US20200088034A1

US20200088034A1 - Mechanism with rotating vanes

Info

Publication number: US20200088034A1
Application number: US16/604,179
Authority: US
Inventors: Bogdan GROBELNY
Original assignee: Individual
Current assignee: Individual
Priority date: 2017-04-10
Filing date: 2018-04-09
Publication date: 2020-03-19
Also published as: PL421261A1; WO2018190738A1; PL240858B1; CN110546359A

Abstract

This invention describes a mechanism containing two coaxial rotators, embedded on a driveshaft, (1a, 1b) that spin alternately with two velocities. Each rotator has at least two vanes (2) and during the rotators' spin chambers of variable capacities form between the vanes. When the vanes touch together the velocities of the rotators change (2). Rotation speed changes from V1 to V2 and vice-versa are enabled by gearshifts consisting of two-speed ratchets (3) interlocked with rotators' shafts (1a, 1b) that transmit force from and to steering ratchets (4). At a constant velocity of the steering ratchet (4) after its every 180° rotation the angular velocity of the two-speed ratchet (3) and rotator change. The correct functioning of the whole mechanism is provided by engagement of the steering ratchet, transporting force from and to the two-speed ratchet (3), with the coaxial steering ratchet (4) transporting force from the rotator (1b).

Description

This invention is a mechanism with rotational vanes that pertains generally to machines such as combustion engines, hydraulic motors, pneumatic motors, pumps and compressors.
Internal combustion engines are very common in vehicles, ships and various mobile devices working without access to electricity. The dominant role here play two-stroke and four-stroke engines. The four-stroke engine is prevalent in motorization but it has a complicated structure with many movable parts, many of those require constant lubrication due to their construction. The two-stroke engine is second most frequent. It is simpler and lighter, contains fewer moving parts and does not need lubrication which contributes to its smaller failure frequency. However the two-stroke engine has one serious disadvantage which is its inability to incinerate whole fuel mixture whereas it simultaneously burns off some of the oil added to fuel as lubrication which causes environmental pollution. Third option is the Wankel engine which advantages are small size, lightness and lack of vibrations due to its eccentric rotary design. The Wankel engine's drawbacks are big fuel consumption, impermanence and problems with insulating. Another choice is the Atkinson-cycle engine with rotary piston but such engine cannot obtain big power and so far it is mostly used in some hybrid cars.
To the present day designers from all over the world have registered numerous patterns for rotary piston engines. Good examples are Polish patents of Andrzej Kuczyński for “Maszyna robocza z tlokami obrotowymi” (patent 149586), Jerzy Woźniak's patent for “Silnikz wirującym tlokiem” (patent 170127) or patent 175572 for “Obrotowy silnik spalinowy wewnętrznego spalania”. Among American solutions in this field we could list for instance U.S. Pat. No. 6,739,307 and earlier U.S. Pat. Nos. 1,482,628, 1,568,951, 1,579,207, 1,568,052, 1,821,139, 1,904,892, 2,182,269, 2,413,589, 3,396,632, 3,592,571, 3,645,239, 3,909,162, 3,937,187, 3,990,405, 4,026,249, 4,035,111, 4,068,985, 1,568,051, 1,568,053, 4,169,697, 5,433,179, 6,446,595. Nevertheless, none of these designs is today in widespread use. So far, there is not a mechanism which could be used not only in construction of combustion engines, but also in hydraulic and pneumatic motors, as well as in pumps, compressors and brake systems.
A major point of this invention is creating a mechanism with two coaxial rotators, embedded on a drive shaft, that spin alternately with two velocities creating chambers of variable capacities. The mechanism consists of four basic elements—rotators, steering gears, receiving gears and a housing.
The most important part of this mechanism are two coaxial rotators, embedded on a driveshaft, that spin alternately with two velocities. Each rotator has at least two vanes and during the rotators' spin chambers of variable capacities form between the vanes. During rotation of the rotators half of the chambers created between the vanes increase their capacities, the other half-decrease. Rotators with two vanes create four chambers, rotators with three vanes create six chambers, rotators with four vanes create eight chambers, and so on, the number of chambers is always twice as big as the number of vanes on a rotator. Rotators spin alternately with two velocities, while first rotator (1 a) spins with velocity V₁the second rotator (1 b) spins with velocity V₂. After making angular rotation a first rotator (1 a) changes its velocity and spins with velocity V₂, while the second rotator (1 b) after making angular rotation (α+β) changes its velocity into V₁and makes an angular rotation α. Dependence of the velocities is shown by the formula V₂=k V₁, where coefficient k equals k=(α+β)/α, and correlation between angles α and β equals γ=2α+β=360°/n, where

