US3180323A - Air cooling systems for rotary mechanisms - Google Patents

Air cooling systems for rotary mechanisms Download PDF

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Publication number
US3180323A
US3180323A US113918A US11391861A US3180323A US 3180323 A US3180323 A US 3180323A US 113918 A US113918 A US 113918A US 11391861 A US11391861 A US 11391861A US 3180323 A US3180323 A US 3180323A
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Prior art keywords
rotor
outer body
cooling
eccentric
air
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US113918A
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English (en)
Inventor
Paschke Hanns-Dieter
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Audi AG
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NSU Motorenwerke AG
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    • 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
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/06—Heating; Cooling; Heat insulation
    • 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
    • F01C19/00—Sealing arrangements in rotary-piston machines or engines
    • F01C19/02—Radially-movable sealings for working fluids
    • F01C19/04—Radially-movable sealings for working fluids of rigid material
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/02—Pistons
    • F02B55/04—Cooling thereof
    • F02B55/06—Cooling thereof by air or other gas
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B2053/005—Wankel engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2730/00—Internal-combustion engines with pistons rotating or oscillating with relation to the housing
    • F02B2730/01—Internal-combustion engines with pistons rotating or oscillating with relation to the housing with one or more pistons in the form of a disk or rotor rotating with relation to the housing; with annular working chamber
    • F02B2730/018—Internal-combustion engines with pistons rotating or oscillating with relation to the housing with one or more pistons in the form of a disk or rotor rotating with relation to the housing; with annular working chamber with piston rotating around an axis passing through the gravity centre, this piston or the housing rotating at the same time around an axis parallel to the first axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to means for cooling rotary mechanisms, and more particularly to an air cooling system for the inner body or rotor of such mechanisms.
  • the present invention is particularly useful in rotary mechanisms of the type that comprise an outer body having an axis, axially-spaced end Walls, and a peripheral wall interconnecting the end walls.
  • rotary mechanisms of the type that comprise an outer body having an axis, axially-spaced end Walls, and a peripheral wall interconnecting the end walls.
  • the inner surfaces of the peripheral wall and end walls form a cavity, and the mechanism also includes an inner body or rotor that is mounted Within the cavity between its end walls.
  • the axis of the inner body or rotor is eccentric from and parallel to the axis of the cavity of the outer body.
  • the rotor has axially-spaced end faces disposed adjacent to the end walls of the outer body and a plurality of circumferentially-spaced apex portions.
  • the rotor is rotatable relative to the outer body, and its apex protions substantially continuously engage the inner surface of the outer body to form a plurality of working chambers that vary in Volume during engine operation, as a result of relative rotation between the rotor and outer body.
  • the inner surface of the peripheral wall of the outer body has a multi-lobed profile that is preferably an epitrochoid and the number of 'lobes of this epitrochoid is one less than the number of apex portions of the inner body or rotor.
  • Such rotary mechanisms may be used as fluid motors, compressors, fluid pumps, or internal combustion engines.
  • This invention is of particular importance when employed with a rotary mechanism that is designed for use as a rotary combustion engine, and, accordingly, will be described in combination with such an engine. As the description proceeds, however, it will be apparent that the invention is not llimited to this specific application.
  • such engines When the rotary mechanism is designed for use as a -rotary combustion engine, such engines also include an intake passage means for administering a fuel-air mixture to the variable volume workingchambers, an exhaust passage means communicating with the working chambers,
  • the rotor has a contour that permits its rotation relative to the outer body free of mechanical interference with the multi-lobed inner surface of the outer body.
  • the maximum profile which the outer surface of the rotor can have between its apex portions and still be free to rotate without interference is known as the inner envelope of the multi-lobed inner surface, and the profile of the rotor that is illustrated in the accompanying drawings .approximates this inner envelope.
  • the following description will be related to the present preferred embodiment of the engine in which the inner surface of the outer body is basically a two-lobed epitrochoid, and in which the rotor or inner body has three apex portions and is generally triangular in cross-section but has curved or arcuate' sides.
