JPH11182201A - Operating device - Google Patents

Operating device

Info

Publication number
JPH11182201A
JPH11182201A JP10998998A JP10998998A JPH11182201A JP H11182201 A JPH11182201 A JP H11182201A JP 10998998 A JP10998998 A JP 10998998A JP 10998998 A JP10998998 A JP 10998998A JP H11182201 A JPH11182201 A JP H11182201A
Authority
JP
Japan
Prior art keywords
rotor
housing
shaft
engine
fluid
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.)
Pending
Application number
JP10998998A
Other languages
Japanese (ja)
Inventor
John Smith Roger
ジョン スミス ロジャー
Original Assignee
Continuous Cycle Engine Dev Co Ltd
ザ コンティニュアス−サイクル エンジン ディベロプメント カンパニー リミテッド
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
Priority to NZ329274 priority Critical
Priority to NZ32927497 priority
Application filed by Continuous Cycle Engine Dev Co Ltd, ザ コンティニュアス−サイクル エンジン ディベロプメント カンパニー リミテッド filed Critical Continuous Cycle Engine Dev Co Ltd
Publication of JPH11182201A publication Critical patent/JPH11182201A/en
Pending legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01CROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00Rotary-piston machines or engines
    • F01C1/30Rotary-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
    • F01C1/36Rotary-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 both the movements defined in sub-groups F01C1/22 and F01C1/24

Abstract

PROBLEM TO BE SOLVED: To provide an operating device such as a compact engine, a compressor, and supercharger with a simple structure, in which force is transmitted efficiently and exhaust gas is also clean. SOLUTION: An operating device such as a compressor or an air blower functioned as a supercharger, is provided with a main spindle 100, and a pair of rotors 103 mounted on rotor shafts 104 respectively. The main spindle 100 and the rotor shaft 104 are connected to each other by a suitable gear. The main spindle 100 is provided with a pair of radial direction cutout parts or recessed parts opposed to each other for housing each rotor 103. When the main spindle 100 is rotated, the rotor 103 is rotated together with the main spindle 100, and is held on a position decided by a gear in each recessed part. A charge of the fluid such as a air-fuel mixture in an engine is intaked through one or more inlet ports 160, and compressed and delivered from an outlet port 161. In the other embodiment, the operating device is used as the engine, a pump or the like.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an actuating device such as a blower or a compressor, and more particularly, when operating as a supercharger, which would be preferred by those skilled in the art, including pumps, compressors, and the like. It can be applied as a device that performs any work such as a machine, a motor, an engine, and the like.

However, the term "actuator"
It is used throughout the specification for the sake of simplicity and simplicity of the description, and it should be understood that the term includes devices that perform all types of work. .

[0003]

2. Description of the Related Art At present, there are many proposals for producing working outputs, many of which have succeeded in making profitable progress, but none of them is practically feasible. It turns out that. The profit-making products reached by the above proposals are all too large or too small, and have various disadvantages of their performance, cost and complexity of construction. Many engines suffer severely from exhaust emissions that do not meet the strict requirements for clean air required by the law enforcement authorities of many countries, such as the United States, and rely solely on electrical power due to clean air regulations. Tend to be engine oriented. This trend exists despite the inherent disadvantages when electric power units are used, especially for transportation purposes.

In addition, many engines are based on Otto engines and, even in the past, have proven to be satisfactory power plants, but in terms of emitting sufficiently clean exhaust gas, and from the piston to the crankshaft. Efficient power transmission is challenging and suffers from various disadvantages.

[0005] In the case of superchargers for automotive engines, they are generally large and inefficient. Roots type pumps used as superchargers require 2.5 liter cylinders to convert 1 liter of air.

[0006]

SUMMARY OF THE INVENTION It is an object of the present invention to provide an operating device as defined above and / or its operating method or a useful choice which overcomes or at least eliminates the problems of current operating devices and similar operating methods. At least to provide it publicly.

[0007] Further objects of the present invention will become clear from the description hereinafter.

