US3809022A

US3809022A - Rotary power translation machine

Info

Publication number: US3809022A
Application number: US00306570A
Authority: US
Inventors: J Dean
Original assignee: Individual
Current assignee: Individual
Priority date: 1972-11-15
Filing date: 1972-11-15
Publication date: 1974-05-07
Anticipated expiration: 1991-05-07

Abstract

A rotary internal combustion engine wherein a pair of rotors operate synchronously in crossing orbital cavities and wherein a fuel-air mixture is drawn in and compressed by one rotor in one cavity, the compressed mixture fed to a precombustion chamber and therein ignited and fed into the other cavity to drive the second rotor and the engine.

Description

United States Patent Dean, Jr. May 7, 1974 [54] ROTARY POWER TRANSLATION 2,679,352 5/1954 Vance 418/207 MACHINE FOREIGN PATENTS OR APPLICATIONS lnvemorl John Dean, 8007 Green 936,283 9/1963 Great Britain l23/8.l9

Willow Court St., Huntsville, Ala. 35 802 Primary Examiner-Carlton R. Croyle [22] Filed: Nov. 15, 1972 Assistant ExaminerMichael Koczo, Jr.

[21] App]. N0.: 306,570

[ ABSTRACT 52 us. Cl. 123/819, 418/207 A rotary internal combustion engine wherein a P of 51 Int. Cl. F02b 53/00 rotors Operate synchronously in crossing Orbital Cavi- 5 Field f Search 23 3 9 23 27 329 ties and wherein a fuel-air mixture is drawn in and 123/831 841, 343 47; 4 95 2 7 compressed by one rotor in one cavity, the compressed mixture fed to a precombustion chamber and 5 References Cited therein ignited and fed into the other cavity to drive UNITED STATES PATENTS the second rotor and the engine.

1,013,121 14 Claims, 33 Drawing Figures l/I9l2 Brooks 418/207 sum 03 or 10 PATENTED m 1 \sm PATENTED I 7 I974 saw 0 4 0F 10 PATENIEDm 7 m4 SHEET 05 0F 10 mum a 8m H. fi

PATENTEDIAY 119M 3309.022

. SHEET 07 0F 10- "I"I'III memenm 1 m 3.809.022

sum as or 1o PATENTEDW 91 3;809'.022

sum as or 10 1 ROTARY POWER TRANSLATION MACHINE BACKGROUND OF THE INVENTION This invention generally relates to rotary internal combustion engines.

Rotary engines have been disclosed in the literature and various ones of them constructed during at least the past 30 years. Despite this, only in the past few years has the rotary engine presented anything like a challenge to the reciprocating engine. At this time it is believed that there is only one such engine which has enjoyed any significant popularity. While use of this engine is expanding and its performance has been proven as a successful automotive engine, it has been popularly reported that fuel economy, both as to gas and oil, has not come up to that of certain comparatively powered reciprocating engines.

SUMMARY OF THE INVENTION It is the object and purpose of this invention to provide a new and improved rotary engine wherein substantial advancements are made in engine construction, performance and efficiency.

In accordance with the invention there is provided a pair of like dimensioned toroidal trucks or cavities having a common center and oriented to intersect at an included angle of 50 to 90. A rim mounted rotor rotates in one cavity and a hub mounted rotor rotates in the other cavity, crossing in two opposed common cavity regions. One of the rotors and its associated cavity functions to draw in and compress an air-fuel mixture. The other rotor-cavity combination is interconnected to the intake-compressor rotor-cavity combination by two pre-combustion chambers related by 180. The second rotor-cavity combination receives an ignited and thus expanding fuel mixture from the first one, and then the other of the pre-combustion chambers to drive this rotor and the engine.

Other objects, features are disclosed in the following specification when considered together with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a three dimensional diagrammatical illustration of the basic configuration of the engine of this invention.

FIGS. 2a-2i are pictorial views generally showing the organization of the basic components of the engine and wherein:

FIG. 2a is of a gear cover;

FIG. 2b is of an engine head assembly;

FIG. 20 is of a gear assembly for interconnecting rotors of the engine;

FIG. 2d is of a rotary compressor rotor;

FIG. 2e is of the main shaft;

FIG. 2f is of an intake-compression rotor;

FIG. 2g is of an expansion-exhaust or power rotor;

FIG. 2h is of a central support plate assembly; and

FIG. 21 is of a detachable engine block assembly.

FIG. 3 is a perspective view, partially cut away, showing in greater detail the intake-compression rotor.

FIGS. 4a and 4b are left and right side perspective viewsof the power rotor, the latter being partially cut away. FIGS. 40 and 4d are pictorial views of the left and right sides of the rotary compressor rotor, respectively.

FIG. 5 is a three dimensional diagram of the intersecting cavities in which the intake-compression and expansion-exhaust rotors operate.

FIG. 6 is a sectional view of the engine with a cut taken parallel with and near the main shaft of the engine. FIG. 6a is a three dimensional view illustrating the position of the gas seals installed in the engine.

FIG. 7 is a diagrammatic illustration of a portion of the engine and particularly illustrates combustion chambers and valve porting systems for the precombustion chambers.

FIG. 7A is a sectional view along lines 7A7A of FIG. 7, illustrating a detail of the construction of the carburetor employed in one embodiment of the invention.

FIG. 7b is a side view showing an example of a complete spring or springs 304a and 30412 partially shown in FIG. 7.

' FIGS. 8a-8l are schematic illustrations of the progressive positions of rotors during 360 of rotation of the engine.

FIG. 9 is a time chart summarizing the events which occur during the 360 of rotation illustrated in FIGS. 8a-8l.

DESCRIPTION OF THE PREFERRED EMBODIMENT Referring initially to FIGS. 1, 2a-2i and 5, the internal combustion engine 10 shown therein is housed in enclosure 12 which consists of a support block assembly 14 (FIG. 2i) and detachable headassembly 16 (FIG. 2b). In general enclosure 12 houses a pair of like dimensioned toroidal tracts or cavities V1 and V2 (FIGS) having a common center 18, and one of which cavities, VI, intersects the other cavity V2 within two diametrically

opposite regions

20 and 22, the cavities being inclined at relative angle a of approximately 70. The opposite or

intersecting regions

20 and 22, being common to both cavities V1 and V2 are also referred to as cross-overs or intersections. Rim-mounted rotary assembly or compressor rotor assembly 28, shown in FIG. 2f, includes an intake-compression rotary piston or rotor 30 which rotates in cavity VI and functions to draw in and compress a fuel-air mixture from carburetor 32, mounted on support block 14 (FIG. 6). Hubmounted rotary assembly or power rotor assembly 36 includes an expansion-exhaust rotary piston or rotor 38 which travels in cavity V2 and which is driven by the fuel-air compressed charge received from cavity V1, exploded in either one of two pre-combustion, or cavity coupling,

chambers

40 and 42, and which functions to expel exhaust gases.