  • the invention be limited, however, to the form in which the inner surface of the outer body approximates a two-lobed epitrochoid and the inner body or rotor has only three apex portions.
  • the inner surface of the outer body may have a different plural number of lobes with a rotor having one more apex portion than the inner surface of the outer body has lobes.
  • each of its three working faces goes through all four phases of the cycle of operation in succession, i.e., intake, compression, expansion, and exhaust.
  • the total heat input to each face of the rotor during the complete cycle of operation can be substantially high, and this is especially true when the engine is operating at a high number of revolutions per minute.
  • a light weight metal alloy such as an aluminum alloy, provides the important benetits and ,advantagesof ensuring a great saving of weight in the principal moving parts of the engine, and also provides a rotor having high thermal conductivity.
  • the latter characteristic is particularly beneficial in preventing the formation of hot spots within the rotor, while the former characteristic greatly reduces energy losses the result from inertia forces of the rotor.
  • a rotor constructed of a lightweight metal alloy demands adequate and efficient cooling, as such alloys will fail from overheating at a considerably lower temperature than a material, such as, cast iron or steel. Accordingly, although the present invention is not limited to use with light weight metal alloy rotors, it is particularly useful when used with such rotors.
  • means are provided for cooling the rotor of a rotary combustion engine during operation, or more particularly, means are provided for cooling the rotor, with incidental cooling of the outer body, by passing a stream of air or other gaseous medium through the rotor.
  • the energy losses due to churning and turbulence of a liquid coolant,1 if not carefully controlled can cause a serious decrease in the eiciency of the engine.
  • Another object of this invention is to provide a novel air cooling system for the rotor of a rotary mechanism that permits the usc of a fuel, air, and lubricant mixture as the coolant for the rotor, as Well as for the combustible fuel-air mixture that comprises the charge for the engine and the lubricant for the bearings and the gears of the engine.
  • Use of the cooling system of this invention permits the elimination of an oil seal on the end faces of the rotor radially inward from the gas seal.
  • Another object of this invention is to provide a novel air cooling system for the rotor of a rotary mechanism that uses the cooling air as the air supply for the fuel-air mixture that forms the combustible charge of the engine, when a fuel injection type engine is used. It is also an object of this invention to permit the use of the cooling air as a supply for scavenging air to be used to scavenge the Working chambers of the engine in cooperation with the exhaust port.
  • Another object of this invention is to provide a novel air cooling system for the rotor of a rotary mechanism that uses the air-fuel mixture that forms the combustible charge for the engine as the cooling air for the rotor and obtains additional cooling effect through vaporization of the entrained fuel particles as they come near or into contact with the hot walls of the rotor cavity.
  • Another object of this invention is to provide a novel air cooling system for the rotor of a rotary mechanism that will draw lubricant through passages provided for this purpose from the lubricant that is fed to the eccentric and shaft bearings by suction of the cooling air passing through the rotor and will deposit this air entrained lubricant on the inner surfaces of the outer body to provide lubrication for the apex seals and side gas seals of the rotor as they move into sliding engagement with the inner surface of the outer body.
  • Another object of this invention' is to provide a novel air-cooling system for the rotor of a rotary mechanism that permits the use of at least one ilywheel of the mechanism as the pressure-fan to aid in pushing cooling air through the rotor and that in some embodiments of the invention permit the use of a second flywheel as a suction fan to aid the passage of the cooling air to the rotor by providing a suction force at its exit from the rotor.
  • Another object of this invention is to provide a novel air cooling system for the rotor of a rotary mechanism that utilizes the negative pressure in a working chamber ofthe mechanism as an aid in drawing cooling air through the rotor.
  • Another objective of the present invention is to provide a novel air cooling system for the rotor of a rotary mechanism that is sufiiciently effective and eiiicient to permit the construction of the rotor from light weight metal alloys, such as aluminum, without danger of overheating the thermal distortion of the rotor.
  • Additional objects of this invention are to provide a d novel air cooling system for the rotor of a rotary mechanism that makes the rotor relatively inexpensive and easy to fabricate, that achieves substantial savings in weight of the mechanism and particularly the rotor, that virtually eliminates the problem of leakage or freezing of the cooling medium, and that requires very little servicing as compared with a liquid cooling system.
