EP0865565A2 - Moteur rotatif a palettes a prechauffage par regeneration - Google Patents

Moteur rotatif a palettes a prechauffage par regeneration

Info

Publication number
EP0865565A2
EP0865565A2 EP97937755A EP97937755A EP0865565A2 EP 0865565 A2 EP0865565 A2 EP 0865565A2 EP 97937755 A EP97937755 A EP 97937755A EP 97937755 A EP97937755 A EP 97937755A EP 0865565 A2 EP0865565 A2 EP 0865565A2
Authority
EP
European Patent Office
Prior art keywords
rotor
stator
diaphragm
exhaust
inlet
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP97937755A
Other languages
German (de)
English (en)
Other versions
EP0865565A3 (fr
Inventor
Eleftherios Meletis
Demos P. Georgiou
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0865565A2 publication Critical patent/EP0865565A2/fr
Publication of EP0865565A3 publication Critical patent/EP0865565A3/fr
Withdrawn legal-status Critical Current

Links

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
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
    • F01C1/3562—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member the inner and outer member being in contact along one line or continuous surface substantially parallel to the axis of rotation
    • 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
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
    • F01C1/3566—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member the inner and outer member being in contact along more than one line or surface

Definitions

  • the present invention relates generally to the concept of vaned rotary thermal engines .
  • the operation of the present engine is based on a thermodynamic cycle that is a modification of the well known OTTO cycle. This modification is based on a mixing between a portion of the flue gasses and the compressed air , at a pressure well above the inlet one , so that the air is preheated internally and reaches a much higher temperature (when compared to the simple OTTO cycle) at the end of the compression stroke. This, in turn permits the compression ignition to be possible.
  • the implementation of the OTTO and the DIESEL thermodynamic cycles has been attempted by various mechanisms.
  • the most well known is the reciprocating piston one.
  • Other mechanisms are based on the epitrochoidal shape of the cylinder (with the Wankel engine being the best well known application) and the moving vanes in a statically and dynamicaly balanced rotor concept.
  • the last concept has not produced so far any commercially developed engine but there have been proposed a number of different engine inventions based on this idea.
  • the vaned rotary engine concept in general, considers a balanced rotor inside a circular cross section cylinder.
  • the cavities formed between the inner surface of the cylinder and the outer surface of the rotor create the volumes required for the implementation of the thermodynamic processes of a given cycle.
  • the variation of the volumes is achieved by positioning a number of radially moving vanes in the periphery of the cylinder. These vanes separate each cavity into two or more parts.
  • the various ideas proposed so far on this general concept differ on the number of vanes, on the position of the combustion chamber, on the route of the flue gasses and the atmospheric air, on the sealing of the cavity volumes, etc.
  • Patents that have been issued in the past for inventions implementing the concept of the vaned rotary engine include : (i) USA patents No 631815 (1899) , 1354189 (1920), 1616333 (1927), 2409141 (1946) , 2762346 (1956), 3280804 (1966) , 3467070 (1969), 3797464(1974), 383723 (1974) (ii) Japan patent No JP-A-56126601 (iii) German patennt No DE 3426853 Al (iv) French patent No 2406072 (v) WPO patent No 1480985 . All these inventions implement a version of the vaned rotary engine concept and attempt to realize the OTTO or/and the DIESEL cycles.
  • the engine is formed by an outer cylinder with circular cross section and an inner rotor with a number of lobes having the same axis of 0 rotation as the cylinder.
  • the spacing between the inner surface of the cylinder and the outer surface of the rotor forms a number of cavities, equal in number to the number of the lobes.
  • the minimum requirement is for two lobes, but the dynamic balancing of the rotor demands four lobes. Dynamic balancing, otherwise, may be achieved in a multicylinder engine.
  • diaphragms are positioned on the periphery of the cylinder cross section (and along its entire length) and their tip follows the 25 outer surface of the rotor after proper activation by a camshaft mechanism or electrically or by any other means). Only two diaphragms are doing this at any moment.
  • One is the diaphragm that separates the inlet - exhaust volumes and the other is near the combustion chamber.
  • This chamber (for the two lobes rotor configuration) is positioned at an arc of 180 degrees 30 away from the (neihbouring) inlet - exhaust oppenings and is embedded inside the wall of the cylinder. On the two sides of this chamber are positioned two diaphragms.
  • the diaphragm on the right of the chamber is called the "front” diaphragm, while the one on the left is called the “ back” diaphragm. Only one of these two diaphragms is touching the rotor surface at any moment, initially the
  • the constant volume combustion here is achieved by blocking the exit of the combustion chamber by forming a lobe shape so that it has a constant radius equal to that of the cylinder cross section for an arc sufficient for the completion of the combustion process. End plates and proper sealing mechanisms block the axial leakage from any of the four volumes.
  • the geometry of the rotor surface apart from the two arcs mentioned above is designed in order to provide the necessary volumes and a smooth acceleration for the diaphragms.
  • Figure 1 presents the ideal version of the thermodynamic cycle of the engine.
  • Figure 2a and 2b present axial and transverse cross sections of the engine.
  • Figure 3 is a transverse cross section that describes phase 1.
  • Figures 4 to 7 describe respectivelly the phases 2 to 5.
  • the ideal version of the thermodynamic cycle of the proposed engine is illustrated in Figure 1, in the P-V axes.
  • the first process is the isentropic compression from the point 100 to the point 101.
  • the "back" diaphragm is lifted and the "front” one is lowered.
  • This leads to a mixing of the expanding flue gasses with the compressed air, so that their corresponding point on the P-V diagram to be at the point 102.
  • the compression volume now, becomes larger (when compared to that at the point 101), since the exchange of the two diaphragms leads to a transfer of a portion of the expansion volume into compression one.
  • the isentropic compression then proceeds, till to the point 103.
  • the fuel is introduced into the combustion chamber and a constand volume combustion process is realized, up to the point 104.
  • the flue gasses expand isentropicaily.
  • the exchange of the diaphragms takes place (and while the compression and expansion volume pressures are nearly the same), so that the expansion volume is reduced, since a part of it is transfered to the compression volume.
  • the resulting state of the flue gasses is the point 106.
  • the expansion process continues up to the point 107.
  • the exhaust oppening is oppened, so that the flue gasses are expanded in the atmosphere to the point 108.
  • the cylindrical (circular cross section) stator (1) supports the diaphragm (9) between the inlet (5) and the exhaust (4) opennings and the diaphragms in front (7) and behind (6) the combustion chamber (12), which in turn is embedded inside the wall of the stator.
  • the stator wall in addition includes cooling fluid cavities (10) as well any supporting subsystem needed for the operation of the engine (cooling, lubrication, control, fuel etc).
  • the rotor (3) posses the same axis with the stator and is keyed to the power shaft (2), which in turn is supported by the corresponding bearings (14) on the baseplate support (11).
  • the endplates (15) with the corresponding seals (16) safeguard against any axial leakage.
  • the fuel is injected into the combustion chamber(12) through an injection nozzle (8).
  • the lobe geometry takes two basic requirements into consideration : (i) For an arc sufficient to block the exit of the combustion chamber, its radius is constant and (nearly) equal to that of the stator inner surface (ii) the rest must exploit the available space in order to maximize the volume in each cavity, but its surface must be smooth, so that the accelerations imposed on the diaphragms in touch with the rotor surface are not extreme.
  • the two lobe rotor then, has two lobe tips, (17) and (18), positioned at an arc of 180 degrees. The centers of these two tips form the major axis of the rotor.
  • the rotor (3) turns clockwise, the expansion volume (19) increases and the pressure of the flue gasses coming out of the combustionn chamber is reduced.
  • the flue gasses fromm the p[revious cycle, in the exhaust volume (20) exit through the exhaust openning (4), when this is uncovered by the movement of the lobe tip (18) and while the separating diaphragm (9) moves inwards, in order to be in touch with the rotor surface.
  • the "back” diaphragm (6) is also moving, while the "front” one stays within its resses inside the stator wall.
  • the compression volume (13) decreases, so that the pressure of the new air increases.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Supercharger (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Chemical And Physical Treatments For Wood And The Like (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)

