engine in driving engagement with an engine shaft;a compressor having an outlet in fluid communication with an inlet of the engine core, the compressor including at least one compressor rotor connected to a turbine shaft;a turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section including at least one turbine rotor connected to the turbine shaft;wherein the turbine shaft is configured to compound power with the engine shaft; andwherein the turbine shaft is rotationally supported by a plurality of bearings, all of the plurality of bearings being located between the at least one compressor rotor and the at least one turbine rotor such that the at least one compressor rotor and the at least one turbine rotor are cantilevered.2. The compound engine assembly as defined in claim 1 , wherein the turbine shaft is connected to the engine shaft through a gear train contained in a casing claim 1 , the compressor and turbine section being located outside of the casing claim 1 , the plurality of bearings being contained in the casing.3. The compound engine assembly as defined in claim 2 , further comprising a lubricant circulation system ...

COMPOUND ENGINE ASSEMBLY WITH COAXIAL COMPRESSOR AND OFFSET TURBINE SECTION

A compound engine assembly having an engine core including at least one internal combustion engine in driving engagement with an engine shaft, a compressor having an outlet in fluid communication with an inlet of the engine core and including at least one rotor rotatable about an axis coaxial with the engine shaft, the engine shaft in driving engagement with the compressor rotor, and a turbine section having an inlet in fluid communication with an outlet of the engine core and including at least one rotor engaged on a rotatable turbine shaft, the turbine shaft configured to compound power with the engine shaft. The turbine and engine shafts are parallel to and radially offset from one another, and the turbine shaft and the axis of the compressor rotor are parallel to and radially offset from one another. A method of driving a rotatable load of an aircraft is also discussed. 1. A compound engine assembly comprising:an engine core including at least one internal combustion engine in driving engagement with an engine shaft;a compressor having an outlet in fluid communication with an inlet of the engine core, the compressor including at least one compressor rotor rotatable about an axis of rotation coaxial with the engine shaft, the engine shaft in driving engagement with the compressor rotor; anda turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section including at least one turbine rotor engaged on a rotatable turbine shaft, the turbine shaft configured to compound power with the engine shaft, the turbine and engine shafts being parallel to one another and radially offset from one another, the turbine shaft and the axis of rotation of the compressor rotor being parallel to one another and radially offset from one another.2. The compound engine assembly as defined in claim 1 , wherein each of the at least one internal combustion engine includes a rotor sealingly and rotationally received within a respective internal ...

AIRCRAFT POWER PLANT COOLING SYSTEM

A method of cooling an aircraft power plant having a combustion engine is disclosed. The method comprises in a first operating mode, inducing a cooling air flow through a heat exchanger in an air conduit via a flow inducing device fluidly connected to the air conduit, the heat exchanger connected in heat exchange relationship with the power plant of the aircraft. The method comprises, in a second operating mode, bypassing the cooling air flow from the flow inducing device via a selectively closable air outlet of the air conduit downstream of the heat exchanger. A cooling system for an aircraft power plant is also disclosed.

AIRCRAFT WITH ENGINE ASSEMBLY MOUNTED TO WHEEL WELL

An assembly for an aircraft having a propeller, including a wheel well configured for receiving a retracted landing gear, the wheel well including walls and a closable bottom opening for deploying the landing gear therethrough, an engine assembly having an engine shaft configured for driving engagement with the propeller, and a mount assembly for supporting the engine assembly, the mount assembly connected to at least one of the walls of the wheel well. A method of supporting an engine assembly in an aircraft having a retractable landing gear and a propeller driven by the engine assembly is also discussed. 1. An assembly for an aircraft having a propeller , the assembly comprising:a wheel well configured for receiving a retracted landing gear, the wheel well including walls and a closable bottom opening for deploying the landing gear therethrough;an engine assembly having an engine shaft configured for driving engagement with the propeller; anda mount assembly for supporting the engine assembly, the mount assembly connected to at least one of the walls of the wheel well.2. The assembly as defined in claim 1 , wherein the assembly is a nose assembly for a front end of the aircraft claim 1 , the propeller is a nose propeller claim 1 , and the landing gear is a nose landing gear.3. The assembly as defined in claim 1 , wherein the walls of the wheel well include side walls claim 1 , the mount assembly connected to the side walls.4. The assembly as defined in claim 1 , wherein the mount assembly includes upper and lower yokes connected to the engine assembly claim 1 , the lower yoke connected to the at least one of the walls of the wheel well.5. The assembly as defined in claim 4 , wherein the upper yoke is configured to be connected to a structure of the aircraft.6. The assembly as defined in claim 5 , wherein the walls of the wheel well include a top wall and side walls extending upwardly beyond the top wall claim 5 , the upper yoke connected to a support upwardly ...