- n—indicates number od vanes on one rotator
- γ—indicates angular distance between the vanes
- α—indicates angular size of the toroid fragment which comprises a vane
- β—indicates maximal angular size of variable working chamber between the vanes
- k—indicates interdependence between the velocities of the rotators

Each vane's longitudinal section is a fragment α of a toroid and its size depends upon the number of the vanes and premeditated velocities of the rotators k. Furthermore, it is necessary to make dents (2 a) in the vanes on both sides of target planes (2 b) hence empty space (14) is created between the vanes (2) touching together at the moment of the velocity change of the rotators.
Rotation speed changes from V₁to V₂and vice-versa are enabled by gearshifts consisting of two-speed ratchets (3) interlocked with rotators' shafts (1 a, 1 b) that transmit force from and to steering ratchets (4) whereas the shape of two-speed ratchets (2) consists of a ratchet with a radius R₁increased by every angle (α+β) up to a radius R₂within a segment α. Number of segments with increased radius is equal to the number of vanes on a rotator and in the spot where two-speed ratchet (3) changes its radius the serration has a shape that enables rotation velocity change without damaging the ratchets. The steering gear (4) has the shape of two interlocked half-ratchets with radiuses R₃(smaller) and R₄(bigger), and in the spots of ratchet's radius' change the serration is shaped in a way that matches the serration of a two-speed ratchet (3) the following relationship is observed R₁+R₄=R₂+R₃. This way the angular velocity of the two-speed ratchet (3) changes after every 180° rotation of the steering gear (4) at a constant velocity.
Correct functioning of the whole mechanism requires simultaneous change of the rotation speed of the rotators. It is achieved by engagement of the steering ratchet, transporting force from and to the two-speed ratchet (3), with the coaxial steering ratchet (4) transporting force from the rotator (1 b), whereas the engaged ratchets are rotated 180°. Engagement of the ratchets is accomplished by a driveshaft (7) interlocked with placed on it coaxial ratchets with a radius R₆(6) that transmit forces from and to coaxial ratchets with a radius R₅(5) interlocked with steering gears ratchets (4) (FIG. 6). It is also possible to interlock steering gears (5) with a drive shaft (9) which is presented in a drawing (FIG. 7), or to attach two steering gears (4) with one (5) in the case when the shaft (8 a) of the first rotator (1 a) is inside the shaft (8 b) of the second rotator (1 b) and then the whole steering system is located on one side (FIG. 8).
Another significant factor are the housings which differ according to the type of a device. The housings (10) of hydraulic motors and pumps contain inlets (12) and nozzles (13) placed above every vane (2) exactly in the spots where osculation of the vanes (2) during the velocity change happen, the size of inlets and nozzles is adequate to the vanes' size which cover the vents completely. What is more, inlets become nozzles and nozzles become inlets when liquid flow changes its direction in case of hydraulic motors and also when a drive shaft changes direction of its rotation in case of pumps and compressors (FIG. 4).
In case of combustion engines the housing is constructed a bit differently to allow for compression and exhaust strokes. The housings (11) of combustion engines contain inlets (12) and nozzles (13) placed above every vane (2) exactly in the spots where osculation of the vanes (2) during the velocity change happen, the size of inlets and nozzles is adequate to the vanes' size which cover the vents completely. However, for at least one pair of vanes there are no vents but there is a dent (15) in the housing above the empty space (14), at the osculation spot, and it contains a spark plug in case of spark ignition engines or an injector in case of engines with spontaneous ignition.
Possible benefits of implementing this invention are improved efficiency and durability of the devices due to the lack of frictional parts. Rotation of the rotators with vanes and conveying the angular momentum between the rotators result in lack of vibration and working at high capacity which allows to obtain considerable power per mass unit. Small number of simple mechanical parts decreases not only the weight of the devices but also production costs. This invention allows for constructing devices which are impossible to build within the state of technology today. For instance, pumps could change the direction of pumping by changing the direction of a rotation of a drive shift and at the same time by connecting a line under a pressure to a pump we transform it into a hydraulic motor.
A prototype of the invention is presented in the following figures. It is assumed that the rotation velocities of the rotators V₁and V₂are characterized by a dependence V₂=2V₁while radius R₆=R₁and R₅=R₄. Therefore it is estimated that the angular diameter of a vane in a two-vane rotators is α=60° (FIG. 11), α=40° in a three-vane rotator (FIG. 12) and α=30° in a four-vane rotator (FIG. 13).