Abstract

L'invention porte sur un moteur rotatif à palettes à stator (1) cylindrique (de section droite circulaire) dont le rotor à plusieurs lobes (2) a le même axe que le cylindre. Le rotor est claveté sur un axe (3) reposant sur la plaque de base (11) par l'intermédiaire de paliers (14). Les extrémités (17, 18) des lobes du rotor assurent une étanchéité suffisante de la chambre de combustion pour permettre une combustion (pratiquement) constante. Ladite chambre est logée dans la paroi du stator et le carburant y est injecté par une buse (8). Les quatre volumes nécessaires au processus thermodynamique, c.-à-d. l'admission (21), la compression (13), la détente (20) et l'échappement (19) sont constitués des deux cavités comprises entre la surface intérieure du stator et la surface extérieure du rotor, avec l'assistance de trois palettes. La première palette (9), qui sépare les volumes d'admission-échappement, est en contact continu avec la surface du rotor. Les deux autres palettes sont placées très prés de la chambre de combustion, l'une frontale (7), et l'autre (6) arrière (dans le sens de rotation du rotor). La palette arrière est initialement en contact avec la surface du rotor, alors que la frontale est en retrait. Lorsque les pressions dans les volumes de compression et de détente s'égalisent à peu près, les deux palettes inversent leur position, la frontale s'abaissant et l'arrière se retirant. Cette inversion entraîne le mélange d'une partie des gaz d'échappement avec l'air, assurant ainsi un préchauffage de l'air par régénération.
EP97937755A 1996-09-06 1997-09-08 Moteur rotatif a palettes a prechauffage par regeneration Withdrawn EP0865565A3 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GR96100310 1996-09-06
GR96100310 1996-09-06
PCT/GR1997/000034 WO1998010172A2 (fr) 1996-09-06 1997-09-08 Moteur rotatif a palettes a prechauffage par regeneration