AIRCRAFT WITH WHEEL WELL BETWEEN COOLING DUCT OUTLETS

An assembly for an aircraft having a propeller, including an engine assembly having an engine shaft configured for driving engagement with the propeller. The engine assembly includes first and second heat exchangers configured for circulation of at least one of a liquid coolant and a lubricant therethrough. A wheel well is configured for receiving a retracted landing gear. A first cooling duct receives the first heat exchanger and has a first outlet downstream of the first heat exchanger, and a second cooling duct receives the second heat exchanger and has a second outlet downstream of the second heat exchanger. The outlets are in direct fluid communication with an environment of the aircraft, and laterally spaced from each other. The wheel well is located between the outlets. A method of cooling an engine assembly is also discussed. 1. An assembly for an aircraft having a propeller , the assembly comprising:an engine assembly having an engine shaft configured for driving engagement with the propeller, the engine assembly including first and second heat exchangers configured for circulation of at least one of a liquid coolant and a lubricant therethrough;a wheel well configured for receiving a retracted landing gear; anda first cooling duct receiving the first heat exchanger and having a first outlet downstream of the first heat exchanger, and a second cooling duct receiving the second heat exchanger and having a second outlet downstream of the second heat exchanger, the first and second outlets in direct fluid communication with an environment of the aircraft, the first and second outlets laterally spaced from each other and the wheel well located between the first and second outlets.2. The assembly as defined in claim 1 , wherein the assembly is a nose assembly for a front end of the aircraft claim 1 , the propeller is a nose propeller claim 1 , and the landing gear is a nose landing gear.3. The assembly as defined in claim 1 , wherein the first heat exchanger is ...

Aircraft with wheel well between heat exchangers of engine assembly

An assembly for an aircraft having a propeller, including a wheel well for a retracted landing gear, first and second cooling ducts; and an engine assembly having an engine shaft configured for driving engagement with the propeller, the engine assembly including a coolant circulation system for circulation of a liquid coolant, a lubricant circulation system for circulation of a lubricant, a first heat exchanger in fluid communication with at least the coolant circulation system, and a second heat exchanger in fluid communication with at least the lubricant circulation system. Each heat exchanger is positioned and configured for receiving a cooling airflow from the respective cooling duct. The wheel well is located between the heat exchangers. A method of cooling a lubricant and a liquid coolant of an engine assembly is also discussed.

INTERNAL COMBUSTION ENGINE WITH IGNITER COOLING SLEEVE

An internal combustion engine including an igniter disposed at least partially within an aperture defined in a housing of the engine, the igniter having a body including a tip supporting portion and having a tip extending from the tip supporting portion. A cooling sleeve is disposed around the tip supporting portion, and the cooling sleeve defines a path of heat transfer between the tip supporting portion and the housing. The engine may be a rotary engine. A method for cooling an igniter of an internal combustion engine is also discussed. 1. A rotary engine comprising:a housing having an internal cavity;a rotor received in the internal cavity and cooperating with the housing to define combustion chambers of variable volume in the internal cavity;a fuel injector communicating with the combustion chambers;an igniter disposed at least partially within an aperture defined in the housing, the igniter having a body including a tip supporting portion and having a tip extending from the tip supporting portion, the tip configured to ignite fuel injected by the fuel injector; anda cooling sleeve received in the aperture and disposed around the tip supporting portion, the cooling sleeve defining a path of heat transfer between the tip supporting portion and the housing.2. The rotary engine as defined in claim 1 , wherein the housing includes a pilot subchamber in successive communication with the combustion chambers claim 1 , the fuel injector is a pilot fuel injector communicating with the combustion chambers through the pilot subchamber claim 1 , and wherein the tip of the igniter is in communication with the pilot subchamber.3. The rotary engine as defined in claim 1 , wherein the cooling sleeve is in contact with the tip supporting portion and with a surface of the housing defining the aperture.4. The rotary engine as defined in claim 1 , wherein the tip supporting portion has a reduced outer diameter relative to that of a remainder of the body.5. The rotary engine as ...

HEAVY FUEL ROTARY ENGINE WITH COMPRESSION IGNITION

A rotary engine that starts and operates on compression-ignition of a heavy fuel without a secondary ignition source. The rotary engine includes a rotor housing that forms an epitrochoidal-shaped chamber having linear side portions extending between rounded end portions. A three-flanked rotor is disposed in the chamber to rotate and operate in a manner similar to that of a common Wankel-style rotary engine. The rotor and chamber are configured to provide a compression ratio sufficient to produce compression-ignition of a heavy fuel. The rotor includes apex seal and side seal mounting blocks formed from hardened materials and that are simply removable from the rotor for replacing apex and side seals. The apex seals may include multiple non-parallel seal members at each apex and the apex seals and the side seals may overlap or intersect a corner seal to increase sealing under high compression loads produced by the rotor/chamber configuration. 120-. (canceled)21. A rotary engine , comprising:a rotor housing comprising an epitrochoid-shaped chamber having linear side portions that extend parallel to one another and between opposing rounded end portions, the linear side portions free from inwardly-extending surfaces; anda rotor disposed in the epitrochoid-shaped chamber, the rotor comprising three flanks and three apexes, respective pairs of the flanks meeting at respective apexes.22. The rotary engine of claim 21 , comprising an apex seal at an apex of the three apexes.23. The rotary engine of claim 21 , comprising a plurality of rotors including the rotor.24. The rotary engine of claim 23 , wherein the plurality of rotors are disposed in series along the length of a drive shaft to drive the drive shaft.25. The rotary engine of claim 21 , comprising a drive shaft coupled with the rotor.26. The rotary engine of claim 25 , comprising a lobe aligned with an aperture of the rotor.27. The rotary engine of claim 21 , comprising a first endplate and a second endplate coupled ...