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 mechanism with a two-vane rotator—axonometry

FIG. 2 half of the mechanism with a three-vane rotator—axonometry

FIG. 3 half of the mechanism with a four-vane rotator—axonometry

FIG. 4 pump with mechanism with a two-vane rotator—cross section

FIG. 5 combustion engine with a mechanism with a two-vane rotator—cross section

FIG. 6 mechanism with a two-vane rotator—longitudinal section

FIG. 7 mechanism with a drive shaft—longitudinal section

FIG. 8 mechanism with angular gear on one side—longitudinal section

FIG. 9 steering gear of a mechanism with a two-vane rotator

FIG. 10 receiving gear of a mechanism with a two-vane rotator

FIG. 11 sizes and distance of the vanes for V₂=2V₁—mechanism with a two-vane rotator

FIG. 12 sizes and distance of the vanes for V₂=2V₁—mechanism with a three-vane rotator

FIG. 13 sizes and distance of the vanes for V₂=2V₁—mechanism with a four-vane rotator

In these figures the following numeral designations are used:

- first rotator (1 a),
- second rotator (1 b);
- vane (2),
- dents in the vanes (2 a),
- tangent plane of a vane (2 b),
- two-speed ratchet of a two-vane rotator (3),
- two-speed ratchet of a three-vane rotator (3 a),
- two-speed ratchet of a four-vane rotator (3 b),
- steering gear (4),
- ratchet r5 (5),
- ratchet r6 (6),
- drive shaft (7),
- rotator's shaft (8 a),
- rotator's shaft (8 b),
- steering shaft (9),
- housing of hydraulic motors and pumps (10),
- housing of combustion engines (11),
- inlet (12),
- nozzle (13),
- empty space between vanes touching together (14),
- spark plug pit in the housing of a combustion engine (15).

There are many options in the construction of the mechanism. For example, the shaft's diameter impacts the acting forces within the mechanism, whereas the shape and size of the toroid, that makes the working chamber, impacts performance of the devices. Number of cycles during one rotation of the shaft is affected by both number of vanes and the diameters of the ratchets (5 and 6). What is even more, a simple shaft allows to put lots of devices on one shaft. All devices based on the mechanism perform all the working phases during the rotation. Pumps and compressors draw the fuel into the chambers that increase their capacities at this moment and simultaneously they push the fuel out of the chambers that decrease their capacities. In case of combustion engines four strokes happen concomitantly: induction stroke in the increasing working chamber with an inlet, compression stroke in the decreasing chamber without inlets, ignition stroke in the increasing chamber without inlets and exhaust stroke in the decreasing chamber with a nozzle. Such engine performance based on one mechanism with two vanes equals a typical inline-four engine performance. Undoubtedly, this considerable flexibility in choosing parameters of the devices gives us the opportunity to select proper propulsion for every machine—chainsaws, lawnmowers, motorcycles and other vehicles and vessels.

