BRPI0619064A2 - rotary motor with intermittent rotor movements - Google Patents

Abstract

ROTARY MOTOR WITH INTERMITTENT ROTOR MOVEMENTS. The present invention relates to the supply of a rotary motor comprising a first rotor member rotatable about a first axis; a second rotor member rotatable about a second axis; and a transmission system for rotating the first rotor member and the second rotor member; characterized by the fact that the first rotor member and the second rotor member are adapted to rotate at varying angular speeds.

Description

Report of the Invention Patent for "ENGINE MOVING ROTOR MOVEMENT".

FIELD OF INVENTION

The present invention relates to a new rotary motor.

BACKGROUND OF THE INVENTION

Rotary engines are well known for use in a variety of applications, including vehicle internal combustion engines, compressors, pumps and others.

A wide variety of internal combustion engines have been proposed and developed in the past. In particular the Wankel rotary engine is well known. This includes a substantially laminar rotor member which revolves about its axis. The rotor member is a triangle-shaped laminar plate having convex sides. The plate rotates about its axis within a chamber, which is configured and sized to be slightly wider than the width of the plate member, and having an internal shape that complements the rotating shape of the plate member.

In addition, a variety of compressors and motors are known to incorporate rotating members having gimbal-like shapes.

PURPOSE OF THE INVENTION

It is the object of this invention to provide a new rotary motor that provides a useful and functional alternative to the prior art. The term "rotary engine" herein includes both an internal combustion engine and a compressor, pump or the like.

SUMMARY OF THE INVENTION

According to the invention there is a rotary motor comprising:

- a first rotary rotor member on a first axis;

a second rotor rotor member about a second axis; and

a transmission system for rotating the first rotor member and the second rotor member; characterized in that - a first rotor member and a second rotor member are adapted to rotate at varying angular speeds.

Also according to the invention, the angular velocity of the first rotor and the second rotor differ from each other during the rotational cycle of the motor. Preferably through 360s relative to each rotor.

Still according to the invention, the first rotor member and the second rotor member may be sized and configured to include a compression chamber therebetween as they rotate.

Thus, the first rotor member and the second rotor member may each include vines extending radially outwardly and having receiving formations therebetween, with the receiving formations of the first rotor member dimensioned and configured to receive vaults for the second member of the rotor. rotor and receiving formations of the second rotor member being sized and configured to receive clips from the first rotor member during rotation of the rotor members.

The first rotor member and the second rotor member may be rotationally coupled to each other by means of a transmission system.

The transmission system may comprise a variety of gears which may be partly of a first radius and partly of a second radius.

The gears can be variable radius.

In one embodiment of the invention, the transmission system may be adapted to drive the first rotor member at a first angular velocity and a second rotor member at a second angular velocity for at least a part of the revolution, and then drive the first rotor member at the second angular speed and the second rotor member at the first angular speed for the complementary part of the revolution.

The first axis may be parallel to the second axis and the first rotor member and the second rotor member may be surrounded on both sides by a housing to form chambers within the housing. Still according to the invention, each clip ends at its free end in a radially expandable section adapted to follow the contour of the chambers in the carcasses. With this arrangement, the carcass can be extended radially outwardly in opposite areas thereof to form a generally elliptical shaped structure.

The rotary engine in the form of an internal combustion engine may further comprise an inlet passage for introducing air into the compression chamber and an exhaust outlet for the compression chamber; a means for introducing fuel into the compression chamber at predetermined zones; and a means of ignition for igniting the fuel introduced into the compression chamber.

These and other features of the invention are described in more detail below without limiting the scope of the invention.

BRIEF DESCRIPTION OF DRAWINGS

One embodiment of the invention is described below by way of example only and with reference to the enclosed drawings in which

Figure 1 shows a schematic perspective view of an internal combustion engine according to the invention without the housing;

Figure 2 is a schematic plan view of the first rotor member and the second rotor member and transmission as shown in Figure 1;

Figures 3a to 3f are schematic plan views of the first rotor member and its movements relative to each other;

Figures 4a to 4d are schematic plan views of gears in the drive system for moving rotor members.