Rotary pistons

30 and 38 fill half of the volume of enclosure 12 and are synchronously coupled for like speed rotation by gear assembly 44 (FIG. 2c) such that approaching and receding ends 46 Actually each of chambers Cl and C2 alternate between serving as intake and compression chambers with the other chamber simultaneously performing the opposite function. Similarly each of chambers F1 and F2 alternate between serving as expansion and exhaust chambers with the other chamber simultaneously performing the opposite function. Thus there is produced two power impulses per revolution of the like speed rotors. A fuel-air mixture is provided by carburetor 32 (FIG. 6) and fed through fuel intake duct 54 in housing 12 and openings 56 in hub 110 (FIGS. 2g, 4a and 4b) and distributed through integral valves and ports in a manner to be further described.

Following the termination of each expansion cycle, and during an exhaust cycle, expanding gases from one of the expansion-exhaust chambers, F1 or F2, is exhausted through one of exhaust vents 58 and 60 provided in cylindrical wall 61 of engine block 14 (FIG. 2i). The engine components will now be considered in greater detail.

INTAKE-COMPRESSION ROTARY INTEGRAL ASSEMBLY Referring to FIGS. 2f and 3, rotary piston or rotor 30 in the general form of a half wheel is mounted integral within rim 64 and the whole assembly is adapted to rotate within support block 14 about a center axis 66 and about common engine center 18. Rim 64 includes peripheral edges 68 equipped with ring seats 70 adapted to accept tubular compression rings 72, shown installed in FIG. 6, and as disassembled in FIG. 6a. These rings provide a gas tight seal between rim 64 and cavity V1. Rotor 30 is essentially trapezoidal in cross-section, and extends aproximately 180 in radial length interior of and integral with the inner curved surface 74 of rim 64. Inner curved surface 74 of rim 64 and inner curved surface 76 of rotor 30 are sperically contoured to conform to the surfaces of concentric spheres about center 18. Sidewalls 78 and 79, which are perpendicular to inner and

outer surfaces

76 and 74, are of a configuration formed between axially aligned, but oppositely positioned, spaced, frustrums of cones. The spacing is such that were the curves full cones the common center of the engine would be 'at a common apex of the cones. The cones thus described would have an included angle of 120 to 175, typically I60". The leading and trailing ends, or end

surfaces

46 and 48 of rotor 30, as it rotates, are prismatic in form to provide optimum dynamic clearance of

rotors

30 and 38 within cross-over regions and 22. Adjacent to trailing end surface 48 of intake compression rotor there is provided a narrow transverse duct 80 which extends through essentially the innermost one-half of the radial dimension of the rotor 30. This duct by passes residual exhaust gases to prevent exhausting of fuel mixture. The side wall surfaces 82 and 84 of rotor 30 are adapted to conform with and move tangentially against conical

interior walls

86 and 88 of head assembly 16 and support block 14, respectively. The outer spherical surface 122 of power rotor 38 is adapted to conform with spherical interior wall 230. The inner spherical surface 76 of rotor 30 is adapted to conform with and move tangentially across the outer surface 113 of hub 110 of expansionexhaust rotary assembly 36.

As a particular feature of this invention, rotational energy from spent escaping exhaust gases is used to' apply additional torque to intake-compression rotary assembly 28. Lateral inlet holes 90 (FIG. 3) are drilled inward to intersect with radial holes 92 leading into inner body 94 of compression rotor 30. From there a series of tapered holes 96 drilled intermediate radial holes 92, interconnect the inner extremity 98 of same, and are inclined and open rearward with respect to the direction of rotation of intake-compression rotor 30. Thus exhaust gases are vented out of rim 64 via peripheral groove 100 in rim 64 and then out of enclosure 12 through opposing directive vents 58 and 60 of support block 14 (FIG. 2i). Air from the ambient atmosphere is allowed to flow into the engine through two short identical stationary ports 103 (FIGS. 1 and 2) (one is shown and the other is diametrically oppositely positioned) located adjacent and downstream from

exhaust ports

332 and 330 in engine head assembly 16 and engine block 14, respectively. Port 103 supplies ambient air to each successive aperture 90 of rim 64 of intake compression rotor assembly 28 immediately following the period in which an aperture 90 is served by

exhaust ports

332 and 330.

The exhaust velocity within aperture 90, radial hole 92, requires external energy to suddenly stop when it is no longer connected with

exhaust port

330 or 332. This follows since the rapidly flowing exhaust gases within aperture 90 and radial hole 92 have inertia tending to continue flowing after it is suddenly disconnected from and no longer served by

exhaust ports

332 and 330. This inertia of the exhaust gas flow creates a partial vacuum adjacent to port 103 resulting in flow from atmospheric pressure of air from outside the 'engine into each successive aperture 90 of rim 64 as it is served by port 103. Flow in a pipe cannot, of course, be instantaneously stopped when the supply is cut off. The negative pressure at a suddenly closed intake port is called a velocity head and results in a pressure head loss to the system unless, as in the subject case, an alternate source of fluid flow is provided. This velocity head draws fresh air in through ports 103 making it unnecessary for instantaneous stopping and head loss. The air so ingested cools the engine while it mixes with exhaust and increases the volume flowing through the turbine. Thus, exhaust flowing through aperture 90, radial hole 92, and tapered hole 96 is able to stop more gradually without the insertion loss inherent in impulse turbines.

Second, cool air follows exhaust into each rim aperture 90 in proportion to engine speed and engine power output to reduce engine temperature rise.

Third, .flow through the turbine is made more uniform muffling exhaust noise.

Fourth, volume of gas within the turbine is increased as the ambient air expands.

Fifth, oxygen is supplied to more completely burn combustion by-products and reduce pollution.

Sixth, pressure and temperature of the exhaust released from

exhaust vents

58 and 60 are more compatible with ambient air due to mixing within the turbinemuffler-exhaust manifold.

And, seventh, additional power is obtained from the engine from the additional (by-pass fan) gas volume and from not sustaining the deceleration entrance loss.

Pressure sealing rings 102 (FIG. 3), positioned adjacentleading and trailing ends 46 and 48 of intakecompression rotor 30, are configured and inclined to provide a biased engagement with linear seals 104 (FIG. 6a) which are abruptly encountered within crossover reions and 22 (FIG. 1 Intake-compression ro tary assembly 28 is driven by means of ring gear 108 secured to and positioned around and integral with the inner periphery of rim 64.