[0008]

SUMMARY OF THE INVENTION In accordance with one embodiment of the present invention, a housing, a shaft mounted for rotation about an axis within the housing, and a second axis relative to the shaft. At least one rotor provided with at least one recess for receiving at least a portion of the charged fluid when the rotor operates with the shaft in the housing. And an actuating device provided to engage the inner surface and the shaft of the housing and defining a chamber in which at least a portion of the fluid charge is drawn and compressed by the recess. provide.

In accordance with another embodiment of the present invention, there is provided a recess having another recess provided to receive a charge of fluid in one cycle and to transfer to the exhaust side of the housing in the next cycle. The actuation device described in the paragraph.

According to another embodiment of the present invention, there is provided an actuating device according to either of the preceding paragraphs for use as a compressor, a pump or a supercharger.

According to another embodiment of the present invention, a housing and a shaft are provided for rotation about an axis within the housing, at least one rotor is provided, and the rotor is attached to the shaft. At least one recess is provided for pivoting about a second axis and for receiving at least a portion of the charged fluid when the rotor pivots about the shaft within the housing. ,
Also provided is a method of operating an actuator, wherein the rotor is provided to engage an inner surface and a shaft of the housing, and defines a chamber in the recess in which at least a part of the fluid charge is sucked and compressed. It is to be.

According to still another embodiment of the present invention,
The method of the immediately preceding paragraph further comprising providing a protrusion on an inner surface of the housing formed at or adjacent to a location where the fluid charge is drawn or drawn.

According to yet another embodiment of the present invention,
Each of the rotors and one of the pair of recesses being provided as part of a discharge fluid to form part of the suction fluid;
Also, the method of any of the immediately preceding paragraphs wherein a portion of the discharge fluid is provided as a portion of the suction fluid.

According to yet another embodiment of the present invention,
In particular, the actuating devices described below (as defined herein), without being limited only to those relating to the accompanying drawings
And / or the method of operation of the actuator (as defined herein).

[0015] Further embodiments of the present invention should take into account all the novelties which will become apparent from the following description, given by way of illustration of the following embodiments, and from the significance of the appended drawings. It is.

[0016]

DETAILED DESCRIPTION OF THE INVENTION The present invention will first be described with particular reference to that utilized in a two-stroke rotary engine. However, as previously mentioned, this is exemplary, and the present invention may be applied to devices that perform other tasks, such as pumps, compressors, etc., with various modifications and adaptations as appropriate to the particular purpose. Obviously, it can be easily realized by those skilled in the art. A preferred embodiment for use as a pump or compressor is described in FIGS.

Referring to the accompanying drawings, FIGS. 1 to 15, and first of all, particularly in FIGS. 1, 2 and 3, the engine generally referred to by arrow 50 has a main housing 5 and an end housing 27. . The spindle 1 extends through the main housing 5 between the ends 2 of the spindle and the bearings 6 of the spindle.
It is supported by. In the present embodiment, a pair of rotor pistons 3 (one or more rotor pistons 3 are used in other embodiments) are connected to respective rotor shafts 4 completely opposite to the main shaft 1. And is supported by bearings 7. Seals 8 and 9 are each spindle 1
And provided on the rotor shaft 4. The main shaft 1 has a gear 10
This gear 10 is connected to a rotor shaft gear 11 via a timing spur gear 12 in the present embodiment. Gear cover 1 provided with gear cover seal 15
4 is positioned and fixed by a gear cover stud 13. The gear lubrication is such that oil is provided through an oil inlet 16 and then drained out of an oil outlet pipe 17,
Then it is filtered and returned. The oil lubricates the main bearing at 18 and lubricates the gears at 19 with a pipe 20. The pipe 20 provided for this lubrication is directed to an oil separation chamber 21 and the oil separation hole 2 of the rotor.
3 is used to lubricate the rotor bearing at 22. The separation gas holes 24 of the rotor allow gas and any oil passing through the separation holes 23 and the seal 9 to collect and escape. The oil collecting groove 25 is used for oil return 2
6 to provide an oil pan that is collected.

Particularly, in the present embodiment, the engine 50
Is the suction port 28 located adjacent to the outlet port 29
have. Opening 30 provides a gas bypass outlet through end housing 27.

Therefore, the main shaft 1 of the present embodiment has a pair of opposed radial cutouts or recesses therein for accommodating the respective rotor pistons 3, and the rotor pistons 3 have It can rotate with the main shaft 1 with a predetermined clearance, but the main shaft 1 and the rotor piston 3 all operate in a defined chamber in the main housing 5.