Publications (2)

Publication Number Publication Date
EP0865565A2 true EP0865565A2 (fr) 1998-09-23
EP0865565A3 EP0865565A3 (fr) 1998-11-25

Family

ID=10942494

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97937755A Withdrawn EP0865565A3 (fr) 1996-09-06 1997-09-08 Moteur rotatif a palettes a prechauffage par regeneration

Country Status (10)

Country Link
EP (1) EP0865565A3 (fr)
JP (1) JP2001505273A (fr)
AU (1) AU4027597A (fr)
BR (1) BR9706705A (fr)
CA (1) CA2236573A1 (fr)
EA (1) EA199800439A1 (fr)
GR (1) GR1002755B (fr)
IL (1) IL124315A0 (fr)
PL (1) PL328818A1 (fr)
WO (1) WO1998010172A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1020682C2 (nl) * 2002-05-27 2003-11-28 Oce Tech Bv Smeltbare inktsamenstelling.

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2694251T3 (es) * 2004-01-12 2018-12-19 Liquidpiston, Inc. Motor de combustión de ciclo híbrido y métodos
CA2657959A1 (fr) 2006-08-02 2008-02-07 Liquidpiston, Inc. Moteur rotatif a cycle hybride
EP2321498A2 (fr) 2008-08-04 2011-05-18 LiquidPiston, Inc. Moteurs et procédés d'addition de chaleur isochore
CN103477030B (zh) 2011-03-29 2016-11-16 液体活塞公司 摆线转子发动机
SG11201700480XA (en) 2013-01-25 2017-02-27 Liquidpiston Inc Air-cooled rotary engine
WO2015128889A1 (fr) * 2014-02-26 2015-09-03 Calzolari Adriano Moteur rotatif à combustion interne
IT202000021277A1 (it) 2020-09-09 2022-03-09 Antonino Pietro Zoratto Architettura di motore rotativo

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE305176C (fr) *
US383723A (en) 1888-05-29 Device for derailing cars
US631815A (en) 1898-12-27 1899-08-29 Charles W Pratt Reversible rotary engine.
US1616333A (en) 1919-10-25 1927-02-01 Thomas R Prince Rotary engine
US1354189A (en) 1920-05-21 1920-09-28 Howitt Herbert George Internal-combustion rotary engine and the like
US2409141A (en) 1944-08-30 1946-10-08 Eugene Berger Rotary internal-combustion engine
US2762346A (en) 1952-12-08 1956-09-11 Robert S Butts Rotary internal combustion engine
US3280804A (en) 1964-07-09 1966-10-25 Richard F Hellbaum Rotary engine construction
US3467070A (en) 1967-09-12 1969-09-16 Martin S Green Rotary internal combustion engine
US3797464A (en) 1971-12-06 1974-03-19 H Abbey Balanced rotary combustion engine
GB1480985A (en) 1975-09-25 1977-07-27 Schulz J Rotary internal combustion engine
DE2724511C3 (de) * 1977-05-31 1980-03-06 Friedrich 2371 Fockbek Schurbohm Rotationskolben-Brennkraftmaschine
FR2406072A1 (fr) 1977-10-17 1979-05-11 Picquenot Jean Claude Moteur rotatif concentrique
ZA786287B (en) * 1978-11-08 1980-03-26 P Minnaar Rotary engine
US4280468A (en) * 1980-02-11 1981-07-28 Millman Mitchell W Regenerative reciprocating open cycle internal combustion engine
JPS56126601A (en) 1980-03-08 1981-10-03 Kichiji Takashio Internal combustion engine wherein rotor is held by bearing and combustion energy is directly convered into rotary motion
DE3426853A1 (de) 1984-07-20 1986-01-30 Karl Ing.(grad.) 8000 München Speidel Mittelachsige rotationskolbenmaschine
GB2258013B (en) * 1991-07-18 1994-12-14 James Macmahon Rotary piston internal combustion engine
DE4413364C2 (de) * 1994-04-18 1999-05-12 Ralf Arnold Deckers Rotationskolben-Verbrennungsmotor
GB2294976A (en) * 1994-11-08 1996-05-15 Centrad Marketing Pte Ltd Rotary internal combustion engine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9810172A2 *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
NL1020682C2 (nl) * 2002-05-27 2003-11-28 Oce Tech Bv Smeltbare inktsamenstelling.
EP1367103A1 (fr) * 2002-05-27 2003-12-03 Océ-Technologies B.V. Composition d'encre pour encre fusible

Also Published As

Publication number Publication date
BR9706705A (pt) 2000-03-14
AU4027597A (en) 1998-03-26
IL124315A0 (en) 1998-12-06
WO1998010172A3 (fr) 1998-09-03
JP2001505273A (ja) 2001-04-17
CA2236573A1 (fr) 1998-03-12
GR1002755B (el) 1997-08-27
EP0865565A3 (fr) 1998-11-25
EA199800439A1 (ru) 1999-04-29
WO1998010172A2 (fr) 1998-03-12
PL328818A1 (en) 1999-02-15

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