Figure 5 is a graph in the angular position of a first rotor and a second rotor against the angular position of the drive shaft during a revolution of the drive system;

Figure 6 is a schematic illustration of an inlet port and an outlet port in a side plate forming part of the motor housing of the invention;

Figure 7 is a schematic plan view of a first rotor member and a second rotor member wherein the clamps are directed radially outward of the rotors, each including an extended front end section;

Figure 8 is a schematic plan view of opposing chambers within the first rotary rotor member and the second rotary rotor member, such chambers being extended outwardly to modify the compression and expansion characteristics of the motor; and

Figure 9 is a schematic perspective view of a synchronization assembly which duplicates the movement of the first rotor limb and second rotor limb movement.

DETAILED DESCRIPTION OF DRAWINGS

With reference to the drawings, in which numerals indicate similar characteristics, a rotary motor, in this case an internal combustion engine, is generally indicated by reference to numeral 10. In a different configuration, not shown, the rotary member also Can be applied as a compressor, pump or similar.

The internal combustion engine 10 comprises a first rotor member 20 rotatable about the first axis configured by a first rotor axis 30; a second rotor member 40 rotatable about the second axis 50 parallel to the axis of the first rotor 30; and a gear system 60 for rotating the first rotor member 20 and a second rotor member 40; wherein the first rotor member 20 and the second rotor member 40 are adapted at varying angular velocities, and at different speeds.

In one embodiment shown, the first rotor member 20 and a second rotor member 40 are sized and configured to include a combustion chamber 200 between them as they rotate, as shown in Figures 3a to 3f. First rotor member 20 and second rotor member 40 both have engaging surfaces 21 and 41 respectively on opposite sides of each rotor. Operationally, rotors 20 and 40 will be included on each side by a housing shown schematically at 55 to prevent combustion of exhaust gases escaping from the sides of rotors 20 and 40 in operation. The housing may comprise a pair of plate members 56 located on either side of rotors 20 and 40. It is envisaged that the flat sides of rotor members 20 and 40 will be sealed against the plates by a suitable sealing means (not shown). The housing 55 includes a pair of intersecting circular chambers 56 as shown in Figure 8 and within which the rotor members 20 and 40 rotate. Referring to Figure 8, generally circular chambers 56 may be modified, for example, by an outer radial extension 57 at the periphery thereof to modify the compression and expansion of the combustion chamber 200 as explained in more detail below.

The first rotor member 20 and the second rotor member 40 each comprising a variety of clamps 25 and 45 respectively, extending radially outwardly and having received formations 26 and 46 respectively therebetween which receive formations 26. and 46 are sized and configured to operationally receive the clips of another rotor member. In one embodiment of the invention, the free ends of the clamp formations 25 and 45 will be provided with radially extensible end sections 25a and 45a which are adapted to follow curvature in the receiving formations 26 and 46. These extendable end sections also will be able to follow the periphery of the inner chambers 56, Figure 8, where they are radially outwardly enlarged as shown by area 57. As stated above, the increased area 57 will influence the air intake into chamber 57, the compression - are the same, and the flue gas expansion.

Referring to Figure 1, the gear system 60 couples the first rotor member 20 and the second rotor member 40 together so that they only move through a predetermined sequence of motions relative to one another. The gear system 60 comprises a variety of gears and shafts, including the adjusted drive gear assembly 70 located on a drive shaft 73, the first synchronizing gear 80 fitted to the first synchronizing shaft 100, and the second synchronizing shaft. 90 set located on the second synchronizer shaft 110.

The drive gear comprises a large size gear 71 and a small size gear 72 located next to each other on the drive shaft 73. The larger gear tooth assembly 71 extends only 180 degrees around the drive shaft, while the smaller gear tooth assembly 72 extends around the complementary 180 degrees of the drive shaft 73.