The spindle 1 has an end 2 of the spindle supported by a bearing 6 in an end housing 27, which is lubricated and cooled by lubrication grooves 18.

The rotor piston 3 is supported for rotation by a piston shaft 4, which is provided with a bearing 7 and supported by the end 2 of the main shaft.

The bearing 7 of the rotor piston is lubricated and cooled by oil. This oil is sent through a lubrication pipe 20 by centrifugal action, turns around in a centrifugal separation chamber 21, and rotates in a rotor separation hole 23. Pass through.
The seal 9 is made of ceramic or other material and has a separation hole 23 for oil flow to form a chamber.
The oil can be controlled so that it is centrifuged out of the chamber, but in this chamber any oil leaching blown with gas into the housing 5 will be separated gas holes 24
Collected through. In this embodiment, the oil lubrication for the gears is obtained from the main gear 10 and spread to all other gears and finally collected in the gear cover 14. All oil is collected in an oil collecting groove 25 or an oil pan, collected in an oil return 26, drawn out to an oil suction pipe 17 for sucking up oil, and enters a gear box through an oil inlet 16.

The suction of the engine causes the vacuum to return to the oil 26
You can run the oil through the oil reservoir,
If necessary, another vacuum pump can be provided.

The engine 50 is provided with a spark plug 43 and a fuel injector 44. Of course, it is also possible to use a plurality of spark plugs and fuel injectors as another embodiment. In the present embodiment, engine 50 is liquid-cooled through cooling duct 46.

The engine 50 of the present embodiment preferably operates as a two-stroke engine with an open piston that fires twice rather than once for each revolution of the cylinder. As an alternative to this engine, if required, the same number of ignitions as each cylinder can be performed. In particular, as will be understood from the following points, the rotation for intake and exhaust is limited because the engine 50 rotates with positive intake and exhaust gas is swept out of the engine 50 by the rotor piston 3. It is unnecessary.

Most importantly, the present invention provides for a non-reciprocating engine 50 as understood by those skilled in the art, wherein the main shaft 1 is a conventional crankshaft. What is considered as an Otto engine that has been replaced and the usual connecting rods and cylinders have been removed. The main shaft 1 of the engine 50 extends over the entire length of the engine. However, it is preferable that the main shaft 1 be driven or driven from any one of the ends. In addition, as is evident from the brief description of the lubrication of the engine 50 in the preferred embodiment, it is a substantially oilless engine that does not require the rotor piston 3 to contact the main shaft 1 or the inner surface of the housing 5. Does not operate with a predetermined clearance, but rather provides a more efficient seal between the components by flowing the fluid through the engine. The clearance here is properly maintained by appropriate cooling of the engine 50, such as liquid cooling through the cooling duct 46 of the present embodiment.

The engine 50 of the present invention avoids any reciprocating motion and minimizes mechanical losses. In addition, in the preferred embodiment, no piston ring is required for the rotor piston 3 and friction losses are minimized.

Further, as will be understood from the following points in particular, since two ignition strokes of each cylinder are performed during each revolution, in this embodiment, the ignition is performed by 21 ignition strokes.
Given that a 0 ° rotation is achieved before exhaust, the engine of the illustrated embodiment requires 42 ° during each rotation from ignition.
A power of 0 ° can be exhibited.

The engine 50 is capable of receiving cylinder pressure while maintaining a perpendicular position to the main axis of the main shaft 1 during most of the work or explosion stroke. It will also be preferred by traders. In this regard, if the angle from the top of each rotor piston 3 which is back-to-back with the central axis is going to disappear, the rotor piston 3 becomes uncovered or exposed on the side surface of the rotor piston 3 and the pressure is increased by mechanical pressure. Maintains the preferred angle for converting to work and allows to accept pressure.

In FIGS. 4 to 15, the shaded areas in the figures are as follows:
It is intended to show very diagrammatically the state of charge of the air, fuel / air or exhaust gas resulting from the engine cycle.