Rotary Engine Rotor

A rotary engine rotor () comprising three rotor flanks () arranged in a generally equilateral triangle shape, each rotor flank () having a leading edge () and a trailing edge (), an elongate lip () being provided on the leading edge () of at least one of the rotor flanks (), the elongate lip () extending the full axial length of the rotor flank (). In another aspect, at least one rotor flank () comprises a cavity having a leading edge and a trailing edge, and at least a portion of the base of the cavity proximal to a trailing edge thereof is curved outwardly. 1. A rotary engine rotor comprising three rotor flanks arranged in a generally equilateral triangle shape , each rotor flank having a leading edge and a trailing edgewherein the leading edge of at least one of the rotor flanks comprises an elongate lip that extends the full axial length of the rotor flank, andcharacterized in that the at least one rotor flank comprises a recess formed in the outer surface therein, the recess comprising a leading edge and a trailing edge, the recess extending axially between substantially planar side walls and across the length of the rotor flank, the lip being defined between the leading edge of the rotor flank and the leading edge of the recess.2. A rotary engine rotor according to claim 1 , wherein the at least one rotor flank comprises a generally outwardly curved profile from the lip to the trailing edge of the rotor flank.3. A rotary engine rotor according to claim 1 , wherein the lip comprises a leading face and a trailing face.4. A rotary engine rotor according to claim 3 , wherein a leading face of the lip is directed outwardly with respect to the circumferential center of the rotor flank.5. A rotary engine rotor according to claim 3 , wherein a trailing face of the lip is directed inwardly towards the circumferential center of the rotor flank.6. A rotary engine rotor according to claim 3 , wherein the leading face of the lip is curved outwardly.7. A rotary engine rotor ...

MICRO-AUXILIARY POWER UNITS

A micro-auxiliary power unit for supplying electric power to a vehicle includes a thermal resistant enclosure having an intake duct for receiving air, and a source of fuel. A fuel valve is fluidly coupled from the enclosure, and the fuel valve is movable between an opened position and a closed position. The micro-auxiliary power unit includes a Wankel engine to drive an output shaft and a starter-generator coupled to the output shaft to generate electric power. The micro-auxiliary power unit includes a system that has at least one sensor disposed within the enclosure that observes a condition of the enclosure and generates sensor signals, and a controller having a processor that receives the sensor signals, determines the presence of a thermal event within the enclosure and based on the determination, outputs one or more control signals to the fuel valve to move the fuel valve to the closed position. 1. A micro-auxiliary power unit for supplying electric power to a vehicle , comprising:a thermal resistant enclosure having an intake duct for receiving air;a source of fuel onboard the vehicle, the source of fuel fluidly coupled to the enclosure via a fuel line, with a fuel valve fluidly coupled to the fuel line upstream from the enclosure, the fuel valve movable between a first, opened position in which fuel flows through the fuel line and a second, closed position in which the flow of fuel is inhibited;a Wankel engine contained wholly within the enclosure, the engine configured to combust the air and the fuel to drive an output shaft;a starter-generator coupled to the output shaft of the engine and disposed wholly within the enclosure, the starter-generator configured to generate electric power for the vehicle based on the rotation of the output shaft; receive the sensor signals;', 'determine, based on the sensor signals, the presence of a thermal event within the enclosure; and', 'based on the determination of the presence of the thermal event, output one or more ...

ROTARY INTERNAL COMBUSTION ENGINE WITH COOLED INSERT

A rotary internal combustion engine having an insert opening defined in a hot area of one of the walls of the stator body and in communication with its internal cavity. A cooling jacket is received in and lines the insert opening. An insert is sealingly received in the cooling jacket and made of a material having a greater heat resistance than that of the wall. The cooling jacket extends between the insert and the wall along most of the length of the insert to prevent direct contact between the insert and the wall. A cooling gallery surrounds the cooling jacket and the insert, and is defined at least in part by the cooling jacket such that a coolant circulated therein contacts the cooling jacket. The cooling jacket is located between the cooling gallery and the insert. 1. A rotary internal combustion engine comprising:a stator body having an internal cavity enclosed by a plurality of walls, one of the walls having an insert opening defined across a thickness of the one of the walls in a hot area thereof and in communication with the internal cavity,a rotor body received within the internal cavity and sealingly engaged with the walls to define at least one chamber undergoing intake, compression, expansion and exhaust phases as the movable body moves;a cooling jacket received in and lining the insert opening;an insert sealingly received in the cooling jacket, the insert being made of a material having a greater heat resistance than that of the one of the walls, the insert having a length defined along the thickness of the one of the walls, the cooling jacket extending between the insert and the one of the walls along most of the length of the insert to prevent direct contact between the insert and the one of the walls; anda cooling gallery surrounding the cooling jacket and the insert, the cooling gallery defined at least in part by the cooling jacket such that a coolant circulated therein contacts the cooling jacket, the cooling jacket located between the cooling ...

INTERNAL COMBUSTION ENGINE WITH SPLIT PILOT INJECTION

An internal combustion engine includes a housing defining an internal cavity, an inner body sealingly moving within the internal cavity for defining at least one combustion chamber of variable volume, a pilot subchamber in communication with the at least one working chamber, an ignition element in communication with the pilot subchamber, a main injector communicating with the at least one combustion chamber, and a pilot injector having a tip in communication with the pilot subchamber. The tip of the pilot injector includes at least a first injection hole defining a first spray direction and a second injection hole defining a second spray direction different from the first spray direction. The first spray direction extends toward the communication between the pilot subchamber and the at least one working chamber. A method of performing combustion in an internal combustion engine is also discussed. 1. An internal combustion engine comprising:a housing defining an internal cavity;an inner body sealingly moving within the internal cavity for defining at least one combustion chamber of variable volume;a pilot subchamber in communication with the at least one working chamber;an ignition element in communication with the pilot subchamber;a main injector communicating with the at least one combustion chamber; anda pilot injector having a tip in communication with the pilot subchamber, the tip of the pilot injector including at least a first injection hole defining a first spray direction and a second injection hole defining a second spray direction different from the first spray direction, the first spray direction extending toward the communication between the pilot subchamber and the at least one working chamber.2. The internal combustion engine as defined in claim 1 , wherein the second spray direction extends away from the communication between the pilot subchamber and the at least one working chamber.3. The internal combustion engine as defined in claim 1 , wherein the ...