Likewise, the first and second timing gear settings 80 and 90 comprise large gears 81 and 91, and small gears 82 and 92 are located next to each other on the first and second timing shafts 100 and 110. each large gear 81 and 91 extend around the first and second synchronizer shafts 100 and 110 by 90 degrees, while the small gear tooth assemblies 82 and 92 extend 270 degrees (the complementary angle) around the first and second second axis synchronizers 100 and 110.

The first timing shaft assembly 80 and the second timing gear assembly 90 communicate with the drive gear assembly 70 (as shown in Figures 4a and 4d), so that in some stages the larger gear 71 of the assembly drive gear 70 drives the smaller gears 82 and 92 of the first drive gear assembly 80 and the second synchronizing gear assembly 90, respectively, and at other stages the smaller gear 72 of drive gear assembly 70 drives the larger gear 81 and 91 of the first synchronizing gear assembly 80 and the second synchronizing gear assembly 90, respectively.

This interaction of smaller gears with larger multistage gears will result in the first rotor member 20 and a second rotor member 40 having different angular velocities at different stages during a revolution of drive gear assembly 70. A graph of speeds Angles of the first and second rotor members 40 and 20 are shown in Figure 5. The graph shown in Figure 5 need not be comprised of linear lines, and may, for example, have curved zones at the bottom of the graph before changing direction, and the top graph until the end of it. The effect will be that the compression and expansion chambers of the engine of the invention will be of maximum unequal volumes.

The first timing gear assembly 80 and the second timing gear assembly 90 drive a first timing shaft 100 and a second timing shaft 110, respectively. The first synchronizing shaft 100 and a second synchronizing shaft 110 in turn drive the first reduction set 120 and a second reduction gear set 130 respectively which drives the rotor members 20 and 40 in directions. opposed by a final drive sprocket 140 and a second final drive sprocket 150.

It is envisaged that both small gears and large gears for each drive gear assembly 70, the first synchronizing gear assembly 80 and the second synchronizing gear assembly 90 may be incorporated into a single sprocket, or a transmission continuously. variable can be used. It should be noted that the results obtained by the gears described herein can be obtained by various gear arrangements, not shown, and the invention is not limited to the assemblies and gears illustrated in Figures 4a to 4d.

The second reduction gear assembly 130 has an additional sprocket 131 to allow reversing the direction of the second rotor member 40.

In addition to timing gear assemblies 80 and 90, there are several alternative arrangements by which the movement of rotor members 20 and 40 can be controlled. One such arrangement is shown, for example, schematically in Figure 9 where molds 63 are provided which may be attached to the axes 30 and 50 of rotors 20 and 40, respectively, the molds including meat formations 61 in the form of grooves which equalize the movement of vane 25, 45. These meat formations 61 are followed by pin-shaped impellers 62. Mold 63 and impellers 62 will then double the movement as rotors 20 and 40. Undoubtedly, other Variations are also possible.

The rotary engine operating as an internal combustion engine 10 further comprises an inlet passage shown schematically at 51, Figure 6, for introducing air 52 into the combustion chamber 200 formed by rotors 20 and 40. In addition, the combustion engine Internal combustion 10 comprises an outlet passage shown schematically at 53, Figure 6, for exhaust gas exhaust 54 of combustion chamber 200. It is also contemplated that internal combustion engine 10 includes a means, such as fuel injector (not shown) or a carburetor (not shown) for introducing fuel (not shown) into the combustion chamber 200 at predetermined points, either by injection directly into the combustion chamber 200 or allowing air to flow into the injection chamber 200 along with air introduced through the inlet port.

Internal combustion engine 10 also includes a means (not shown), such as a spark plug for igniting fuel and air mixture in combustion chamber 200. It is appreciated that high compression within combustion chamber 200 may allow use of diesel or other similar fuels for compression-ignition operation.