EXPANSION-EXHAUST ROTARY INTERGRAL ASSEMBLY Expansion-exhaust rotor assembly 36 consists basically of rotary piston or rotor 38 and hub 1 10 to which it is secured. Rotor 38 is a semi-circular shell having a cross-section and radial length identical to that of rotary piston 30 of compressor rotary assembly 28. Thus sidewalls 112 and 114 are identical with

sidewalls

78 and 79 of rotor 30. Likewise, there is included leading and trailing prismatic ends 50 and 52 and by-pass duct 120 adjacent to end 52 which in this case transfers fuel mixture between C1 and C2. Similarly, the outer spherical surface 122 of rotary piston 38 is spherical to conform with inner spherical surface 74 of rim 64 of intake-compression rotary assembly 28 against which it rotates. An interior shell portion 124 of rotary piston 38 includes integrally formed compressor blades 126 which constitute a second stage 134 of a two-stage centrifugal compressor configuration. The first stage 132 of the compressor configuration is rotatably supported within hub 110 by main shaft 128 and is driven in contra-rotation to that of main shaft 128 by gear 130 interconnecting with gear assembly 44 (FIGS. 2c and 6). As shown in FIGS. 40 and 4d, compressor stage 132 is of a centrifugal type in which intake is in through vanes 132a and output is out through slots 136 between vanes l32h. Flow is then into annular cavity region 140 of rotary piston 38 is closed on one side 142 by annular disc 144. Cavity region 140 is between counter rotating vanes 132!) of first compressor stage 132 and vanes 126 of second stage compressor 134 to create a region of increased pressure in this cavity region. Annular disc 144 includes a splined central opening 146 adapted to accept a mating spline 148 on main shaft 128 (FIG. 2e).

FUEL INTAKE A fuel-air mixture from carburetor 32 flows through duct 54 in the planar wall 232 of hub support 206 and into the interior of hub 110 which functions as an intake manifold, entry being through a plurality of radially spaced inlet openings 56 in support disc 144. The mixture is compressed in hub 110 and then fed through elongated slots 136 of compressor stage 132 to region 140 where the mixture meets the counter rotating blades 126 of second stage compressor 134 and thethus pressurized mixture in this region 140 is fed through a plurality of radially spaced outlet apertures 154 extending axially through circular plane opposing end surfaces 156 and 157 of hub 110 into alternate intake-compression chambers Cl and C2 ahead of compression surface 46 and behind intake surface 48. Pcripheral ring seats 160 (extensions of surfaces 115 and 117) which are formed about

end surface

156 and 157 of hub 110 are adapted to engage tubular rings 162 which provide a seal between hub 110 and lateral conical

inner surfaces

164 and 166 of toroidal enclosure V2.

SYNCI-IRONIZATION OF INTAKE-COMPRESSION AND EXPANSION-EXHAUST ROTOR ASSEMBLIES Synchronizing gear assembly 44 shown in FIG. 20 connects and thus provides synchronized rotation between intake-compression rotor assembly 28 and expansion-exhaust rotor assembly 36. It Includes a large gear 168 near one end of shaft 170 and a small gear 172 on the opposite end of shaft 170. As shown in FIG. 6, small gear 172 engages ring gear 174 of hub of expansion-exhaust rotor assembly, the latter 172 drives gear 168 of gear assembly 44 and gear 168 of gear assembly 44 in turn drives ring gear 108 of intakecompression rotary assembly 28. Equal gear ratios between

gears

168 and 172 and gears 108 and 174, respectively, assure that

rotary pistons

30 and 38 turn in synchronism. Shaft is rotatably supported at an inner end 176, near gear 172, by hearing 178 mounted to central support plate assembly 180 and at the opposite, outer end, by bearing 182 centrally secured to bearing support plate 184 of gear cover 186.

GEAR COVER Gear cover 186 shown in FIG. 2a comprises a semicylindrical member 188 having lower edges 190 contoured to mate with upper surface 192 of engine head cover 16 and which is provided with a mounting flange 194 adapted to be attached to lateral wall 234 of cavity V2 of engine head cover 16, through mounting holes 192.

CENTRAL SUPPORT PLATE ASSEMBLY Central support plate assembly 180 shown in FIG. 2h includes a lower region 202 adapted to seal within mounting slot 204 provided in central hub support 206, being attached by bolts 208 (FIG. 6) to sidewall 234 of cavity V2 through mounting holes 211. Circular upper region 212 is adapted to be secured to side wall 234 of cavity V2 through mounting holes 216. Centrally mounted main shaft support bearing 218 (FIG. 6) is dimensioned to support inner end 220 of main shaft 128, being also axially supported by a second inner bearing 222 adjacent shoulder 223 and a nut 224 threaded to inner end 220 of shaft 128, being rotatably journalled near outer end 226 by bearing 228.

INTERIOR OF ASSEMBLED ENGINE As has been heretofore described, the curved engaging surfaces of the engine are spherical and concentric, having a common center 18. The interior surface 74 of rim 64 (FIG. 3) and outer surface 122 of rotary piston 38 (FIG. 4a) are mating spherical surfaces having the same radius and the same center and the outer surface 113 of hub 110 (FIG. 4a) and the inner surface 76 of rotary piston 30 (FIG. 2f) are mating spherical surfaces and have the same center. Rotary pistons 30 and 38 (FIGS. 3 and 4a) have opposed

lateral surfaces

82 and 84 and 115 and 117, respectively, which are those which may be said to be formed between spaced frustrums of cones positioned on the same axis with the smaller ends of the frustrums of the cones adjacent, but spaced. The inner sidewalls of the interior of the engine enclosure, of course, having conforming closing surfaces. Thus the interior lateral surfaces of the raised portion of engine head cover 16 and the interior of the lateral walls of the inner portion of support block 14 conform to these frustmms of cones comprising lateral wall surfaces 82 and 84 of rotor 30. Referring to FIG. 6, and initially to cavity V2, those portions of fixed spherical outer peripheral wall 230 and conical lateral walls 232 and 243, which are integral with engine head 16 and engine block 14, are dimensioned and contoured to the rotary piston 38 of expansion-exhaust rotary assembly 36. Those portions of outer wall of cavity V2 within

cross-over areas

20 and 22 are enclosed by inner spherical surfaces 74 of rim 64 of intakecompression rotary assembly 28. Outer spherical surface 1 13 of central hub 1 10 forms the inner closing wall of cavity V2. The outer peripheral closing wall of cavity V1 comprises inner surface 74 of rim 64. Interior

conical surfaces

236 and 238 of engine head 16 and engine block 14, respectively, are positioned to rotatably accept the

complementary surfaces

82 and 84 of rotary piston 30 of intake-compressor rotary assembly 36. The inner sealing wall of cavity V1 is formed by fixed

spherical surfaces

240 and 242 of central annular hub support 206, complemented by common spherical surface 113 of central hub 110.