In FIG. 4, a pair of rotor pistons 3 are mounted on each rotor shaft 4 around the main shaft 1 and
And the rotor piston 3 is shown to be rotatable in the main housing 5 very schematically. The rotor piston 3 is provided with a concave portion or a fan-shaped notch 51, 52 on the opposite side of the rotor piston 3. Each of the rotor pistons 3 maintains its position horizontally, and is supported by gears so that recesses or chambers 55 are provided on both sides of the main shaft 1 and the inner surface of the housing 5 and engage with a predetermined clearance. Have been.

In FIG. 4, at the beginning of the cycle of the engine 50, an air charge 31 is defined by a chamber 51 defined by the recess 51 of the bottom rotor piston 3 and the inner surface of the main housing 5, as indicated by the shadow. Suction port 28
Inhaled through. In the vicinity of the suction port 28 or between the suction port 28 and the exhaust port 29 there is a projection 54 on the wall of the main housing 5 which helps to define the chamber in which the air charge 31 is sucked, It serves to provide a demarcation point between the intake and exhaust of the cycle. In FIG. 5, the air charge 32, which is again shaded, is generated as the main shaft 1 rotates.
As the volume increases, in this case through the 90 ° position and the rotor piston 3 moves through the cylinder 47,
Inhaled charge 32 provides a seal behind rotor piston 3.

In FIG. 6, when the rotor piston 3 moves so as to approach the top of the housing 5, the rotor piston 3 together with the main shaft 1 creates a fresh air pocket 33. This air pocket 33 is, as shown in FIG.
When the fuel injector 44 performs the fuel injection 35, it is closed off from the engine cylinder 47 so that the remainder of the inhaled air charge remains. In this case, another protrusion 53 is shown on the inner wall of the housing 5 adjacent to the ignition plug 43 on the top of the housing 5. This protrusion 53
Defines a transition between the intake and exhaust sides of the engine.

In FIG. 8, a fresh air charge 33 is transferred to the exhaust side of the engine 50 and a fuel / air charge 36 is charged in front of the other rotor piston 3.
The state where the image is compressed so as to be pressed is shown. In FIG. 9, the fuel / air charge 37 is further compressed, while the fresh air charge 33 continues to be moved in front of the other rotor piston 3. FIG. 10 shows that a fresh air charge 33 is created by the upper rotor piston 3 while the compressed fuel / air charge is ignited by the spark plug 43.
As shown in FIG. 10, the ignition occurs in the original fresh air pocket 33 and is discharged through the outlet port 29 at the same time. Therefore, it is preferred that the engine 50 achieves the transfer of fresh air between the intake side and the exhaust side of the engine, thereby allowing a contribution by the fresh air discharged. This will reduce undesired constituents and associated proportions in the exhaust emissions.

Also, fresh air in contact with carbon monoxide and hydrocarbons in the exhaust gas will cause oxidation and significantly reduce unwanted pollutants.

In FIG. 11, the ignited charge 39 is
It is shown expanding along with the second fresh air charge 33 and moving through the right hand cylinder space 47. The purpose of the preferred combustion chamber design is to create a state where the air and fuel are completely mixed in the cylinder, when the combustion of the charge is completed in the shortest time,
The goal is to create high turbulence conditions so as to burn as completely as possible. The onset of turbulence is after the inlet port is completely closed, at the beginning of the compression process, and pockets of compressed exhaust gas break the viscosity and speed up heat transfer and fuel mix. It begins when a vortex that acts to cause an up-like interaction exits into the suction charge being created. FIG.
As the compression continues and reaches the ignition point, the flame front is broken by the protrusion 53, which passes through the combustion chamber during the combustion process. This increases the speed of the flame front travel which prevents turbulence and overheating of the end mixture. It is preferred that a fresh air charge 33 be present at all stages and assist in cooling the engine 50.