Operationally, the drive gear assembly 70 will drive the first synchronizing gear assembly 80 and a second synchronizing gear assembly 90. The drive gear assembly 70 and the respective synchronizing gear assemblies 73, the first shaft Synchronizer 100 are driven at different angular speeds in reference to the second synchronizer axis 110 for at least part of each revolution after the angular speeds of the first and second synchronizer axes 10 and 110 are reversed as shown in Figure 5.

The synchronizing shafts drive the first reduction gear set 120 and the second reduction shaft 130, which then drive the first rotor member and the second rotor member, respectively. The direction of the second rotor member 40 is reversed by including an inversion sprocket 131 in the second reduction gear assembly 130 so that the first rotor member 20 and the second rotor member 40 rotate in directions. opposite lines as shown in Figures 3a to 3f.

Figures 3a to 3f show how rotor members 20 and 40 rotate relative to each other. In Figure 3a, the first rotor member 20 rotates faster than the second rotor member 40. As a latch 25 on the first rotor member 20 is received within a receiving formation 46 (disposed between the two latches 45 on the second rotor member 40) in the second rotor member 40, a sealed combustion chamber 200 is formed.

At this stage, an air-fuel mixture shown in 52, Figure 6, is introduced into the combustion chamber 200. It is taken into account that this mixture may be introduced by known means, such as by using a carburetor and introducing the fuel. mixing through the inlet, or by injecting a light fuel mist into the combustion chamber 200 by means of a fuel injector (not shown) to mix in the combustion chamber 200 with air introduced through the air passage. In one arrangement, small auxiliary combustion chambers 22, Figure 2, in clips 25 and 45 as illustrated may be provided to enhance the combustion process. It is considered that the fuel injection will be directed to small chambers 22.

As the first and second rotor members 20 and 40 continue to rotate at unequal angular speeds, the combustion chamber 200 becomes smaller in size, thereby compressing the fuel and air mixture (as shown in Figures 3b and 3c). At the stage shown in Figure 3c, the angular velocities of the first and second rotor limbs will now change so that the slower rotor limb (second rotor limb 40) becomes faster by moving the two rotor limbs. rotors 20 and 40, and vice versa for the first rotor member 20.

The fuel / compressed air mixture 52 in the compressed combustion chamber 200 is now ignited by an ignition means. The fuel / air mixture fuel causes gas expansion within the combustion chamber 200. The combustion chamber 200 expands, driving the second rotor member counterclockwise as shown in Figure 3d. Simultaneously, another combustion chamber 200 is being formed by the interaction of vines and receiving formations in the first and second rotor members 20 and 40 as shown in Figure 3e. It has been found that prior to the formation of the closed combustion chamber 200 in Figure 3a, the volume thereof is decreased and excess air is transmitted into the adjacent chamber 201, whereby the pressure in the adjacent chamber 201 is increased at a higher pressure. than the ambient air pressure. It will be observed that the same effect occurs as chamber 201 decreases in size by the interaction of vaults 25 and 45, for example, as shown in Figures 3c and 3d. The result of this fluid transfer results in greater efficiency of the internal combustion engine.

The combustion gases 54 in the combustion chamber 200 and are expelled through the outlet passage 53 in the housing 55. The outlet passage 53 may be located next to the rotor members 20 and 40 in the housing 55, Figure 6.

It can be seen that the gas expansion in the ignited fuel / air mixture in the initial combustion chamber 200 in Figures 3a and 3b assists in compressing the fuel / air mixture into the next combustion chamber 201 being formed in the Figures. 3e and 3f.

It is envisioned that this basic principle of operation can be used in a wide variety of configurations, and that a wide variety of shapes can be used as rotor members 20, 40 to minimize the volume of the fuel / compressed air mixture. , or to maximize the time during which the ignited combustible air mixture acts against the vines 45.

It is considered that the gear system 60 may be a planetary type gear system. It is further envisaged, due to the elongated shape of the combustion chamber 200, that the two spark plugs can be used to ignite the combustible air mixture 52 at either end of the combustion chamber 200. For the same reason, it is preferable to employ two fuel injectors, not shown, spaced apart to lengthen the combustion chamber 200.