SEALING RINGS sembled from engine 10 but having seals placed in the same relative positions they assume when assembled (FIGS. 1, 6 and 7). The multiple seals are formed of expansible tube, being essentially rectangular in cross section. Outwardly disposed compression rings 72, formed into continuous circular tubes, are adapted to sealably mate with peripheral ring seats 70 (FIG. 3) of support rim 64, being securely supported by aligned annular seats 246 and 248 (FIG. 6), formed in

lateral walls

236 and 238, respectively, of toroidal enclosure V1.

Inwardly disposed compression rings 162 likewise formed into continuous circular tubes, are adapted to sealably mate with peripheral ring seats 160 (FIGS, 4a and 4b) of hub 110 being supported by aligned

annular seats

250 and 252 formed in

lateral walls

234 and 232, respectively, of toroidal enclosure V2 (FIG. 6).

Sets

254 and 255 of linear seals 104, each consisting of four spaced linear seals, radially interconnecting between pairs of

circular seals

162 and 172 are are supported by linear seats 256 formed at the junction of

lateral walls

234 and 232 of toroidal enclosure V2 and

lateral walls

236 and 238 of toroidal enclosure 12(FIG. Linear seals 254 and 255 are adapted to guide leading

surfaces

50 and 46 of

rotors

38 and 30, respectively, within

cross-overs

20 and 22.

COMB USTION Identical

pre-combustion chambers

42 and 40, phase or position displaced 180, are physically illustrated in FIGS. 2b and 21 and diagrammatically illustrated in FIG. 7. Referring first to one combustion chamber 40, it will be noted that it includes an inlet port 258 which is generally closable by lateral surface 84 of intakeblocked by opposite lateral surface 82 of intakecompression rotor 30 in the same fashion. Check

valves

262 and 264, respectively, also close pre-combustion

chamber inlet ports

258 and 260 and are biased to a closed position by springs 259. Thus, the check valves back up the sealing provided by rotor 30 and thus double seal the

inlet ports

258 and 260 to prevent leakage back through the inlet ports.

The outlets from

pre-combustion chambers

40 and 42 are blocked during presence of

lateral surfaces

117 and 115, respectively, of power rotor 38 for approximately 45 percent of each revolution of the engine. Such blocking is initiated by the arrival of an exhaust surface 50 of power rotor at outlet port 265, of one combustion chamber 40 and is terminated by the arrival of expansion surface 52 at outlet port 265, such being the trailing surface of hub mounted rotor 38.

The opposite or complementary outlet port 267 of pre-combustion chamber 42 is alternately blocked and unblocked by power rotor 38 in the same fashion.

As a particular feature of this invention each of the

outlet ports

265 and 267 is additionally sealed by means of pressure operated valve system 266 to assist in preventing the passage or leakage of gases except when an outlet port is opened by power rotor 38 to admit expanding gases into an expansion mode chamber of cavity V2 behind the expansion surface 52 of power rotor 38. The system includes two differentially operated

valve assemblies

268 and 270, which act essentially coincident with power rotor surfaces 117 and 115, respectively, to back up and positively, double seal, the outlet port of

pre-combustion chambers

40 and 42. Like components of each valve assembly carry the same reference number with added suffixes a and b. A general reference to a component without the suffix shall apply to a component of either valve assembly.

Each of

valve assemblies

268 and 270 includes a rotatable outlet valve 272, mounted on a pivot 274 and biased to an open position by spring 276, spring 276 applying counter-clockwise force to outlet valve 272. The high pressure surface 278 of each outlet valve 272 is exposed to the interior of a pre-combustion chamber in which detonation 0r firing occurs. Low pressure surface 284 of each outlet valve 272 faces and seals an outlet port (outlet port 265 or 267) of one of the

precombustion chambers

40 and 42 in its closed mode and slides into recess 282 in its, normally open, mode. Back surface 280 of each outlet valve is exposed, within fluid chamber 286 of a

valve assembly

268 and 270, to a moving stream of hydraulic fluid. This stream of fluid is supplied by rotary pump 288 which draws fluid from

coupling tubes

290 and 292, differentially connecting fluid chamber outlet 294a of valve assembly 268 to fluid chamber inlet 296b of valve assembly 270 and fluid chamber outlet 294b of valve assembly 270 to fluid chamber inlet 2960 of valve assembly 268. It will be observed that inlets 296a and 296b from

tubes

290 and 292 are particularly positioned upstream of flow and that the pump outlets 298 and 300 are in the form of orifices downstream of flow. Normally, that is in the absence of the occurrence of a detonation in one of the pre-combustion chambers, an outlet valve would be in a normally open mode and fluid flow would be along the path of the arrows and fluid flow between tubes 290 and292 is such that pumping is continuous despite mo- -mentary transients in first one then the other tube. As

shown, pump 288, itself, is out of the main circuit of the flow and thus isolated from pressure shock transients which occur with a detonation.

Each of

valve assemblies

268 and 270 includes a pilot valve, valves 302a and 302b, each of which operates to open and close an inlet to fluid chamber 286 of each pilot valve. The pilot valves are each normally biased open counterclockwise, by spring 304, and thus normally permit the fluid flow just described. An example of a complete spring for 304a is shown in FIG. 7b. It is pretzel-shaped and, as shown, is attached by screw 3050 to the case or housing 12 of the engine. Spring 304b is of the same configuration. Upon the detonation in one of the pre-combustion chambers, a rotary piston 306 would be moved downward to close a pilot valve 302 and thus momentarily interrupt fluid flow, with the effect to be described.

