Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
  • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
  • F01C1/00—Rotary-piston machines or engines
  • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
  • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
  • F01C1/077—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them having toothed-gearing type drive

Definitions

• This invention relates to a rotary engine for use in combination with drives arranged to convert input pulsating power into uniform rotary motion.
• An object of the present invention is to provide a rotary engine which is highly effective to yield improved engine output.
• a rotary engine comprising a casing, a first and a second rotor assembly, mounted for rotation in the casing, each rotor assembly comprising at least one radially extending sector or jaw and a spindle, a spindle of one rotor assembly being axially aligned with the spindle of the other rotor assembly, two gear drives and an output shaft, each gear drive comprising two elliptical gears and being arranged to operatively connect a respective spindle to the said output shaft, thereby causing speed differentials between said first and second rotor assemblies.
• Figure 1 shows a diagrammatic side section view of an engine according to the invention
• Figure 2 shows a diagrammatic front section view of the engine of Figure 1 showing the rotor arrangement during its exhaust and intake strokes;
• Figure 3 is a diagrammatic section view similar to Figure 2 showing the rotor arrangement during the power and end-of-exhaust stroke;
• Figure 4 is an exploded perspective diagrammatic view showing the two rotor assemblies
• Figure 5 is a diagrammatic view similar to Figure 1, illustrating another embodiment of the invention
• Figure 6 is a left side view of the device of Figure 5.
• Figure 7 is a right side view of the device of Figure 5.
• reference numeral 1 generally indicates an internal combustion engine which comprises a cylinder or casing 2, and a rotor mounted for rotation in the casing 2 and comprising twin rotor components indicated at 3 and 4, respectively, and arranged to cooperate with one another.
• Each rotor component is rigid in rotation with a respective shaft 5, 10, each of which are operatively connected to a respective drive generally indicated at 7 including two elliptical gears meshing with, and in opposition to, one another.
• the rotor component 3 comprises a central cylindrical holder 8, from which two jaws 9 and 9' diametrically opposite jaws or sectors 9 and 9' axially extend so as to project from the body 8.
• the rotor component 4 is provided with a central cylindrical holder 10 similar complementary to the holder 8 and with jaws or sectors 11 and 11', also diametrically opposite to one another and axially extending with respect to the holder 10.
• the two rotor components 3 and 4 are assembled in such a way that the shaft 5 fits inside the hollow or tubular shaft or holder 10, with the overhanging portions of the jaws 9-9' and 11-11' matching with each other so that their respective holders 10 and 8 abut one against the other, thus forming two coaxial rotor assemblies.
• the rotor assembly is accommodated free to rotate inside the cylinder or casing 2 and is also connected directly to the drives 7 through the shafts 5 and 10.
• the rotor assembly delimits a series of chambers inside the casing 2.
• Such chambers are inner spaces in which the cycle strokes of an end thermal gasoline engine, e.g. a four-stroke cycle engine, as shown in Figures 2 and 3, can occur.
• the jaws or sectors 9-9' and 11-11' are arranged one relatively to the other as shown in Figure 3.
• Fuel combustion causes the jaw 9 to move forward (clockwise direction) at an accelerated rate up to the end of the exhaust stroke.
• the jaw 9' integral with it is subjected to the same acceleration throughout the compression stroke.
• the assembly 4 experiences deceleration while the assembly 3 is being accelerated, whereas when the assembly 4 going through its power stroke, it will be accelerated and the assembly 3 decelerated accordingly.
• This differential in the speed of rotation between assemblies 3 and 4 is due to the arrangement of the elliptical gear drive 7 which makes it possible, to obtain power, exhaust, intake, and compression chambers varying their capacity according to a specifio sequence which depends, among others, on the degree of eccentricity of the elliptical gears.
• the hollow shaft 10 projects from the cylinder or casing 2 and is designed to drive a first gear train constituted by a circular gear wheel 14 keyed to the hollow shaft 10, a pinion gear 15 meshing with the gear wheel 14 and being journalled on a rotatable intermediate or auxiliary shaft 16 having its axis x-x parallel to the axis y-y of the shafts or spindles 5 and 10, a first elliptical gear 17 mounted for rotation on the shaft 16 and rigid in rotation with the pinion gear 15, and a second elliptical gear 18 keyed to an output shaft 19 having an axis z-z parallel to the axes x-x and y-y.
• the spindle 5, which extends throughout the hollow shaft 10, projects from both the cylinder 2 and the shaft 10, and is arranged to drive a second gear train. If desired, the spindle
• the second gear train comprises a circular gear wheel 20 rigid in rotation with the spindle 5, a pinion gear 21 meshing with the gear wheel 20 and being keyed to the intermediate or auxiliary rotating shaft 16, an elliptical gear 22 also keyed to the shaft 16, and a second elliptical gear 23 keyed to the shaft 19.
• the elliptical gears 17 and 18 of the first gear train are identical with, and outphased by 180°, from the corresponding elliptical gears 22 and 23 of the second gear train, when aligned along their major axes.
• the shaft 16 could also be a shaft 20 (i.e. a non-rotating shaft), in which case the gears 15, 17 and 21, 22 would be mounted for rotation on it, the gear 15 being rigid in rotation with the gear 17 and the 21 with the 22.
• a drive 13 which has 1:2 drive ratio between the spur gears 14,15 and 20,21, for each full revolution through 360° of the output shaft 19, there occur a number of relative accelerations and decelerations of the rotors 3 and 4, which result in a corresponding number of volumetric changes between the jaws or sectors 9,9' and 11,11', thereby providing two complete intake, compression, power, and exhaust stroke cycles typical of a four-stroke cycle engine.
• the number of engine cycles may be even higher than two, namely four, six, etc.
• the rotary engine may be used as a compressor or a pump, since it effects one acceleration stroke and one deceleration stroke for each revolution. In other words, it can provide two instead of four strokes.
• the shaft 19 would be the output shaft and the spindles 5 and 10 driven shaft, each designed to drive a rotor advantageously provided with one sector or jaw, 9 or 11.
• the flare angles of the jaws 9,9' and 11,11' of the rotor assemblies are correlated directly to the degree of eccentricity of the elliptical gears, the eccentricity being in turn also related to the maximum torque of the engine 1.
• each complete revolution through 360o results in the rotors (spindles 5 and 10) undergoing alternately four acceleration and four deceleration strokes, which results in a virtually continuous and uniform motion of the shaft 19.
• the angles ⁇ and ⁇ cannot have the same value, because they would then have zero eccentricity, and accordingly, zero acceleration and deceleration (no relative out-phasing).
• Figures 5-7 also show a specific peculiar design of the hollow spindle 10 which extends to a point close to the gear wheel 20, where it carries an end bush or bearing 25 for the spindle 5.
• the jaws or segments 9,9' and 11,11' could have an annular or toric configuration, and fit in respective seats formed in the casing 2.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Supercharger (AREA)
• Gear Transmission (AREA)

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Publications (1)

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• 1985
  • 1985-03-19 IT IT8584916A patent/IT8584916A0/it unknown
• 1986
  • 1986-03-10 WO PCT/EP1986/000130 patent/WO1986005548A1/en unknown
  • 1986-03-10 AU AU56221/86A patent/AU5622186A/en not_active Abandoned
  • 1986-03-10 EP EP86901857A patent/EP0229766A1/de not_active Withdrawn
  • 1986-03-17 CN CN198686101810A patent/CN86101810A/zh active Pending
  • 1986-03-19 ES ES553621A patent/ES8701897A1/es not_active Expired

Non-Patent Citations (1)

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