EXPLOITING COMPRESSION HEAT IN HEAT ENGINES

A dual-cycle heat engine employing a first cycling working fluid and a second cycling working fluid whose cycles overlap when fused into a combined working stream so as to preserve compression heat generated during compression of the first working fluid thereby yielding enhanced work extraction when complying with additional thermodynamic requirements. 1. A method of exploiting compression heat during work generation in heat-engines , the method comprising:providing a dual-cycle, heat engine having a first working fluid circulating in a first cycle and a second working fluid circulating in a second cycle;generating compression heat in the first working fluid;combining the first working fluid and the second working fluid into a combined working stream so as to preserve the compression heat in the combined working stream;vaporizing the combined working stream through heating into a vaporized combined working stream; andexpanding the vaporized, combined working stream so as to extract work.2. The method of claim 1 , wherein the generating compression heat in the first working fluid is implemented through polytropic compression.3. The method of claim 2 , wherein the combining the second working fluid and the first working fluid is implemented during the polytropic compression.4. The method of claim 2 , wherein the combining the second working fluid and the first working fluid is implemented through isobaric mixing.5. The method of claim 1 , wherein the combining the second working fluid and the first working fluid is implemented during polytropic compression of the second working fluid.6. The method of claim 1 , wherein the combining the second working fluid and the first working fluid is implemented through isobaric mixing.7. The method of claim 1 , wherein the expanding the vaporized combined working stream is implemented adiabatically.8. The method of claim 1 , further comprising splitting the combined working stream working stream into the first working fluid and a ...

ROTARY ENGINE CASING

A rotary engine casing having at least one end wall of an internal cavity for a rotor including a seal-engaging plate sealingly engaging the peripheral wall to partially seal the internal cavity and a member mounted adjacent the seal-engaging plate outside of the internal cavity. The member and seal-engaging plate having abutting mating surfaces which cooperate to define between them at least one fluid cavity communicating with a source of liquid coolant. When the casing includes a plurality of rotor housings, the end wall may be between rotor housings. A method of manufacturing a rotary engine casing is also discussed. 1. A method of manufacturing a rotary engine casing , the method comprising:manufacturing two end-casing sections including a first part of a fluid path for circulating a cooling fluid;manufacturing a central-casing section defining at least one internal cavity for receiving a rotor and a second part of the fluid path; manufacturing a member having a first mating surface,', 'manufacturing a seal-engaging plate having a second mating surface, and', 'machining at least one surface depression on at least one of the first and second mating surfaces, the at least one surface depression in fluid communication with the fluid path; and, 'wherein at least one of the manufacturing of the two end-casing sections and of the manufacturing of the central-casing section includesassembling the central-casing section between the two end-casing sections, including connecting the first and second parts of the fluid path, and assembling the member with the seal-engaging plate by abutting the first and second mating surfaces such that the at least one surface depression defines a fluid cavity in communication with the fluid path for circulating a cooling fluid therein.2. The method as defined in claim 1 , wherein machining the at least one surface depression on at least one of the first and second mating surfaces includes machining complementary depressions on the first ...

ROTARY INTERNAL COMBUSTION ENGINE WITH SEAL LUBRICATION

A rotary internal combustion engine with a housing having a fluid passage defined therethrough opening into a portion of its inner surface engaging each peripheral or apex seal of the rotor. An injector has an inlet for fluid communication with a pressurized lubricant source and a selectively openable and closable outlet in fluid communication with the fluid passage for delivering the pressurized lubricant to each seal through the fluid passage. A housing for a Wankel engine and a method of lubricating peripheral seals of a rotor in an internal combustion engine are also discussed. 1. An internal combustion engine comprising:a housing defining a rotor cavity;a rotor rotationally received within the rotor cavity to define a plurality of working chambers of variable volume around the rotor, the rotor having circumferentially spaced peripheral seals biased radially outwardly from the rotor and slidingly engaging a portion of an inner surface of the housing upon rotation of the rotor to separate the working chambers from one another, the housing having a fluid passage defined therethrough opening into the portion of the inner surface engaging each of the peripheral seals; andan injector having an inlet for fluid communication with a pressurized lubricant source and a selectively openable and closable outlet, the outlet being in fluid communication with the fluid passage for delivering the pressurized lubricant to the peripheral seals through the fluid passage.2. The engine as defined in claim 1 , further comprising the pressurized lubricant source including a pump and an oil reservoir claim 1 , the oil reservoir being in fluid communication with the rotor to provide one or both of lubrication for bearings rotationally supporting the rotor within the rotor cavity and cooling to the rotor claim 1 , the oil reservoir communicating with the rotor through the pump and through a heat exchanger for cooling the oil claim 1 , the injector being fed by the pump.3. The engine as ...

