Abstract: A composite intake system and method of operating a rotary engine with variable intake manifold is provided. The system includes two switching valves in a secondary intake switching tube to change the intake method. When the rotary engine works under low speed conditions, it adopts the long intake manifold and the side-intake mode. When the rotary engine works under medium and high speed conditions, it uses the short intake manifold and the composite-intake mode. When the rotary engine works under ultra high speed conditions, it takes the short intake manifold and the peripheral-intake mode.

Abstract: 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.

Abstract: A toroidal engine that can be powered by a fuel/air mixture or by a compressed gas source. The toroidal engine uses one-way bearings to transfer torque generated in a toroidal chamber directly to a drive shaft. Pairs of pistons are mounted on two crank assemblies, which are concentric with the drive shaft. One-way bearings allow the crank assemblies to turn, one at a time, in one direction only. The crank assemblies are directly coupled to the drive shaft, which eliminates the need for complex gear and linkage arrangements. A system can be used with the toroidal engine to alternately stop the crank assemblies at a pre-determined position and to time the ignition of the engine.

Abstract: A method and apparatus for controlling an air input in a rotary engine, including selectively controlling a plurality of inlet ports communicating with an internal combustion cavity of the engine, the ports located serially downstream of the exhaust port relative direction of a revolution of a rotor of the engine. The inlet ports are controlled to alter air intake at various engine operational stages, such as start up, idle, etc., to allow for varying operational requirements to be met. For example: when a power demand on the engine lower than a predetermined threshold, control may be effected by opening a primary inlet port and closing a secondary inlet port; and, when the power demand exceeds the predetermined threshold, control may be effected by opening the primary inlet port and opening the secondary inlet port, the secondary inlet port being located such as to be in communication with the exhaust port throughout portions of the revolution of the engine to purge exhaust gases of the engine.

Abstract: A rotary engine which provides a supplemental phase of compression between a first phase of compression and a second phase of compression.

Abstract: An engine fuel economizer device connected or connectable to establish an electrical path between an electrical system of an engine, preferably a d.c. battery and a starter motor or a charging alternator of an engine, preferably an internal combustion engine. The device, in one aspect thereof, includes a coil of conductive hollow tubing having a plurality of complete turns or loops formed therealong, is positionable over and around a section of fuel line which extends from a fuel tank to the engine. In another aspect of this disclosure, the coil device is prepositioned over and along a length of nonconductive tubing which is spliceable into the fuel line after a section of fuel line is sectioned and removed. Various additional aspects position the device in close proximity to the flow of fuel from the fuel tank to the engine.

Abstract: An improved rotary engine system has two stationary buffer seals located at the two ends of the minor axis of a rotor housing that divide the rotor housing into two separate volumes. A first volume is an intake and compression volume and a second volume downstream to the first volume is an expansion and exhaust volume. A rotating combustion chamber flow control device (CCFC) is synchronized with a rotor, for receiving compressed fluid from the first volume, for receiving fuel injected by a fuel injector located within a corresponding CCFC, for igniting and burning an air-fuel mixture, to allow combustion products to expand in the second volume, and for transferring the combustion products to the second volume. In one embodiment, the CCFC is synchronized with two longitudinal shafts fitted at centers of first and second housings, respectively, in each of which are located a pair of side by side rotors.

Abstract: A multi-part piston for an internal combustion engine has an upper piston part and a lower piston part. The upper piston part and the lower piston part each have an inner and an outer support element, which elements delimit an outer circumferential cooling channel and an inner cooling chamber, whose cooling chamber bottom has an opening. The opening is closed off with a separate closure element, which has at least one cooling oil opening.

Abstract: The problems of prior compressor structures relying upon conventional check valves are obviated by using, instead, flow control passages which operate to control flow while avoiding mechanical moving elements which may become problematical.