  • Cooling fins may be used on the interior of the rotor cavity adjacent to the apex portions of the rotor to prevent excessive heating of the apex portions and possible binding of the apex seals within their slots in the apex portions.
  • the air cooling cavity in the rotor permits reduction of its Weight without sacrificing its strength, and a further advantage of the air cooling system for the rotor is that it is the less expensive to manufacture and produce than a liquid cooling system.
  • this invention provides means which, as embodied and broadly described, comprise a rotor having a cavity that is open at least towards one end Wall of the outer body, that is passed through by the cooling medium, and that communicates with a cooling air supply port arranged in at least one end wall of the outer body in that region of the inner surface of the end Wall that is continuously covered by the rotor during rotation of the rotor relative to the outer body.
  • annular chamber in each end Wall that communicates with the cavity in the rotor through large openings in the rotor end faces.
  • the annular chamber in one end wall serves as a delivery channel for supplying air to the rotor cavity.
  • the annular chamber in the other end wall of the outer body serves as a collecting channel for collecting the air from the rotor cavity and delivering it to an appropriate transfer passage for use as the combustible charge, part of the combustible charge, or as scavenging air.
  • annular chamber in the second end Wall acts as a collecting channel for exhausting the cooling air from the rotor cavity so that the cooling air passes through the rotor cavity but is not further used by the engine after it has passed through the cavity.
  • This invention is especially advantageous as a cooling Vsystem when the complete fuel-air mixture that forms the combustible charge is used as the cooling medium.
  • an additional cooling effect is obtained by removal of the latent heat of vaporization by the vaporizing of fuel particles entrained in the fuel-air mixture as they approach or come into contact with the hot Walls of the rotor cavity.
  • an intake means is provided in one end wall of the outer body and a transfer passage is provided in the other end Wall.
  • the intake passage means communicates with the delivery channel, referred to above, and the transfer passage communicates with the collecting channel, also referred to above.
  • the opening and closing of the mouth of the transfer passage that opens into the Working chamber of the engine is controlled by the peripheral edge of the rotor.
  • intake passage means in one end wall and a transfer passage in each end wall; one transfer passage communicating with the collecting channel, and the other transfer ypassage communicating with the delivery channel.
  • the same arrangement can also be used in engines using fuel injection to supply the combustion air, or for use to provide-scavenging air only Where a scavenging of the working chambers is desired.
  • the transfer passage is located so that it is open toa working chamber of the engine during the exhaust phase.
  • a lubricant may be added to the cooling medium to obtain lubrication of these parts of the engine that engage each other in sliding contact, especially the apex seals and the side gas seals carried by the rotor that are in sliding engagement with the inner surface of the outer body. Lubricant entrained in the cooling air will condense on the inner surfaces of the outer body in sufficient quantity to provide the desired lubrication of the rotor seals.
  • the bearings may also be lubricated, and especially the bearings that support the rotor on the eccentric and the shaft bearings by providing bores that extend from the channels or cavities traversed by the cooling medium to the rotor and shaft bearings.
  • the cooling medium with its entrained lubricant is supplied to the bearings through these bores.
  • the lubrication of these bearings can be improved by providing collecting pockets within the plane of the inner surfaces of the end walls below the intake passage means and the transfer passage; the bores extend from these collecting pockets and the collecting pockets receive lubricant that has condensed on the inner surfaces of the end walls as it is scraped off the end Walls by the gas side seals of the rotor.
  • the lubrication of the bearings can be accomplished in the usual way by supplying a lubricant through passages bored in the eccentric shaft.
  • this arrangement it is also possible to obtain a lubrication of the rotor seals as they slide in engagement with the inner surface of the outer body by continuing to provide the bores that extend from the bearings to the channels or cavities of the rotor and the cavities of the outer body that are traversed by the cooling medium.
  • Small amounts of lubricant are admixed or entrained in the cooling medium because of the suction effect that the cooling medium creates as it passes over the outlets of these bores.