AUXILIARY POWER UNIT WITH EXCESS AIR RECOVERY

An auxiliary power unit for an aircraft, having an engine core, a compressor having an outlet in fluid communication with the engine core inlet, a turbine section in fluid communication with the engine core outlet, and an excess air duct having a first end in fluid communication with the compressor outlet and a second end in fluid communication with a turbine inlet of the turbine section. The excess air duct defines a flow path between the compressor outlet and the turbine section separate from the engine core. The auxiliary power unit may include a generator in driving engagement with the engine core to provide electrical power for the aircraft. A method of providing compressed air and electrical power to an aircraft is also discussed. 1. An auxiliary power unit for an aircraft , comprising:an engine core;a compressor having an outlet in fluid communication with an inlet of the engine core;a turbine section in fluid communication with an outlet of the engine core; andan excess air duct having a first end in fluid communication with the outlet of the compressor and a second end in fluid communication with an inlet of a turbine of the turbine section, the excess air duct defining a flow path between the outlet of the compressor and the turbine section separate from the engine core.2. The auxiliary power unit as defined in claim 1 , further comprising a bleed conduit having an end configured for connection with a pneumatic system of the aircraft claim 1 , the bleed conduit in fluid communication with the outlet of the compressor through a bleed air valve selectively opening and closing the fluid communication between the outlet of the compressor and the end of the bleed conduit configured for connection to the pneumatic system.3. The auxiliary power unit as defined in claim 1 , wherein the excess air duct includes a diverter valve selectively opening and closing a fluid communication through the excess air duct between the first and second ends thereof.4. The ...

COMPOUND ENGINE ASSEMBLY WITH BLEED AIR

A compound engine assembly for use as an auxiliary power unit for an aircraft and including an engine core with internal combustion engine(s), a compressor having an outlet in fluid communication with an engine core inlet, a bleed conduit in fluid communication with the compressor outlet through a bleed air valve, and a turbine section having an inlet in fluid communication with the engine core outlet and configured to compound power with the engine core. The turbine section may include a first stage turbine having an inlet in fluid communication with the engine core outlet and a second stage turbine having an inlet in fluid communication the first stage turbine outlet. A method of providing compressed air and electrical power to an aircraft is also discussed. 1. A compound engine assembly for use as an auxiliary power unit for an aircraft , the compound engine assembly comprising:an engine core including at least one internal combustion engine;a compressor having an outlet in fluid communication with an inlet of the engine core;a bleed conduit having an end configured for connection with a pneumatic system of the aircraft, the bleed conduit in fluid communication with the outlet of the compressor through a bleed air valve selectively opening and closing the fluid communication between the outlet of the compressor and the end of the bleed conduit configured for connection to the pneumatic system; anda turbine section having an inlet in fluid communication with an outlet of the engine core, the turbine section configured to compound power with the engine core.2. The compound engine assembly as defined in claim 1 , wherein each of the at least one internal combustion engine includes a rotor sealingly and rotationally received within a respective internal cavity to provide rotating chambers of variable volume in the respective internal cavity claim 1 , the rotor having three apex portions separating the rotating chambers and mounted for eccentric revolutions within the ...

ENGINE ASSEMBLY WITH INTERCOOLER

A method of operating an engine assembly receiving fuel, including admitting atmospheric air at a temperature Tthrough an inlet of a compressor having a pressure ratio of PR, compressing the air in the compressor, cooling the compressed air from the compressor through an intercooler to cool the air from a temperature Tto a temperature T, delivering the cooled compressed air from the intercooler to an inlet of an intermittent internal combustion engine having an effective volumetric compression ratio r, and further compressing the air in the intermittent internal combustion engine before igniting the fuel, where (PR)(r)(T/T)(T/T)<1. An engine assembly is also discussed. 2. The method as defined in claim 1 , wherein the compressor performs an adiabatic compression claim 1 , and wherein a has a value of 0.336±0.04.3. The method as defined in claim 1 , wherein the intermittent internal combustion engine performs a polytropic compression claim 1 , and wherein b has a value of 0.32±0.04.4. The method as defined in claim 1 , wherein the temperature of auto-ignition of the fuel Thas a value of 1380±100 Rankine.5. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio equal to the effective volumetric compression ratio r claim 1 , and wherein the pressure ratio PRof the compressor has a value within a range defined from 2.5 to 9.6. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio greater than the effective volumetric compression ratio r claim 1 , and wherein the pressure ratio PRof the compressor has a value within a range defined from 3 to 12.7. The method as defined in claim 1 , wherein the intermittent internal combustion engine has an effective volumetric expansion ratio equal to the effective volumetric compression ratio r claim 1 , and wherein the effective volumetric compression ratio rhas a value within a range ...

Augmented Compression Engine (ACE)

Unlike similar internal combustion engines that vary the fuel-air mixture, the Augmented Compression Engine (ACE) first and foremost sets and maintains an optimal stoichiometric fuel to air ratio, relying upon various implementations of Boyle's law to attain ignition of the stoichiometric fuel-air mixture in the combustion chamber while varying quantities of the fuel-air mixture to adjust output power. An ACE uses fuel-air mixed prior to attainment of auto-ignition temperatures in the combustion chamber, compresses it and achieves ignition by an ignition source or use of compression heating the fuel-air to its auto-ignition temperature. Since different quantities of the fuel-air mix are needed for different loads (power outputs), to maintain reliable ignition the ACE uses one or more of: varying intake pressure; valve timing; recycled exhaust or other implementations of Boyle's law for adjusting compression such as, injected matter, modifying fuel or changing of combustion chamber volume.