Abstract: The air induction system (10) includes a supercharger (12) and a valve assembly. The valve assembly comprises a valve (14) and a valve control mechanism (16). The supercharger (12) receives air through a supply opening (18) and pressurizes it. The valve (14) is in communication with the supply opening (18) to control air supply thereto. The control mechanism (16) is coupled to the valve (14) and causes it to vary the air supply to the opening (18) in response to air pressure conditions downstream from the supercharger (12). In one embodiment, the control mechanism (16) varies the air supply responsive to air pressure in the intake in order to both throttle the supercharger (12) as well as substantially eliminate undesirable surge conditions therein. Alternately, the control mechanism (118) varies the air supply responsive to air pressure in the inlet (110) of a turbocharger (106) to provide supercharged air thereto at a substantially constant pressure.

Abstract: The present invention relates to a design and method of operation of an improved rotary piston engine. In particular, a preferred embodiment of the present invention is directed to a rotary engine with improved reliability, comprising a housing, having side portions and a peripheral portion defining a chamber, a rotor, disposed within the chamber, and at least one exhaust port in one of the side portions.

Abstract: The present invention relates to a design and method of operation of an improved rotary piston engine. In particular, a preferred embodiment of the present invention is directed to a rotary engine with improved reliability, comprising a housing, having side portions and a peripheral portion defining a chamber, a rotor, disposed within the chamber, and at least one exhaust port in one of the side portions.

Abstract: A method for reducing the exhaust pollution emissions in a two-stroke sliding vane internal combustion engine. First, fresh air is inducted into a vane cell, and fuel is injected into the cell at an ultra-lean fuel-air equivalence ratio less than about 0.65. The fuel is injected at a location such that a circumferential distance at mid-cell-height to the stator site at the onset of combustion is at least about 4 times a vane cell height at intake. The ultra-lean fuel-air combination is then compressed and thoroughly premixed prior to combustion to a dimensionless concentration fluctuation fraction below about 0.25. The ultra-lean, thoroughly premixed fuel-air combination is then combusted. The combusted fuel-air combination is purged after an expansion cycle. The premixing step prior to combustion may use inclined airfoils within the intake duct to produce counter-rotating mixing vortices.

Abstract: A method for reducing the exhaust pollution emissions in a sliding vane internal combustion engine. First, an ultra-lean fuel-air combination is thoroughly premixed, the fuel-air combination having an equivalence ratio less than about 0.60 and a dimensionless concentration fluctuation fraction below about 0.33. After being premixed, the ultra-lean fuel-air combination is inducted into a vane cell, compressed, and it is then combusted at a peak compression plateau. The combusted fuel-air combination is purged after an expansion cycle. The combusting of the fuel-air combination may be initiated by autoignition.

Abstract: A gaseous fuel injector injects fuel directly into a working chamber of a rotary combustion engine after the end of the air intake stroke and early during the compression stroke for providing fuel-charge stratification within the working chamber as the rotor approaches and reaches compression top dead center. This results in an increase in power output and brake thermal efficiency due to reduced displacement of the intake air, reduced exhaust emissions levels due to reduced unburned hydrocarbons along the sides and trailing edge of the rotor, and reduced tendancy for combustion knock due to a non-combustible mixture in the end gas.

Abstract: A rotary internal combustion engine includes a fuel intake port located in the periphery of the rotor housing near the air inlet end of the major axis of the two-lobed profile defined thereby. A rotary valve controls communication between the fuel intake port and a source of gaseous fuel such as natural gas. The valve includes a rotary valve member so that the communication is open between the source and the fuel intake port when rotor pockets are facing the intake port.

Abstract: An internal combustion engine includes a moving piston within a combustion chamber that is temporarily divided into two zones when the piston is at and near its minumum volume position. Fuel is confined to a first zone where the fuel is ignited to generate combustion wave energy that drives gas within the second zone in Helmholtz resonance through a restricted passageway. Air from the second zone is periodically expanded into the first zone through the passageway to improve the combustion process in the first zone before the piston moves substantially away from its minimum volume position.