FIG. 12 shows the charge 40 as part of the explosion stroke, with the rotor piston 3 now in the 90 ° position, but then in the position shown in FIG. Form a pocket for exhaust gas 41, and the rotor piston 3 is moved to the intake side of the engine, as shown in FIG. As shown in FIG. 15, the remainder of the exhaust gas 42 is swept out by the rotor piston 3 through the exhaust port 29. The exhaust gas pocket 41 is moved to the intake side after the intake port 28 is closed so that it does not displace expensive intake air, and the charge 41 is returned to be included in the next ignition charge, and again desirable. It is preferable to contribute to reducing the emission of no exhaust gas. Further, the exhaust gas charge 41 can also distribute its thermal energy to the intake charge to improve the thermal efficiency of the engine 50. The three pollutants that are harmful when released into the atmosphere from the engine are CO, HC and NOx. When a chemically correct mixture is drawn into the combustion chamber, the carbon monoxide and hydrocarbon products produced by the combustion are significantly reduced, while the annoying nitrogen oxides are increased. About 20: 1
Leaning the air-fuel mixture reduces the generation of NOx but makes combustion unstable. By recycling the exhaust gas returned through the engine, the normal composition value is
CO and HC reductions can be maintained while reducing NOx emissions.

Recycling exhaust gas through the engine 50 is similar for most other engines,
While setting the throttle wide open, it will not replace all intake charges and the recycled exhaust gas will always be proportional to the throttle set. Testing has shown that 15% or more recycling of exhaust gas can reduce NOx to 88%.

In the above-described embodiment, a pair of rotor pistons 3 is shown. However, in various embodiments which can be expected by the present applicant, one or more rotor pistons 3 can be used. Think.

Referring to FIGS. 16-20, another embodiment of the present invention operates as a pump or compressor and is particularly suited for use as a supercharger for an engine.

As is well known, superchargers are used in various types of engines to provide a charge of air or fuel at a pressure above atmospheric pressure.

In the presently preferred type of turbocharger, a cylinder of approximately 2.5 times the volume to be replaced is required to supply. In contrast, the present invention has a smaller volume of cylinders or chambers than would be displaced per revolution, and in a preferred embodiment is at least three times greater than a conventional pump or turbocharger of the same size. More than twice the amount of air or fluid can be replaced. This means, of course, that the pump or compressor of the present invention can be of substantially smaller size, thus saving space.
In particular, it can be provided as having an advanced advantage for such things as an automobile engine room. For example, it is contemplated that the turbocharger according to the present invention may be smaller than a typical motor vehicle alternator.

First, FIG. 16 of the accompanying drawings shows one embodiment of the present invention.
A pump or compressor according to one embodiment is shown very diagrammatically, in which the main shaft 100 has a single housing 150.
, And a pair of rotor pistons 103 are mounted on respective rotor shafts 104. Each rotor piston 103 is provided in a respective opposed radial cutout or recess 155 formed in the main shaft 100 so that, when the main shaft 100 rotates, the surface of the recess 155 has a suitable practical clearance. It is supported in a substantially horizontal position in engagement with both surfaces of the housing 150.

FIG. 16 schematically shows the position of the rotor piston 103 with respect to the main shaft 100 for a half rotation of the main shaft 100. This figure is described as continuing from left to right and top to bottom in FIG. As each rotor piston 103 moves relative to the main shaft 100 from the initial position shown in the top left view, the fluid on each side of the housing 150 is drawn through one or more suction ports 160. Is swept out before the preceding rotor piston 103 side and is exhausted through one or more exhaust ports 161. Full rotation of the main shaft 100 results in being swept by each rotor piston 103 on both sides of the housing 150.
Thus, the pump or compressor discharges its capacity in half the rotation and discharges twice the capacity in one rotation.

Referring to FIG. 17, a particular embodiment of the present invention is shown schematically in an exploded view, wherein the rotor piston 103 rotates with the main shaft 100 and within the housing 150. Is placed. One set of exhaust ports 161 is provided, and on the opposite side there is a suction port 160, and an outlet pipe 200 and an inlet pipe 201.
Are provided on any side surface of the housing 150. The front cover 202 is connected to the airflow ports 203 and 20.
4 are provided. Front shaft assembly 205
Has a bearing 206 for each rotor shaft 104 and is provided with suitable bolt holes 207 for bolting the center shaft 100 and the front shaft assembly.

At the lower corner of FIG. 17, a front manifold 208 is shown.

FIG. 18 shows a front and side cross-sectional view. This figure shows an inlet pipe 201 and an outlet pipe 2
00 and a back manifold 209 provided around the gear assembly 210.
And a rotor gear 211 connected to each rotor 103 and the main gear 212. Air seal is arrow 2
13 and is suitably provided in the area indicated generally.