The operation of pressure operated valve system 266 is as follows. Initially, the engine is started with outlet valves 272 and pilot valves 304 held open by their associated springs. Pump 288 forces a continuous flow around the unobstructed closed circuit. Assuming that a first detonation occurs in pre-combustion chamber 42, pilot valve piston 306b of pilot valve 302b is forced downward causing pressure to increase in the upper left end portion 308 of tube 292 and low pressure to occur downstream in tube 290. Outlet valve 272b would thus not be affected because the operating pressure on it would be reduced and thus spring 276b would maintain this valve open. Upstream of liquid pilot valve 302b, there would occur an abrupt or instantaneous increase in pressure causing a tube 292 to stretch somewhat and to start a compression (water hammer effect) wave back past pump orifice 300 to back surface 280a of outlet valve 272a causing it to overcome return spring 276a and thus cause outlet valve 272a to close. This is facilitated since there is a lower pressure within precombustion chamber 40 which would thus not oppose the increased fluid pressure applied to outlet valve 272a. The energy in the compression wave and diverted liquid from the moving stream is absorbed in the action of closing outlet valve 272a coincident with the arrival at outlet port 265 of exhaust surface 50 and lateral surface 117 of power rotor 38 and therefore coincident with the completion of purge and beginning of a compression phase through check valve 262 into precombustion chamber 40.

With the completion of the just described compression phase, the closing of inlet check valve 262, alternation of the adjacent intersection begins. During such alternation of intersection (before an appropriate advance spark) and the arrival of expansion surface 52 at outlet port 265, spark plug 312a detonates the compressed charge in the other pre-cornbustion chamber 40. Pressure from this detonation activates adjacent liquid pilot valve 306a abruptly stopping liquid flow in tube 290. Just as before, a vacuum occurs downstream, this time reducing pressure on back surface 280a of outlet valve 272a augmenting opening of this valve under the pressure on front surface 278a from the expanding charge in pre-combustion chamber 40. Coincident with the arrival of expansion surface 52 of power rotor 38 at outlet port 265, valve 272a opens and thus double opens outlet port 265 to permit expansion of the exploding charge out into the volume behind expansion surface 52. Upstream, as before, compression occurs and the abruptly stopped liquid compresses,

tube 290 stretches as necessary, and a compression wave proceeds at approximately 4700 feet per second to the back surface 280b of the outlet valve 272b. The energy of this wave and liquid flow diverted thereby is absorbed in the closing of outlet valve 272b locking outlet port 267 coincident with the arrival of exhaust surface 50 which double seals outlet port 267 at the be ginning of the subsequent phase into purged precombustion chamber 42.

Thus the closed dynamic circuit of moving fluid operates in a complementary fashion to differentially operate outlet valves 272a and 272b by means of transmitting a rapidly moving compressional (water hammer) wave, almost simultaneously opening and closing outlet valves 272 as required. The detonation force transmitted by way of a liquid pilot valve, initiates opening of an adjacent outlet port and initiates closing of the other outlet port coincident with the respective arrival of expansion surface 52 and exhaust surface 50 of power rotor 38. Power for operating pump 288 is obtained by means of a rotary connection to main shaft 128 of the engine by means not shown. Conventional distributor 227 (FIG. 1) driven by shaft 128 powers spark plugs 312a and 312b (FIG. 7).

Lubrication is provided by conventional means with distribution aided by centrifugal force from a low pressure sump in gear housing 186. Return flow is through stationary seals 244 (FIG. 6a).

GENERAL DESCRIPTION OF FLOW THROUGH ENGINE A fuel mixture under pressure is gated through outlet apertures 154 of central hub 110, acting as intake manifold, into alternate compression chambers C1 and C2 through diametrically opposed inlet ports 316 and 318 (FIG. 2a), formed in central hub support 206 of engine block 14.

Inlet port 316 has axial input opening 320 (FIGS. 8a-8l) oriented and dimensioned to communicate with axial apertures 154 in lateral wall 156 of central hub and has radial outlet opening 322 entering compression chamber C2 through outer spherical surface 240 of central hub support 206. The combination of inlet opening 320, outlet opening 322 and passageway there between, comprising a first stationary porting channel, and inlet opening 324, outlet opening 326, and passageway there between, comprising a second stationary porting channel.

Diametrically opposed inlet port 318 is similarly formed and oriented to communicate in like manner with axial apertures 154 in opposite lateral wall 157 of central hub 110 and with compression chamber C1 through inlet and

outlet openings

324 and 326, respectively, during the alternate rotational interval. As compression chamber C2 is being charged with combustible mixture, combustible mixture from a previous intake cycle is compressed in alternate chamber C l, a portion being forced by compression surface 46 through check valve 262 (FIG. 7) into pre-combustion chamber 40. Chamber 40 having radially formed inlet opening 258 in lateral wall 88 of compression chamber C1, communicates with firing chamber F2 through similarly configured outlet opening 265 in lateral wall 164 of firing chamber F2.

Openings

258 and 265 of pre-combustion chamber 40 are sealably controlled by lateral wall surfaces 84 and 117 of compression rotor 30 and power rotor 38,

respectively. When compression, or leading surface 46 of compression rotor 30 passes inlet opening 258 of chamber 40, now charged with fuel under pressure, the residual compressed fuel is transferred into compression chamber C2 as follows.

As leading surface 46 of compression rotor 30 and trailing surface 52 of power rotor 38 enter intersection 20 (FIG. 8d), transverse fuel bypass duct 120 of power rotor 38 interconnects minimum volume region of chamber C1 with alternate chambers C2 thus allowing excess compressed fuel to flow into C2, partly compressing charge within C2.

When the leading surface 46 of compression rotor 30 enters compression chamber C2 (FIG. 8g) the functions of chambers C1 and C2 are interchanged during the next 180 interval and compression chamber C1 is charged with fuel through opposite inlet port 318 (FIG. 2i) while fuel from the previously described intake cycle is compressed in chamber C2. A maximum portion of this fuel is forced into second pro-combustion chamber 42, having inlet opening 260 in lateral wall 236 of chamber C2 and which communicates with firing chamber F1 through outlet opening 267 formed in lateral wall 234. As the leading and trailing

surfaces

46 and 52 of compression and

power rotors

30 and 38, respectively intersect with opposite intersection 22, excess fuel under pressure is again transferred, this time into opposing chamber C1 through bypass duct 120' of power rotor 38 (FIG. 8j).

During this same interval, exhaust bypass duct 80 of intake-compression rotor 30 (FIGS. 8d and 8j) interconnects F1 and F2 to equalize exhaust pressures preventing the exhaust of combustible mixture from chambers Cl and C2 during alternation-of-intersections intervals.