Abstract: A turbo-supercharger is provided for internal combustion engines which comprises a turbine disposed at an intermediate portion of an exhaust passage for the engine, and which is driven by a gas flowing therein. A compressor is disposed at an intermediate portion of a suction passage for the engine and is driven by said turbine. Also, a pre-chamber is disposed at that portion of the suction passage which is on the downstream side of the compressor, and is characterized by a resonance chamber which is communicated with the suction passage via a branch passage. The branch passage can be connected to the suction passage between the pre-chamber and the compressor, between the throttle valve and a fuel injection nozzle, on the upstream side of the compressor or directly at the pre-chamber.

Abstract: An apparatus and method for improving the combustion process of an internal combustion engine is disclosed. A prechamber containing a combustible mixture is designed to generate a torch emanating therefrom upon ignition; the torch is controlled to extend and penetrate deeply into the main combustion at a predetermined orientation without contact with the chamber walls. The swirling flame front of the sustained torch produces superior mixing with the unburned combustible mixture in the main combustion, particularly of a rotary engine. The prechamber is located outside the epitrochoid chamber of the rotary engine; in a nonstratified charge mode of this invention, the prechamber serves to receive a portion of the main chamber inducted charge during the compression cycle, which may be lean and difficult to ignite in the main chamber. In the prechamber, concentrated hot walls and a localized spark facilitate ready ignition, which in turn permits generation of a torch therefrom.

Abstract: A rotary internal combustion engine includes a housing having trochoidal inner periphery, a substantially triangular rotor having three arch-like peripheral faces and rotatably mounted within the housing, a recess of substantially spoon-like shape provided in each of the peripheral faces of the rotor, a fuel port provided in the housing in communication therewithin, and an elongated air intake port provided in the side wall of the housing so as to be opened and closed by a side face of the rotor according to the rotation thereof. The air intake port is inclined upwardly in the direction of rotation of rotor, and is disposed at such a relative position that it gradually moves towards the rear end portion of a combustion chamber defined by the inner periphery of the housing and each of the peripheral faces of the rotor. To the air intake port, may be connected means for adjusting the air flow in response to the operating mode of the engine.

Abstract: Rotary piston engines in which the rotor housing is formed with a peripheral intake port of relatively small area and at least one of the side housings is formed with a side intake port, and the side intake port is used only in high load engine operation.

Abstract: Rotary piston engine having a first intake port formed in rotor housing and one or more second intake ports formed either one or both of the rotor and side housings. The first intake port supplies relatively rich air-fuel mixture having mixing ratio of 2 to 6 and the second intake port supplies air or relatively lean mixture in such a manner that the total air-fuel ratio becomes 15 to 20.

Abstract: A rotary piston internal combustion engine of the Wankel type for reducing unburned detrimental components such as NOx, HC, CO, etc. in exhaust gas without decrease of engine performance which comprises a first combustion chamber communicating by means of a passage means with a second combustion chamber formed between a trochoidal inner peripheral surface of a housing and a side surface of a rotary piston, said first combustion chamber being formed radially outside of said trochoidal inner peripheral surface, the volume of said first combustion chamber being 35 to 65% of the sum of both said combustion chambers at the top dead center (T.D.C.) of the engine, a fuel injection nozzle and an ignition plug provided in said first combustion chamber, said passage means opening onto said trochoidal inner peripheral surface in the range of 15.degree. before the junction of the two arcuate portions of said trochoidal inner surface to 30.degree.

Abstract: A rotary engine having a pair of fuel injection nozzles disposed adjacent to and on opposite sides of a lobe junction of the rotor housing in the combustion region and a spark plug is disposed adjacent to the fuel nozzle which is disposed on the downstream side of said junction.

Abstract: In a rotary engine of the "Wankel" type, an additional valve is provided for the controlled ingress of atmospheric air into the combustion chamber, permitting the engine to run at full design compression at all speeds and throttle openings, particularly idling speed, providing additional fuel economy by the addition of air, and contributing to lengthened engine life and lower air pollution by providing additional cooling of the combustion chamber and rotor.