Steam engine provided with solenoid operated valve for controlling steam supply and rotation piston engine designed structurally in manner of Wankel engine is introduced as steam engine

The steam engine is designed so that solenoid valve is operated for controlling the steam supply to the engine. A rotation piston engine designed according to the Wankel engine is introduced as the steam engine. The steam is supplied at two places of the rotation piston engine.

Metering pump

An oil metering pump for metering oil to lubricate an engine''s gas seals has a pump section that delivers oil at a rate that increases with increasing engine load, a pressure control valve that operates to control the pumped oil so that its pressure is dependent on that developed by the pumping pump section and is independent of varying inlet pressure to the pump, and a discharge-bypass valve that is driven at a speed proportional to engine speed and operates to alternately deliver the pressure controlled oil back to the pump inlet and to lubricate the seals so that there is maintained substantially uniform oil flow for seal lubrication at constant engine loads.

POWER INSTALLATION (OPTIONS)

1. Силовая установка, содержащая вал с эксцентриковой частью, ротор-поршень, установленный на эксцентриковой части вала, имеющий наружную поверхность, образованную торцевыми поверхностями и выпуклой боковой поверхностью, статор с внутренним объемом для размещения ротора-поршня, образованным двумя плоскими параллельными торцевыми стенками и замкнутой боковой стенкой с тремя рабочими участками, постоянно касающимися ротора-поршня, сегменты, которые расположены на рабочих участках боковой стенки статора, зубчатое зацепление в виде шестерни, соединенной с ротором-поршнем, и колеса с внутренними зубьями, неподвижно соединенного со статором, причем каждое поперечное сечение боковой поверхности ротора-поршня, перпендикулярное оси эксцентриковой части вала, представляет собой выпуклую замкнутую линию, имеющую две наиболее удаленные от оси эксцентриковой части вала и симметрично расположенные относительно нее точки, каждое поперечное сечение боковой стенки статора, перпендикулярное оси вала, имеет форму правильного треугольника с закругленными углами и прямыми или плавными выпуклыми линиями сторон, а внутренний объем статора разделен на три переменной емкости рабочие камеры линиями касания выпуклой боковой поверхности указанного ротора-поршня с тремя рабочими участками статора, отличающаяся тем, что она имеет втулку с внешним диаметром d, неподвижно соединенную с ротором-поршнем, в торцевой стенке статора имеется круглое соосное с валом отверстие, диаметр которого больше E + 0,5d, где E - расстояние между осью указанного вала и осью указанной эксцентриковой части, в указанном отверстии соосно с валом установлен вращающийся диск, втулка выходит за пределы внутреннего объема статора и проходит через отверстие во вращающемся диске, шестерня указанного зубчатого зацепления соединена неподвижно со втулкой и соосна с ней, указанное зубчатое зацепление размещено в статоре за пределами его внутреннего объема, а между статором и вращающимся диском установлено кольцевое уплотнение. 1. ...

Control device for engine

Compressed mixture reflux device for rotary piston engines

ロ−タリ−エンジンのスロツトルバルブ機構

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Rotary piston machine, especially rotary engine

ロ−タリピストンエンジンの掃気装置

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

気筒数制御エンジン

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Heat engine; method of operation and design versions

FIELD: mechanical engineering; road, water and air transport, stationary ground and space power plants. SUBSTANCE: invention provides description of operation and design versions of heat engine with recuperation of heat of exhaust gases in process of compression. Designs of four-stroke and two-stroke piston engines and Wankel (rotory-piston) engines are considered. Engines can be made with external heating and closed cycle, or with internal combustion when heater is made in form of combustion chamber with fuel nozzle, and surrounding atmosphere is used as cooler. Different versions of heat exchange devices (regenerators, recuperators, heaters) are considered. EFFECT: increased fuel economy, provision of functioning of heat exchange devices as catalyst converter and muffler. 9 cl, 20 dwg УГОЭЗУГЕС ПЧ Го РОССИЙСКОЕ АГЕНТСТВО ПО ПАТЕНТАМ И ТОВАРНЫМ ЗНАКАМ ВО ”” 2146 014 (51) МПК? (13) СЛ 02 С 7/08 Е 02 С 1/02, Е 02 В 53/00, Е 12) ОПИСАНИЕ ИЗОБРЕТЕНИЯ К ПАТЕНТУ РОССИЙСКОЙ ФЕДЕРАЦИИ (21), (22) Заявка: 96121022/06, 08.10.1996 (24) Дата начала действия патента: 08.10.1996 (46) Дата публикации: 27.02.2000 (56) Ссылки: КО, 2041360 СЛ, 09.08.95. КЦ, 2037636 СЛ, 19.06.95. $Ц, 1444548 АЛ, 15.12.88. 54, 1251251 АЛ, 15.09.86. Ц$, 2925114 А, 23.02.60. Ц$, 5465102 А, 14.11.95. 59, 1273625 АЛ, 30.11.86. $4, 41508 А, 30.06.36. ЗЧ, 1048149 А, 15.10.83. ЗЧ, 10217425 А, 07.07.83. (98) Адрес для переписки: 249020, Обнинск Калужской обл., ул.Энгельса, д.19, кв.б, Владимирову П.С. (71) Заявитель: Владимиров Порфирий Сергеевич (72) Изобретатель: Владимиров П.С. (73) Патентообладатель: Владимиров Порфирий Сергеевич (54) ТЕПЛОВАЯ МАШИНА. СПОСОБ РАБОТЫ И ВАРИАНТЫ ИСПОЛНЕНИЯ (57) Реферат: Изобретение относится к области машиностроения и предназначено для использования в машинах наземного, водного и воздушного транспорта, в стационарных наземных и космических энергоустановках. Технический результат изобретения заключается в повышении топливной экономичности (эффективного КПД) тепловых машин, ...