In particular, as shown in FIGS. 19 and 20, a rotor gear 211 meshes with a rotating spur gear 214 and a fixed main gear 212. In this embodiment and the above-described embodiments, it will be understood that the gear connection between the rotor and the main shaft is not merely used as a drive mechanism for maintaining the position of the rotor. Therefore, this gear connection, as specifically shown in FIG.
It ensures that the rotor 103 remains fixed horizontally with respect to the housing 150 as the main shaft 100 is rotating. A main bearing 215 is provided for the rear shaft assembly 216, and a dedicated bearing, such as 217, is provided for the shaft that couples with other gears. In FIG. 19, the main bearing 215 is shown at a position displaced from the actual position, but is provided on the front shaft assembly 205 having the drive shaft 217.

The inlet and outlet ducts of the fluid flow path may be suitably provided, for example, to accommodate various types and sizes of engines. In particular, where the ducts and ports are needed for a particular type of engine, such as V6 or V8, then the housing 15
0 internal duct and front and back manifold 20
8, 209 ducts may be provided accordingly.

The meanings of the above description used as specific parts or finished products in the present invention include known equivalents, and such equivalents are included in the individual descriptions herein. I have.

Although the present invention has been described by way of example with reference to the preferred embodiments, modifications or improvements may be made without departing from the scope or spirit of the invention as defined in the appended claims. It should be understood that it can be done.

[0052]

As described above, according to the present invention, there is provided a main shaft having a concave portion and a rotor which rotates in a horizontal state around the main shaft, and the fitting and separation between the concave portion of the main shaft and the concave portion of the rotor. The internal fluid is compressed by means of a simple and compact engine that can transmit power efficiently.
Actuating devices such as a compressor and a supercharger can be obtained.

When used as an engine,
Since a part of the combustion gas is led to the suction side again, re-combustion can be performed, and the exhaust gas becomes cleaner.

[Brief description of the drawings]

FIG. 1 is a schematic cross-sectional view of an operating device functioning as an engine according to an embodiment of the present invention.

FIG. 2 is a schematic end view of the engine of FIG. 1;

FIG. 3 is a schematic end view of an engine according to one embodiment of the present invention using gears.

FIG. 4 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 5 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 6 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 7 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 8 is a sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 9 is a cross-sectional view schematically illustrating an operating state of the engine according to the embodiment of the present invention.

FIG. 10 is a sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 11 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 12 is a sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 13 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 14 is a cross-sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 15 is a sectional view very schematically illustrating the operating state of the engine according to one embodiment of the present invention.

FIG. 16 is a cross-sectional view very schematically illustrating the operating state of the pump or the compressor according to one embodiment of the present invention.

FIG. 17 is a schematic exploded perspective view of the pump or the compressor of FIG. 16;

FIG. 18 is a schematic front and cross-sectional view of the pump or compressor of FIGS. 16 and 17;

FIG. 19 is a schematic exploded view from the side of the pump or compressor of FIGS. 16 to 18;

20 is a schematic front view showing a state where the gear of FIG. 19 is assembled.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... spindle (shaft), 3 ... rotor piston (rotor), 5 ... main housing (housing), 27 ... end housing (housing), 28 ... suction port (inlet), 29 ... exhaust port (outlet), 43 ... Ignition plugs (ignition means), 51, 52, 155 recess, 53, 54 projection, 55 chamber, 150 housing (housing), 103 rotor piston, 211 rotor gear, 212 main gear.

 ──────────────────────────────────────────────────続 き Continuing on the front page (71) Applicant 598052702 Unit 1/10 Ben Lomcresent Pacuranga Auckland New Zealand (72) Inventor Roger John Smith New Zealand Auckland Pa Pakra Ardy 1 Norman Biroad 61

Claims (11)