  • a blower can be mounted upon the eccentric shaft in front of the outer grout that feeds to the delivery channel to increase the mass and rate of flow of the cooling medium through the rotor cavity.
  • This blower can be used as a supercharger if the cooling medium is a fuel-air mixture for combustion air, or as a scavenging fan if the cooling medium is scavenging air.
  • a blower in which cooling air enters through one end wall of the outer body and leaves through the other end wall after passing through the rotor cavity without being utilized in the working chambers of the engine, a blower can be arranged on each side of the outer body, one designed as a pressure fan, and the other as a suction fan.
  • the fan wheels are preferably also formed as fly-wheels and include counter-Weights to balance the rotor and eccentric. Suitable guide vanes may be provided between the fan wheel and the channels for directing the cooling air inthe desired direction.
  • This invention permits the desired cooling effect to be obtained by providing cooling ns within the rotor cavity in the region of the apex portion such that the fins are swept by the gaseous cooling medium as it passes through the rotor cavity and heat is rapidly removed from the rotor apex portions.
  • the invention consists Vin the novel parts, constructions, arrangements, combinations, and improvements shown and described.
  • FIG. l is a central vertical section of the mechanism taken along line 1-1 of FIG. 2.
  • FIG. l shows an embodiment of the invention in which the cooling medium, after passing through the rotor cavity is introduced into the working chambers of the mechanism;
  • FIG. 2 is a sectional view of the mechanism taken along the line 2 2 of FIG. 1. The gearing has been omitted from this View for clarity;
  • FIG. 3 is a sectional view taken along the line 3-3 of FIG. l and showing the inner faux of the delivery channel that admits the cooling medium to the rotor cavity;
  • FIG. 4 is a sectional view taken along the line 4--4 of FIG. 3;
  • FIG. 5 is a sectional View taken along the lines 5-5 of FIG. 3 showing the collecting channel and transfer passage for combustion air;
  • FIG. 6 is a central vertical section of a modified form of this invention in which the cooling air is exhausted to the atmosphere after passing through the rotor cavity instead of being admitted to one or more of the working chambers of the mechanism.
  • a rotary combustion engine and a means for air cooling its rotor or inner body are provided.
  • the present preferred embodiment of the invention includes a rotary combustion engine comprising a generally triangular rotor 10 having arcuate sides which is eccentrically supported for rotation within an outer body 12.
  • outer body 12 is fixed or stationary, a practical and useful form of the invention may be constructed in which both the outer body and rotor are rotary; in this latter form of the invention the power shaft is driven directly by rotation of the outer body and the inner body or rotor rotates relative to the outer body.
  • the rotor ltl rotates on an axis 14 that is eccentric frorn and parallel to the axis 16 of the curved inner surface of the outer body 12.
  • the distance between the axes 14 and I6 is equal to the eccentricity of the engine and is designated e in the drawings.
  • the curved inner surface 13 of the outer body 12 has basically the form of an epitrochoid in geometric shape and includes two arched lobe-defining portions or lobes.
  • the generally triangular shape Vof the rotor 10 corresponds in its conguration to the inner envelope o1I the maximum profile of the rotor which will permit interference free rotation of the rotor 10 Within the outer body 12.
  • the outer body 12 comprises a peripheral wal-l 20 that has for its inner surface the curved inner surface 18, and a pair of axiallyspaced end walls 22 and 24 that are disposed on opposite sides of the peripheral wall 20.
  • the end walls 22 and 24 support a shaft 26, the geometric center of which is coincident with the axis 16 of the outer body 12. This shaft 26 is supported for rotation by the end Walls 22 and24 on bearings 28.
  • a shaft eccentric 30 is rigidly attached to or forms an integral part of the shaft 26, and the rotor 10 is supported for rotation or rotatively mounted upon the shaft eccentric 30 by rotor bearings 32.
  • an internally-toothed or ring gear 34 is rigidly attached to the rotor 1t).
  • the ring gear 34 is in mesh with an externally-toothed gear or pinion 36 that is rigidly attached to the stationary end wall 24 of the outer body 12.