Spent gases from the expansion cycles are scavenged by leading exhaust surface 50 of power rotor 38 and are routed into exhaust turbine elements 96 through

exhaust ports

328 and 330. Exhaust port 328 having radial inlet slot 332 formed in outer Wall 230, within minimum volume region 334, of firing chamber Fl interconnects with tangential outlet slot 336 positional to communicate with inlet apertures 90 of support rim 64 of intake-compression rotary assembly 28. Opposite exhaust port 330 similarly placed and formed in firing chamber F2 has outlet opening 338 adapted to communicate with opposing inlet apertures 90 of support rim OPERATION With particular reference to FIGS. 8a through 81 there is shown, in schematic form, the completion of four phases of engine operation as they occur during alternate 180 rotational intervals of engine, namely expansion, exhaust, intake and compression. FIG. 9 illustrates the time relationship between events in different parts of the engine. In the schematic drawings, those elements not vital to an understanding of the above mentioned phases of operation have been omitted. In order to facilitate cross reference between the various figures heretofore described, like elements of the encompression chambers C1 and C2, being gated through outlet apertures 154 communicating with intake ports 316 and 318 (FIG. 2i). For clarity, only the

final outlet openings

322 and 326 of

intake ports

316 and 318 respectively (FIG. 21?) leading directly into compression chambers C1 and C2, are shown in the schematic drawings 8a and 81.

Further, only the inlet openings 332 and 331 (FIG. 2) of

exhaust ports

328 and 330 of respective firing chambers F1 and F2 are shown. Arrows indicate direction of engine rotation and gas flow. The sequence of events depicted in FIGS. 8a through 81 is initiated when compression rotor 30 and power rotor 38 are in the respective positions as shown in FIG. 8a. As the sequence progresses (FIG. 8a), crossover 20 is sealed by power rotor 38 and crossover 22 is sealed by compression rotor 30 obtaining compression chamber Cl, and closed firing chamber Fl within enclosure 12. As shown in FIG. 8a, burning combustibles, within precombustion chamber 42, having been ignited by spark plug 312b, expand into minimum volume region of firing chamber Fl appiying a tangential force to trailing surface 52 of power rotor 38. For purposes of engine timing, this angular position is chosen as 0 (FIG. 9). As

this impulse is applied, compression rotor 30 and power rotor 38 continue to rotate in synchronism in the direction indicated, and the first four phases of operation of engine 10 occur during the first of rotation.

Referring to compression chambers C1 and C2, as the trailing end 48 of compression rotor 30 recedes from intersection 20, outlet opening 322 of intake port 316 (FIG. 2i) previously closed by inner surface 76 of rotor 30 is opened, admitting a fuel mixture into compression chamber C2 as the swept volume increases. As is shown in FIG. 9, intake in C2 actually begins at zero degrees and concludes at 132 degrees.

Opposite fuel outlet opening 326 ofinlet port 318 has been closed by leading inner surface 76 of rotor 30 and pre-combustion chamber 40 is purged of dead gases from a previous expansion cycle. Purge cycle ends as lateral surface 117 of power rotor 38 seals outlet opening 265 (FIG. 8b), obtaining closed compression chamber Cl. Thus compression occurs in C1 from 23 degrees to 132 (FIG. 9). As the volume within chamber C1 decreases, fuel from a previous intake cycle is compressed by leading surface 46 of compression rotor 30 until rotor 30 reaches the position shown in FIG. 8d.

With respect to events occurring within firing chambers F1 and F2 (FIGS. 8a-8f), expansion continues in firing chamber Fl pushing trailing surface 52 of power rotor 38 to the position shown in FIG. 8e where exhaust inlet opening 332 is open at 173 (FIGS. 8f and 9). Pneumatic pre-compression of subsequent compression phase is achieved using a measure of residual expansion during alternation-of-intersections.

Spent gases within firing chamber F 2 are scavenged by leading surface 50 of power rotor 38, being expelled outward through exhaust opening 331 (FIGS. 86-8d). The largest possible fraction of combustible mixture, stored for the subsequent explosion phase, is now compressed through check valve 262 (FIGS. 8c and 9) into precombustion chamber 40, the remaining excess compressed mixture being contained within minimum volume region of compression chamber C1. As shown in FIG. 8d, when trailing end or expansion surface 52 of power rotor 38 enters intersection 20, intersecting compression rotor 30, fuel bypass duct 120 of power rotor 38 interconnects compression chambers C1 and C2 bypassing pre-compressed fuel mixture being retained within compression chamber Cl into compression chamber C2, at I47 degrees (FIG. 9), adding to the charge from intake stroke in chamber C2 in preparation for the subsequent compression cycle in C2. At the same time, exhaust bypass duct 80 of compression rotor 38 interconnects firing chambers F1 and F2 equalizing exhaust pressure between the two and preventing exhaust of fuel mixture.

The outer surface 122 (FIG. 2g) of power rotor 38 has opened exhaust opening 332 (FIG. 8d) and is closing opposite exhaust opening 331. Although exhaust inlet opening 332 is unsealed, exhaust port 328 is closed by inner peripheral wall 91 of support rim 64 (FIG. 2f) being in sealable contact with outlet opening 336 (FIG. 2b), thus F1 is still in sealed condition. During the following interval (FIG. Se) in which power rotor 38 and compression rotor 30 are in the process of alternating occupancy of intersections and 22, simultaneously, residual pressure within firing chamber F1 is released, by way of

intersections

20 and 22 into compression chamber C2 to further compress the entire charge in preparation for a subsequent compression stroke. As compression and power rotors and 38, respectively, reach positions shown in FIG. 8f, crossover 22 is being sealed by power rotor 38 and crossover 20 is being sealed by compression rotor 30, to obtain compression chamber C2 and closed firing chamber F2 as shown in FIG. 8g. Thus, as shown in FIG. 9 the first four phases of operation are completed, at 180, ignitionhaving occurred in pre-combustion chamber 40, during previous depending upon spark advance (FIG. 9).

The beginning of a like sequence of events occurring during the following 180 interval is depicted in FIG. 8g, wherein intake now occurs in compression chamber C1, through outlet opening 326, as opposite outlet opening 320 is closed by inner surface 76 of compression rotor 30. Outlet opening 265 of precombustion chamber 40 opens admitting burning combustibles, having been ignited by timed spark to spark plug 312a, to enter firing chamber F2, also igniting compressed charge already in F2. This initiates the second expansion cycle within firing chamber F2 at 180 (FIG. 9), such as occurred at 0 within firing chamber Fl (FIG. 8a), wherein a tangential force is again applied to trailing surface 52 of power rotor 38. Leading surface of power rotor 38 scavenges spent gases from the previous expansion cycle pushing them out exhaust port 332 now unsealed. Thus exhaust begins in F1 at 173 and ends at 320 as shown in FIG. 9.