[Claims]
1. A housing, a shaft provided to rotate about an axis within the housing, and at least one rotor provided to operate about a second axis relative to the shaft. Wherein the rotor has at least one recess for receiving at least a portion of the charged fluid when the rotor is operated with the shaft in the housing, and the rotor has an inner surface that faces the housing. And an actuator arranged to engage the shaft and defining the chamber with the recess in which at least a portion of the fluid charge is drawn and compressed.
2. The method according to claim 1, comprising at least one rotor with another recess provided to receive a charge of fluid in one cycle and to transfer to the exhaust side of the housing in the next cycle. Actuator.
3. The actuating device according to claim 2, wherein the shaft has at least one recess, in which the at least one rotor can move relative to the recess.
4. The shaft is circular in cross section, has one or more recesses located circumferentially of the shaft, and a second axis is circumferentially or adjacent to the shaft. 4. The actuating device according to claim 3, wherein the actuating device is positioned at an angle.
5. The interior surface of the housing has at least one inward protrusion or blade located between one or more inlets and one or more outlets. Item 5. The operating device according to Item 4.
6. The housing has another inwardly projecting portion positioned adjacent to and in front of one of the ignition means, wherein the other inwardly protruding portion when the engine is operating. An actuating device according to claim 5, wherein the flame front is disturbed.
7. Each rotor moving with respect to the recess,
3. The actuating device of claim 2, wherein the fluid charge forms a pocket that is transferred and positioned by rotation of the shaft between opposite sides of the housing.
8. The actuating device of claim 1, wherein the at least one rotor and the shaft are geared to synchronize each position and to hold the rotor in a required configuration with respect to the housing.
9. The actuating device according to claim 1, wherein the actuating device is used as a compressor, a pump or a supercharger, and at least one pair of rotors is provided in each completely opposite recess of the shaft. .
10. A housing and a shaft provided for rotation about an axis within the housing, at least one rotor being provided and said rotor pivoting on said shaft about a second axis. At least one recess is provided to receive at least a portion of the charged fluid when the rotor is pivoted within the housing with the axle, and the rotor is provided with an interior surface of the housing and A method of operating an actuating device provided to engage a shaft and defining a chamber with the recess in which at least a portion of the fluid charge is drawn and compressed.
11. Each of the rotors and one of the pair of recesses provides a portion of the discharge fluid to form a portion of the suction fluid and a portion of the discharge fluid as a portion of the suction fluid. The method of claim 10 adapted to provide.
JP10998998A 1997-11-27 1998-04-20 Operating device Pending JPH11182201A (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
NZ329274 1997-11-27
NZ32927497 1997-11-27

Publications (1)

Publication Number Publication Date
JPH11182201A true JPH11182201A (en) 1999-07-06

Family

ID=19926539

Family Applications (1)

Application Number Title Priority Date Filing Date
JP10998998A Pending JPH11182201A (en) 1997-11-27 1998-04-20 Operating device

Country Status (6)

Country Link
EP (1) EP1034374A4 (en)
JP (1) JPH11182201A (en)
AU (1) AU737023B2 (en)
TW (1) TW362127B (en)
WO (1) WO1999028629A1 (en)
ZA (1) ZA9810871B (en)

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JP4521785B1 (en) * 2009-07-30 2010-08-11 清 野口 Rotating piston machine
JP5065532B1 (en) * 2012-02-10 2012-11-07 泰朗 横山 3 cycle gas fuel engine

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Publication number Priority date Publication date Assignee Title
CN103452846B (en) * 2013-10-08 2016-08-03 李锦上 Plug rod compressor

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FR1489283A (en) * 1966-08-04 1967-07-21 Improvements to rotating piston machines
GB1362686A (en) * 1972-10-20 1974-08-07 Cheshire Software Ltd Rotary piston machines
US4741308A (en) * 1986-08-15 1988-05-03 Ballinger Michael S Rotary internal combustion engine and method of operation

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4521785B1 (en) * 2009-07-30 2010-08-11 清 野口 Rotating piston machine
JP2011032877A (en) * 2009-07-30 2011-02-17 Kiyoshi Noguchi Rotary piston machine
JP5065532B1 (en) * 2012-02-10 2012-11-07 泰朗 横山 3 cycle gas fuel engine

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WO1999028629A1 (en) 1999-06-10
AU737023B2 (en) 2001-08-09
EP1034374A1 (en) 2000-09-13
ZA9810871B (en) 1999-05-27
TW362127B (en) 1999-06-21
AU1696799A (en) 1999-06-16
EP1034374A4 (en) 2001-01-31

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