It is further envisioned that the lashes 25 and 45 and the receiving formations 26 and 46 of the rotors 20 and 40 may include improved combustion formations to increase combustion efficiency.

It will be appreciated that the above is only one embodiment of the invention, and that many variations in detail are possible without departing from the scope of the invention. For example, a set of rotor members may be arranged in a circular formation around a single inlet passage 51 or outlet passage 53. As well, rotor members 20, 40, with less pronounced clamps 25, 45 may be arranged. used for strength and reliability purposes, and in a variety of ways. In another embodiment, it is contemplated that a variety of rotor members 20, 40 may be located around the single central rotor member to form a variety of combustion chambers with the central rotor member. In another embodiment, it is contemplated that one of the interaction rotor members 20, 40 may be kept stationary while one or more rotary rotor members may rotate around the stationary rotor member while still interacting with the rotor member. stationary rotor in the same manner as described above. It is further considered that this embodiment, the variety of rotor members rotating around the stationary rotor member may have phases in sync so that combustion will not occur in all combustion chambers at the same time, however it will occur. at regular intervals.

In yet another embodiment, it is contemplated that a number of rotors may be located on the same axis, with each rotor interacting with the corresponding rotor as a rotor assembly. Each of the rotor assemblies may be in sync with each other, or may have phases so that they are out of sync with each other.

Claims (16)

Rotary motor comprising: a first rotational member about a first axis; a second rotating member about the second axis; and a transmission system for rotating the first rotor member and the second rotor member, characterized in that the first rotor member and the second rotor member are adapted to rotate at varying angular speeds. Rotary motor according to claim 1, wherein the angular speeds of the first rotor and the second rotor differ from each other during the rotational cycle of the motor. Rotary motor according to claim 1 or 2, wherein the first rotor member and the second rotor member are dimensioned and configured to enclose a compression chamber therebetween, this compression chamber being encased in both sides thereof by an inner chambered housing being provided within the housing into which the first and second rotor members rotate. Rotary motor according to claim 3, wherein the first rotor member and the second rotor member have engaging surfaces on both opposite sides of each rotor, and the flat surfaces of the first rotor member and the member corresponding second rotor with additional surfaces inside the housing. Rotary motor according to claim 3 or 4, wherein the first rotor member and the second rotor member each including clamps extending radially outwardly and having received formations therebetween upon receiving formations of the first rotor member. rotor being sized and configured to receive grips of the second rotor member and to receive formations of the second rotor member being sized and configured to receive grips of the first rotor member. A rotary motor according to claim 5, wherein all selected clamps or clamps end at their free ends in a radially expandable section adapted to follow the contour of the inner chambers within the housing. Rotary motor according to claim 6, wherein the housing includes inner chambers within which the first and second rotor members rotate, and the inner chambers are extended outwardly at opposite ends thereof to form a generally elliptical shape structure. Rotary motor according to any one of Claims 1 to 7, wherein the first rotor member and the second rotor member are coupled together for rotation by means of a transmission means. The rotary motor of claim 8, wherein the drive system is adapted to drive the first rotor member at an angular speed and the second motor member at an angular speed for at least part of a revolution, and then drive the first rotor member at a second angular velocity and the second rotor member at the first angular velocity for the complementary part of the revolution. Rotary motor according to claim 8 or 9, wherein the transmission system comprises a variety of gears which are partly of a first radius and partly of a second radius. Rotary motor according to claim 8 or 9, wherein the gears are of a variable radius. Rotary motor according to any one of claims 3 to 7, wherein the housing includes an inlet port for introducing air into the compression chamber. Rotary motor according to claim 12, including an exhaust port for the exhaust from the compression chamber. Rotary engine according to claim 12 or claim 14 which is an internal combustion engine and includes a means for introducing fuel into the compression chamber in predetermined zones. Rotary engine according to claim 14, including an ignition means for igniting the fuel introduced into the compression chamber. 16. Rotary motor substantially as described herein and exemplified by reference to the accompanying drawings.