Compression rotor 30 advances into compression chamber C2, at 180 (FIG. 8g), and precombustion chamber 42 is purged of spent gases from the previous explosion cycle. The purge cycle ends as power rotor 38 advances to close outlet opening 267 of precombustion chamber 42 (FIG. 8h). As the volume within chamber C2 decreases, fuel from the previous intake cycle is fully compressed through check valve 264 into precombustion chamber 42 as compression rotor 30 reaches the position shown in FIG. 8j. As is shown in FIG. 8j, excess precompressed fuel is again transferred, in this case from minimum volume region of compression chamber C2 through fuel bypass duct 120 of power rotor 38 into compression chamber C1.

CARBURETION FIGS. 1, 7 and 7A illustrate a particular system of supplying an air-fuel mixture to the engine. As shown, a carburetor 317 is associated with and supplies a fuelair mixture to each of intake ports 317 and 318 (FIG. 21'). Fuel is fed to each of carburetors 316 through a fuel line 352 (FIG. 7) and passes into throat or restriction 320 of the carburetor through fuel jets 341. Air is controllably throttled into the carburetor by means of rotary valve 342. Rotary valve 342 (shown open) is controllably operated by means of shaft 349 which in turn is operated by linkage arm 350 coupled thereto by means (shown closed) of a lever arm 354. Shaft 349 which is coupled to linkage 350 through arm 353 control the second of the carburetors, not shown, which supplies a fuel into the engine through port 318. By this form of integrated carburetor, as shown, volumemetric efficiency and control response is substantially improved.

It is to be noted that one, vaporized fuel is absent from the gas flowing in through two centrifugal compressor stages and is introduced in the turbulent flow through respective intake ports adjacent to respective intake chamber C1 or C2.

Second, heat of vaporization is supplied from the compressed air flowing through intake port cooling intake mixture as it enters intake chamber Cl and C2 increasing the density and cooling the engine in the process.

Third, all intake air passes through low pressure engine oil sump eliminating the need for ports 54 in support block and ports 56 in back wall 157 of hub of power rotor assembly 36.

An air cleaner and choke may be attached directly to gear cover 186 and inlet to centrifugal compressor 132 reversed so that cool inlet air may pass directly through the center of the engine, cooling the gears and bearings.

SUMMARY OF ACCOMPLISHMENTS One major advantage inherent in the engine of this invention is the relatively constant angular velocity of the major moving parts.

A second major advantage is that there occurs purely tangential virtual displacement of gas interface surfaces.

Third, there is achieved a relatively constant air intake and exhaust.

Further, there is provided an inside to outside cooling gas flow path.

While the invention has been particularly described as providing a new and improved rotary internal combustion engine, its structure also will perform the function of fluid energy conversion in general such as provided by pumps, compressors, and external as well as internal combustion engines.

What is claimed is:

l. A rotary power translation machine comprising:

first and second toroidal cavities intersecting in first and second common regions and said cavities being relatively inclined about a common center at an included angle of 50 to 90;

a first rotor assembly comprising an annular rim and a half annular rotor interior of and integral with said annular rim, and said annular rotor being positioned, configured, and having a mass distribution for balanced sealable rotation within said first toroidal cavity;

a second rotor assembly comprising a hub and a second half annular rotor mounted about and integral with said hub, the interior of which hub comprises an intake manifold and said hub being positioned, configured, and having a mass distribution for balanced sealable rotation within said second toroidal cavity;

intake porting means comprising:

an opening in said second cavity adapted to admit fluid into said hub,

first and second stationary porting channels having outlets into first and second angularly opposite regions of said first cavity, respectively,

a first set of ports in said hub positioned to cooperatively engage the inlet of said first stationary porting channel during a first selectively portion of the rotation of said second half angular rotor, and

a second set of ports in said hub positioned to cooperatively engage the inlet of said second stationary porting channel during a second selected portion of the rotation of said second half annular rotor,

whereby fluid is alternately supplied to said angularly opposite regions of said first cavity;

first and second cavity coupling chambers, said first cavity coupling chamber being coupled between said cavities across and thus by-passing, for a relatively short distance, said first intersecting region, said second cavity coupling chamber being coupled between said cavities across and thus by-passing, for a relatively short distance, said second intersecting region;

drive means interconnecting said first and second rotor assemblies for synchronous cross rotation of said annular rotors; and

shaft means coupled to at least one of said rotor assemblies for providing shaft couplings to said rotary power translation machine.

2. A rotary power translation machine as set forth in claim 1 wherein the trailing edge of each said half annular rotor includes a transverse slot, which said slot in said first half annular rotor by-passes residual fluid in an otherwise large, sealed cavity region of said second cavity to the smaller cavity region of that cavity and said slot in said second half annular rotor by-passes residual gases in an otherwise sealed small cavity region of said first cavity to the then larger cavity region of said first cavity, whereby otherwise trapped gases are disposed of by transfer to a subsequent cycle of opera tion.

3. A rotary power translation machine as set forth in claim I further comprising:

first sealing means comprising a pair of spaced expandible seals circularly configured and adapted to seal between said first cavity and opposite edges of the joinder between said first half annular rotor portion and the annular rim portion of said first rotor assembly; second sealing means comprising a pair of spaced stationary expansible seals circularly configured and adapted to seal between said second cavity and opposite edges of said second half annular rotor where said second half annular rotor adjoins the hub portion of said second rotor assembly; and

third sealing means comprising expansible seal members extending between said first seal means and said second seal means on each cavity wall along each intersecting cavity wall adjacent each intersection between said first cavity and said second cavity.

4. A rotary power translation machine as set forth in claim 3 further comprising fourth sealing means comprising rotating expansible rotor seals extending generally radially on the exposed side region adjacent each end of each half annular rotor, on the inner peripheral surface of said'first rotor, and on the outer peripheral surface of said second rotor.

5. A rotary power translation machine as set forth in claim 4 wherein said fourth sealing sealing means includes in each said region at least two said expansible seals and said machine further comprises means for supplying a lubricant to the region between at least two of said seals and said first, second, and third sealing means comprise passageways, whereby lubricant is centrifically distributed outward between seals by rotation of said half annular rotors from the center region of said means and distributed and returned to the center region of said machine through said first, second, and third said sealing means. i

6. A rotary power translation machine as set forth in claim 1 further comprising first and second exhaust transfer means, positioned l80 apart, each comprising a stationary porting channel having an inlet port adapted to receive exhaust fluid from a selected region of said second cavity by being uncovered by said second rotor and an outlet port adapted to communicate with selected openings into the interior of the rim of said first rotor assembly from which they are exhausted through first cavity wall.