  • the gearing 34 and 36 does not drive or impart torque to the shaft 26 but merely serves to index or register the position of the rotor 10 with respect to the outer body 12 as the rotor rotates relative to the outer body and removes the positioning load that would otherwise be placed upon the apex portions of the rotor 10.
  • the rotor 10 includes three apex portions 3S that carry radially movable sealing members 4t).
  • the sealing members 40 are in substantially continuous gas-sealing engagement with the inner surface 1S of the outer body 12 as the rotor 1) rotates within and relative to the outer body 12.
  • variable volume Working chambers 42 are formed between the peripheral working faces 44 of the rotor i and the inner surface I8 of the outer body 12.
  • the rotation of the rotor relative to the outer body is counter-clockwise and is so indicated by an arrow.
  • a spark plug 46 is mounted in the peripheral wall 2) of the outer body 12, and at the appropriate time in the engine cycle, the spark plug 46 provides ignition for a compressed combustible mixture which, on expansion, drives the rotor in the direction of the arrow.
  • the rotary combustion engine may also be operated as a diesel, and when it is operated as a diesel, the spark plug 46 is not required, since ignition of the fuel is initiated by the temperature reached through high compression of the Working air.
  • one lobe of the epitrochoid surface 18 is provided with an intake port 48, and the other lobe is provided with an exhaust port 50.
  • a fresh charge is drawn into the appropriate working chamber 42 through the intake port 48. This charge is then successively compressed, ignited, expanded, and finally exhausted through the exhaust port 5).
  • the working faces 44 of the rotor 10 are provided with cut-out portions or channels 52 that permit combustion gases to pass freely from one lobe of the epitrochoidal inner surface 18 to the other lobe, when the rotor is at or near the dead center of maximum compression position. Also, a desired compression ratio of the engine may be attained by appropriate proportioning of the volume of the channels 52.
  • the end walls 22, 24 are provided with bearing flanges 54, 56, respectively, that rotatably support the shaft 26 on bearings 28.
  • the shaft 26 in turn carries two y wheels, fly wheel 58 adjacent to end wall 22, and fly wheel 60 adjacent t0 end wall 24.
  • the y wheels 58 and 60 are suitably counterweighted to balance the rotor and eccentric, such as, with lightening holes 62 as shown for fly Wheel 60.
  • Fly wheel 58 is provided with vanes 64 that are canted in a direction to cause them to act as a pressure fan in a direction toward the rotor.
  • An intake passage means 66 for fresh gases is provided upstream from the ily wheel 58.
  • a carburetor (not shown) may optionally be attached upstream from the intake passage means 66 and would normally be so attached unless fuel injection is to be used with the engine.
  • the intake passage means as shown in FIG. l, is formed from the end wall cover 68.
  • he bearing flange 54 is provided with ribs 76 and supply passages 72 through which the gaseous cooling medium can flow.
  • the ribs 70 may be canted or shaped to act as guide vanes to guide the gaseous cooling medium in a desired direction.
  • the gaseous cooling medium After flowing through the passages 72 the gaseous cooling medium enters an annular delivery chamber 74 that is open towards the rotor 10 and lies within the region of the inner surface of the end wall 22 that is continuously covered by the rotor or bordered by its gas side seals 76 as the rotor rotates relative to the outer body.
  • this means comprises a cavity 78 Within the rotor that is open towards both end walls 22, 24. As shown in FIG. 2, this cavity 78 within the rotor is large and is interrupted only by supporting ribs 80 that support the outer portion of the rotor upon the eccentric 36 through the bearings 32.
  • this means comprises an annular collecting chamber 82 that is similar to and is the counterpart of the annular delivery chamber 74 in the end wall 22.
  • the annular collecting chamber 82 is formed in the end wall 24 and receives the gaseous cooling medium as it leaves the rotor cavity 78.
  • the annular collecting chamber S2 also lies completely within the region that is continuously covered by the rotor and is bordered by its gas side seals 76.
  • means are provided for transferring the gaseous cooling medium from the rotor cavity into a working chamber of the engine.