A rotary piston internal combustion engine cooling arrangement

本发明公开了一种汪克尔型-旋转活塞式内燃引擎，其具有带有双弧外旋轮内周表面(14)的壳体(1)、可转动于端罩(3、4)中的轴(8)、偏心地安装在所述轴(8)上的转子(9)，该转子被齿轮啮合以轴(8)转速的三分之一的转速转动，由此工作室(34、35、36)形成在转子(9)的侧边和端罩(3、4)之间，所述室的体积随转子(9)转动而变化，转子(9)由通常闭合的冷却回路中的冷却介质所冷却，所述介质由循环泵(27)循环，其间通过端罩(3、4)中的连接通道(20、18)以及转子(9)中的内部通道(21)，并且经过外部冷却热交换器(24)，冷却介质为来自高压工作室的吹漏气，所述气体穿过转子侧密封(26)泄漏至转子冷却通道。

Rotary piston machine, especially rotary engine

A rotary piston machine is disclosed. In one aspect, the machine includes a piston chamber that is defined in a housing by a first sidewall, a second sidewall and a peripheral wall interconnecting these sidewalls and a rotary piston that is rotatably arranged in the piston chamber and has a first face and a second face. The first face of the rotary piston faces an interior of the first sidewall of the piston chamber and the second face of the rotary piston faces an interior of the second sidewall of the piston chamber. at least one ventilation bore is provided in the first and/or the second sidewall of the piston chamber and connected to at least one ventilation channel, wherein the at least one ventilation bore is arranged at a location that radially lies within at least one first lateral seal.

Seal compensated geometry rotary motion device

Conventional industry practice has been to provide apex seals along adjoining intersecting peripheral surfaces of the envelope members in trochoidal rotary devices. The trochoidal member profiles are then recessed by a seal offset amount and the seals extended from the apices of the envelope member by the seal offset amount to minimize reciprocation of the seals in their grooves. In accordance with the invention, modified epitrochoids and corresponding envelopes are formed so that sealing faces of the apex seals can be substantially continuous with the envelope peripheral surfaces. In this manner, nearly ideal expansion ratios are achievable in such rotary devices and wider sealing faces can be used than heretofore practical.

Rotary engine

A rotary engine that comprises a rotor having two side faces, a side housing disposed facing to one of the two side faces of the rotor and a center housing disposed facing to the other of the two side faces of the rotor. The side housing has an intake port formed therein. Also, the center housing has an intake port formed therein. The intake port of the center housing has an opening end which is dislocated from an opening end of the intake port formed in the side housing facing thereto to a retard side. A space is formed between the side face of the rotor and the center housing. And a relief hole is provided in the center housing in a dislocated portion of the opening end of the intake port of the center housing so as to escape a blow-bye gas pressure from the space.

Rotary piston type compressor

(57)【要約】本公報は電子出願前の出願データであるた め要約のデータは記録されません。

Rotary piston machine, especially rotary engine

Rotary internal combustion engine with static oil seal

A stator for a rotary internal combustion engine, with a body having an internal cavity. Each end wall has a scavenging cavity defined therein in fluid communication with the internal cavity through a respective scavenging opening extending through the inner surface thereof, and at least one annular oil seal groove defined in the inner surface thereof concentric with the central bore and located radially outwardly of the scavenging opening. At least one annular oil seal is received in each groove and protrudes from the end wall into the internal cavity for sealing engagement with a surface of a rotor of the engine, each seal being biased axially away from the end wall. A rotary internal combustion engine and a method of limiting radially outwardly directed oil leaks in a rotary engine are also disclosed.

Rotary internal combustion engine with static oil seal

A stator for a rotary internal combustion engine, with a body having an internal cavity. Each end wall has a scavenging cavity defined therein in fluid communication with the internal cavity through a respective scavenging opening extending through the inner surface thereof, and at least one annular oil seal groove defined in the inner surface thereof concentric with the central bore and located radially outwardly of the scavenging opening. At least one annular oil seal is received in each groove and protrudes from the end wall into the internal cavity for sealing engagement with a surface of a rotor of the engine, each seal being biased axially away from the end wall. A rotary internal combustion engine and a method of limiting radially outwardly directed oil leaks in a rotary engine are also disclosed.