7. A rotary power translation machine as set forth in claim 1 wherein said second rotor assembly includes compression means for receiving said fluid into said hub and compressing said fluid and supplying it under pressure through said first and second stationary porting channel and said first and second sets of ports in said hub to said annular opposite regions of said first cavity.

8. A rotary power translation machine as set forth in claim 6 wherein the interior of said second rotor assembly includes a plurality of peripherally directed, but canted, passageways whereby additional effective fluid pressure is created.

9. A rotary power translation machine as set forth in claim 1 further comprising means for providing a fuelair mixture as said fluid to said first cavity.

. 10. A rotary power translation machine as set forth in claim 9 wherein said means for providing said fuelair mixture includes a throttle valve in each of said porting channels and means for supplying fuel into said last named channels whereby carburetion occurs and air and fuel are mixed in said channels and the speed of said engine is controlled by the operation of said throttle valves.

11. A rotary power translation machine as set forth in claim 9 wherein said first and second channels connecting said cavities comprise pre-combustion chambers and said engine further comprises ignition means coupled to each said pre-combustion chamber for igniting a fuel-air mixture received from said first cavity.

12. A rotary power translation machine as set forth in claim 11 further comprising check valve means at the entrance of each said pre-combustion chamber from said first cavity for permitting fluid flow through the entrance to the pre-combustion chamber from said first cavity and assists in inhibiting flow out of the entrance of said combustion chamber into said first cavity, whereby the outlet valving of said first cavity is made redundant.

13. A rotary power translation machine as set forth in claim 11 further comprising:

a first normally open valve means interconnecting the exit of said first pre-combustion chamber to said second cavity and a second normally open valve means interconnecting the exit of said second pre-combustion chamber to said second cavity; and

radial planes intersecting at said common center.

Claims

1. A rotary power translation machine comprising: first and second toroidal cavities intersecting in first and second common regions and said cavities being relatively inclined about a common center at an included angle of 50* to 90*; a first rotor assembly comprising an annular rim and a half annular rotor interior of and integral with said annular rim, and said annular rotor being positioned, configured, and having a mass distribution for balanced sealable rotation within said first toroidal cavity; a second rotor assembly comprising a hub and a second half annular rotor mounted about and integral with said hub, the interior of which hub comprises an intake manifold and said hub being positioned, configured, and having a mass distribution for balanced sealable rotation within said second toroidal cavity; intake porting means comprising: an opening in said second cavity adapted to admit fluid into said hub, first and second stationary porting channels having outlets into first and second angularly opposite regions of said first cavity, respectively, a first set of ports in said hub positioned to cooperatively engage the inlet of said first stationary porting channel during a first selectively portion of the rotation of said second half angular rotor, and a second set of ports in said hub positioned to cooperatively engage the inlet of said second stationary porting channel during a second selected portion of the rotation of said second half annular rotor, whereby fluid is alternately supplied to said angularly opposite regions of said first cavity; first and second cavity coupling chambers, said first cavity coupling chamber being coupled between said cavities across and thus by-passing, for a relatively short distance, said first intersecting region, said second cavity coupling chamber being coupled between said cavities across and thus by-passing, for a relatively short distance, said second intersecting region; drive means interconnecting said first and second rotor assemblies for synchronous cross rotation of said annular rotors; and shaft means coupled to at least one of said rotor assemblies for providing shaft couplings to said rotary power translation machine.

2. A rotary power translation machine as set forth in claim 1 wherein the trailing edge of each said half annular rotor includes a transverse slot, which said slot in said first half annular rotor by-passes residual fluid in an otherwise large, sealed cavity region of said second cavity to the smaller cavity region of that cavity and said slot in said second half annular rotor by-passes residual gases in an otherwise sealed small cavity region of said first cavity to the then larger cavity region of said first cavity, whereby otherwise trapped gases are disposed of by transfer to a subsequent cycle of operation.

3. A rotary power translation machine as set forth in claim 1 further comprising: first sealing means comprising a pair of spaced expandible seals circularly configured and adapted to seal between said first cavity and opposite edges of the joinder between said first half annular rotor portion and the annular rim portion of said first rotor assembly; second sealing means comprising a pair of spaced stationary expansible seals circularly configured and adapted to seal between said second cavity and opposite edges of said second half annular rotor where said second half annular rotor adjoins the hub portion of said second rotor assembly; and third sealing means comprising expansible seal members extending between said first seal means and said second seal means on each cavity wall along each intersecting cavity wall adjacent eaCh intersection between said first cavity and said second cavity.

4. A rotary power translation machine as set forth in claim 3 further comprising fourth sealing means comprising rotating expansible rotor seals extending generally radially on the exposed side region adjacent each end of each half annular rotor, on the inner peripheral surface of said first rotor, and on the outer peripheral surface of said second rotor.

5. A rotary power translation machine as set forth in claim 4 wherein said fourth sealing sealing means includes in each said region at least two said expansible seals and said machine further comprises means for supplying a lubricant to the region between at least two of said seals and said first, second, and third sealing means comprise passage-ways, whereby lubricant is centrifically distributed outward between seals by rotation of said half annular rotors from the center region of said means and distributed and returned to the center region of said machine through said first, second, and third said sealing means.

6. A rotary power translation machine as set forth in claim 1 further comprising first and second exhaust transfer means, positioned 180* apart, each comprising a stationary porting channel having an inlet port adapted to receive exhaust fluid from a selected region of said second cavity by being uncovered by said second rotor and an outlet port adapted to communicate with selected openings into the interior of the rim of said first rotor assembly from which they are exhausted through first cavity wall.

9. A rotary power translation machine as set forth in claim 1 further comprising means for providing a fuel-air mixture as said fluid to said first cavity.

10. A rotary power translation machine as set forth in claim 9 wherein said means for providing said fuel-air mixture includes a throttle valve in each of said porting channels and means for supplying fuel into said last named channels whereby carburetion occurs and air and fuel are mixed in said channels and the speed of said engine is controlled by the operation of said throttle valves.

13. A rotary power translation machine as set forth in claim 11 further comprising: a first normally open valve means interconnecting the exit of said first pre-combustion chamber to said second cavity and a second normally open valve means interconnecting the exit of said second pre-combustion chamber to said second cavity; and valve operating means responsive to detonation in said first pre-combustion chamber for momentarily closing said second valve means and responsive to detonation in said second comBustion chamber for momentarily closing said first valve means, whereby the intake valving of said second cavity is made redundant.

14. A rotary power translation machine as set forth in claim 11 wherein the exit of each of said pre-combustion chambers includes sidewalls conforming to radial planes intersecting at said common center.