  • this means comprises the annular collecting chamber 82 in conjunction with the transfer passage 84.
  • the upper end of the transfer passage 84 forms the intake port 48 for the engine in the embodiment shown in FIGS. 1 through 5.
  • the admission of the gaseous cooling medium to the Working chamber of the engine is controlled by the outer periphery of the rotor 10, or working face 44 in a manner such that the working chamber 42 communicates with the rotor cavity 78 only while the working chamber 42a is undergoing the intake phase.
  • the gaseous cooling medium will be combustion air, but if the engine is not of the fuel injecton type, then the entire combustible charge constituting the fuel-air mixture will form the gaseous cooling medium and will be introduced into the working chamber 42a from the transfer passage 84 and intake port 48 after having passed through the rotor cavity 78.
  • the fresh cooling gases are pulled through the rotor cavity 78 by the negative pressure within the working chamber 42a and by the pressure fan arrangement of the fan wheel 58.
  • the cooling gases under pressure from the blade 64 of the fan wheel 58 flow through the passages 72 around the guide vanes 70 into the annular delivery chamber 74, through the rotor cavity 78, into the annular collecting chamber 82, and from the chamber 82 into the transfer passage 84 through the intake port 48 and into the working chamber 42a as it undergoes its intake phase.
  • the ow of cooling gas into the working chamber 42a will be interrupted when the working face 44 of the rotor closes the intake port 48, as shown in FIG. 2. Flow into chamber 42a will begin again, however, when the succeeding working face 44 of the rotor uncovers the intake port.
  • a second transfer passage 86 may be provided in the end wall 22 so that there will then be a transfer passage in both end Walls.
  • the operation of the transfer passage 86 is the same as that for the transfer passage 84.
  • either air or a fuel-air mixture may be supplied through the intake passage 66 for flow through the rotor transfer passage 84 (and the transfer passage 86 if provided) into the Working chambers (chamber 42a in FIG. 2) for combustion in this chamber.
  • air may alternatively be used to help scavenge the Working chambers of exhaust gases.
  • the transfer passage 84, and, if provided, the transfer passage 86 would be shifted to a position so as to open into the Working chambers (chamber 42b in FIG. 2) adjacent to the exhaust port 50.
  • the apex seals 40 are radially movable Within their mounting grooves in the apex portions 38 of the rotor 10.
  • means are provided to prevent an excessive heating of the apex portions 38 that could result in binding the apex seals 40 within their mounting grooves against radial movement.
  • This means provides for intensive cooling of the apex portions and as embodied, comprises a series of cooling fins 92 arranged Within the rotor cavity 7S adjacent to the apex portions of the rotor, as shown in FIG. 2. Also as shown in FIG. 2, the cooling ns 92 extend substantially in an axial direction across the width of the rotor cavity 78.
  • a lubricant may be added to the fuel-air mixture or the combustion and scavenging air, respectively, for lubricating both the apex seals 40 and the side gas seals 76.
  • These rotor seals engage and slide against the inner surfaces of the outer body continuously during operation of the mechanism and it is important that they receive suflicient lubrication to keep friction to a minimum.
  • the desired lubrication can be achieved through inclusion of a lubricant in the cooling; the lubricant is admixed or entrained into the cooling gas as it is fed into the engine through the intake passage means 66.
  • means may be provided to lubricate the rotor bearings 32 and shaft bearing 28 by means of a lubricant entrained With the cooling gas.
  • the means comprises passage 94 in bearing flange 54, passage 96 in bearing ange 56, and passage 98 in the eccentric 30. These passages extend to the shaft and rotor bearings from their respective annular chambers y74 and 82 and from the rotor cavity 78.
  • the cooling gas with its entrained lubricant can be delivered to the respective bearings 28, 32.
  • the lubrication of the bearings 28, 32 can be reinforced by the provision of collection pockets 100, 102, 104 at the bearing anges 54, 56, and eccentric 30, respectively.
  • the pockets 100, 102 in the bearing flanges 54, S6 are arranged in the plane of the inner surface of the end Walls 22, 24. Radially inside of the annular chambers 74 and 82 so that these pockets collect the lubricant scraped off of these inner surfaces by the rotor and its gas side seals 76.