Claims

I claim:

1. A mechanism with rotated vanes comprising: rotators spin alternately with two velocities, while first rotator (1 a) spins with velocity V₁the second rotator (1 b) spins with velocity V₂, after making angular rotation a rotator (1 a) changes its velocity and spins with velocity V₂, whereas other rotator (1 b) after making angular rotation (α+β) changes its velocity into V₁and makes angular rotation α, where angle α defines a segment of a toroid which designates the shape of the vanes (2) and angle β—indicates maximal angular size of variable working chamber between the vanes (2), dependence of the velocities is shown by the formula V₂=k V₁, where coefficient k equals k=(α+β)/α, and correlation between angles α and β equals γ=2α+β=360°/n, where n indicates number od vanes on one rotator and γ indicates angular distance between the vanes.

2. A mechanism with rotated vanes comprising: rotators contain at least two vanes (2) placed evenly within angular distance defined by a formula γ=360°/n where n indicates number od vanes on one rotator, every rotator's vane is fragment α of a toroid with dents (2 a) on both sides of target planes (2 b) which causes, that empty space (14) is created between the vanes (2) touching together at the moment of the velocity change of the rotators.

3. A mechanism with rotated vanes comprising: rotation speed changes from V₁to V₂and vice-versa are enabled by gearshifts consisting of two-speed ratchets (3) interlocked with rotators' shafts (1 a, 1 b) that transmit force from and to steering ratchets (4) whereas the shape of two-speed ratchets (2) consists of a ratchet with a radius R₁increased by every angle (α+β) up to a radius R₂within a segment α, so number of segments with increased radius is equal to the number of vanes on a rotator and in the spot where two-speed ratchet (3) changes its radius the serration has a shape that enables rotation velocity change without damaging the ratchets, the steering gear (4) has the shape of two interlocked half-ratchets with radiuses R₃(smaller) and R₄(bigger), and in the spots of ratchet's radius' change the serration is shaped in a way that matches the serration of a two-speed ratchet (3) the following relationship is observed R₁+R₄=R₂+R₃, and this way the angular velocity of the two-speed ratchet (3) changes after every 180° rotation of the steering gear (4) at a constant velocity.

4. A mechanism with rotated vanes comprising: simultaneous change of the rotation speed of the rotators is achieved by engagement of the steering ratchet, transporting force from and to the two-speed ratchet (3), with the coaxial steering ratchet (4) transporting force from the rotator (1 b), whereas the engaged ratchets are rotated 180° and the engagement of the ratchets is accomplished by a driveshaft (7) interlocked with placed on it coaxial ratchets with a radius R₆(6) that transmit forces from and to coaxial ratchets with a radius R₅(5) interlocked with steering gears ratchets (4), it is also possible to interlock steering gears (5) with a drive shaft (9) which is presented in a drawing (FIG. 7), or to attach two steering gears (4) with one (5) in the case when the shaft (8 a) of the first rotator (1 a) is inside the shaft (8 b) of the second rotator (1 b) and then the whole steering system is located on one side.

5. A mechanism with rotated vanes comprising: housings (10) of hydraulic motors and pumps contain inlets (12) and nozzles (13) placed above every vane (2) exactly in the spots where osculation of the vanes (2) during the velocity change happen, the size of inlets and nozzles is adequate to the vanes' size which cover the vents completely, what is more, inlets become nozzles and nozzles become inlets when liquid flow changes its direction in case of hydraulic motors and also when a drive shaft changes direction of its rotation in case of pumps and compressors.

6. A mechanism with rotated vanes comprising: housings (11) of combustion engines contain inlets (12) and nozzles (13) placed above every vane (2) exactly in the spots where osculation of the vanes (2) during the velocity change happen, the size of inlets and nozzles is adequate to the vanes' size which cover the vents completely, however, for at least one pair of vanes there are no vents but there is a dent (15) in the housing above the empty space (14), described in claim number 2, which contains a spark plug in case of spark ignition engines or an injector in case of engines with spontaneous ignition.