Rotor-piston internal combustion engine

Internal combustion engine and method of operating the same

Axial rotary engine

본 발명은 내연 기관에 속하고, 그 안에 제공된 작동 몸체를 위한 파상의 고리형 채널을 갖고, 로터(5)가 그 주변부가 상기 채널(10)에 위치되기 위하여 그 안에 설치되는 몸체(1)를 구비한 축류 로터리 엔진에 관한 것이다. 상기 로터(5)의 주변부는 상기 로터(5)의 회전으로 상기 파상이 채널(10)을 따라 바뀔 수 있도록 이동 날개(8)가 그 안에 설치된 슬롯들을 구비한다. 상기 날개들(8)은 직경방향으로 반대되는 접선상의 홈들을 구비한 평평한 원통 형상으로 만들어지고, 상기 홈(16)들의 양측에 정렬된 원판 형상의 끝 부분을 포함한다. 상기 원판 형상 부분들 주위에 위치한 상기 홈들은 상기 원판 형상 부분들의 둘레에서 변위될 수 있도록 설치된 시일 부재들(17)을 포함한다. 상기 로터(5)의 슬롯들은 상기 접선상의 홈(16)들의 방향과 수직인 직경면에서 상기 날개들(8)의 단면에 상응하는 형상을 갖는다. 상기 날개들(8)의 원판 형상 부분들의 둥근 형상으로 인해, 상기 시일링 부재들(17)은 상기 날개(8)에 상기 채널(10)을 따라 압력을 가할 때, 상기 원판 형상 부분들의 상기 홈들 내에서 회전할 수 있고, 상기 엔진의 보다 신뢰할 만한 작동뿐 아니라, 상기 부재들의 균일한 마모를 초래한다.

Rotor-piston-type i.c. engine

Patent DE3343009C2

Rotary piston engine

Internal combustion four-stroke rotary engine

FIELD: mechanical engineering; internal combustion engines. SUBSTANCE: invention relates to adjustable drive unit with four stroke rotary internal combustion engine with additional expansion system and with preliminary control of preparation of working mixture consisting of four-stroke rotary internal combustion engine blades 3 moving over circumference which is furnished with inlet and outlet channels made in stator housing. According to invention, mouth of feed air channel 8 furnished with at least one air intake control component 8.3 at inlet of working zone of engine 2 is arranged after top dead center of engine in direction of rotation of blades 3, and mouth of primary outlet channel 5 equipped with air discharge control component 5/1 is placed after bottom dead center of engine in direction of rotation of blades 3. Secondary outlet channel 9 connected to first primary outlet channel 9 connected to first primary outlet channel 5 leads to working zone 2 of engine before top dead center of engine where it is furnished with control component 9.1 of secondary outlet channel 9, and mouth of scavenging pipe 7 with component 7.3 for control of scavenging air is arranged between mouth of primary outlet channel 5 and mouth of secondary outlet channel 9. Said drive unit can be used for mobile and stationary machines, in transport and industry. EFFECT: enlarged operating capabilities. ÐÎÑÑÈÉÑÊÀß ÔÅÄÅÐÀÖÈß RU (19) (11) 2 283 436 (13) C2 (51) ÌÏÊ F02B 53/02 F02B 53/04 F02B 53/06 (2006.01) (2006.01) (2006.01) ÔÅÄÅÐÀËÜÍÀß ÑËÓÆÁÀ ÏÎ ÈÍÒÅËËÅÊÒÓÀËÜÍÎÉ ÑÎÁÑÒÂÅÍÍÎÑÒÈ, ÏÀÒÅÍÒÀÌ È ÒÎÂÀÐÍÛÌ ÇÍÀÊÀÌ (12) ÎÏÈÑÀÍÈÅ ÈÇÎÁÐÅÒÅÍÈß Ê ÏÀÒÅÍÒÓ (21), (22) Çà âêà: 2004133335/06, 15.04.2003 (72) Àâòîð(û): ÔÐÎËÈÊ Þðè (CZ), ÏÈÐÎÓÒÅÊ Ëóáîø (CZ) (24) Äàòà íà÷àëà îòñ÷åòà ñðîêà äåéñòâè ïàòåíòà: 15.04.2003 (73) Ïàòåíòîîáëàäàòåëü(è): ÔÐÎËÈÊ Þðè (CZ) R U (30) Êîíâåíöèîííûé ïðèîðèòåò: 16.04.2002 CZ PV 2002-1326 (43) Äàòà ïóáëèêàöèè çà âêè: 27.05.2005 (45) Îïóáëèêîâàíî: 10.09.2006 Áþë. ¹ 25 2 2 8 3 4 3 6 (56 ...

Method for burning fuel mixture and two-stroke internal combustion engine with crank-case purging

Disclosed is a 2-cycle engine having a scavenging passage communicating the crank case with the combustion chamber. The scavenging passage comprises a first passage and a second passage. The first passage has a long length and a small cross-sectional area for causing a fresh combustible mixture to flow at a high speed. The second passage has a short length and a large cross-sectional area for causing a fresh combustible mixture to flow at a low speed. The vaporization of the fresh combustible mixture is prometed in the first passage and, in addition, the fresh combustible mixture flows into the combustion chamber at a low speed. As a result of this, an active thermoatmosphere combustion is caused in the combustion chamber.

Patent JPS4938210B1

Rotary piston internal combustion engine

Four-stroke internal combustion engine with at least two cylinders

Intake device of a rotary piston engine

A device using oscillating rotary pistons

Ignition device for rotary piston engine

Rotor piston machine with sliding piston

The seal grid system for a rotary piston mechanism of the Wankel-type comprises apex seal blades, a conventional side seal assembly consisting of side seal strips and button or seal pins carried on one side face of the rotary piston and a sealing surface portion or rib projecting axially from the other side face of the rotary piston and extending endlessly around the rotor face. The seal surface portion is spaced radially inwardly from the peripheral surfaces of the rotary piston to expose a portion of the other side face to the pressurized gases in the working chambers so that the axial forces on each of the side faces of the rotary piston are at least in part counter-balanced.

Rotor-piston internal combustion engine