  • the collecting pockets direct the lubricant into the passages 94, 96, 98 and from thence to the bearings.
  • a lubricant can be omitted from the cooling gas and the lubrication of the shaft bearings 28 and rotor bearings 32 can be achieved by means of axial 106 and radial 188 passages within the eccentric 30 in the shaft 26, as shown in FIG. 1.
  • lubrication of the rotor seals is achieved by retaining the passages 94, 96, 98.
  • the suction effect of the cooling gas passing through the rotor cavity 78 is sufficient to draw lubricant l@ up through the passages 94, 96, 98 and admix or entrain this lubricant with the cooling gas.
  • Suiicient of the lubricant then condenses on the inner surfaces of the outer body to provide adequate lubrication of the rotor seals.
  • FIG. 6 an alternative embodiment of the invention is shown in FIG. 6.
  • those parts of the embodiment of FIG. 6 that correspond to similar or almost identical parts of the embodiment shown in FIGS. 1 through 5 Will be designated by the same reference numerals, but the reference numerals will be primed.
  • FIG. 6 The embodiment of the invention shown in FIG. 6 is similar in its design to the embodiment shown in FIGS. 1 through 5, with the one outstanding difference, that instead of using a fuel-air mixture, or combustion air, or combustion air and scavenging air for the cooling gas, simple cooling air is used with no purpose other than that of cooling the rotor 10 and whatever incidental cooling of the outer body 12' may be obtained in the course of flowing cooling air through the rotor.
  • the transfer passage 84 (and of course also the transfer passages 86) are omitted from the construction.
  • Th ebearing flange 56 of FIG. 6 is modified from the bearing flange 56 of FIG. 1 in that it is ribbed like the bearing flange 54 of FIG. 1 and includes outlet passages 110 that correspond to the inlet passages '72 of FIGS. 1 and 3.
  • the outlet passages extend from the annular collecting chamber 82 that, similar to the annular collecting chamber 82 in FIG. 1, is arranged in the end Wall 24 in that region of the inner surface of the end wall that is continuously covered by the rotor and is radially inward from the path of travel of the gas side seal 76 of the rotor.
  • the fly Wheel 66 is designed as a suction fan with vanes 112 canted or oriented to provide a suction force to assist the pressure force provided by fan Wheel 58' to ow the cooling gas through the rotor cavity 78'.
  • the outlet passages 11) in the embodiment of FIG. 6 may be provided with guide vanes through the shaping or canting of the ribs 114 of the bearing flange 56 similar to the manner in which the guide vanes 70 of the bearing fiange 54 in FIG. 1 were shaped to aid the flow of the cooling gas.
  • the intake of the fuel-air mixture or the combustion air for the embodiment shown in FIG. 6 is effected in the ordinary manner by means of a suitably arranged intake port and exhaust port.
  • a peripheral intake port and exhaust port are preferably used.
  • the intake area would have to be quite small as compared to conventional side intake port rotary combustion engines. Because of the large opening that leads into the rotor cavity '78 in this invention, unless a side intake port is made quite small thecooling air and the charge in the combustion chamber would mix; this would make the engine inoperative. Accordingly, with the embodiment of FIG. 6 the use of an intake port in the peripheral Wall is preferred to a side intake port.
  • the exhaust port is preferably also located in the peripheral Wall.
  • the eccentric Sti in this invention includes a half-moon opening in its end faces that provides a cavity 31 directly through the eccentric.
  • This cavity 31 permits the cooling gas to flow through the eccentric as Well as through the rotor cavities 78.
  • the cavity 31 also makes the eccentric lighter in Weight and contributes to the overall balanceV of theV engine.
  • a strengthening rib 33 is provided in the center of the eccentric cavity 31.
  • This invention provides the means for achieving an efcient and effective air cooling system for a rotary combustion engine or other type of rotary mechanism.
  • the cooling cavities in the rotor and eccentric lighten these parts and reduce inertia losses without the accompanying disadvantages that are introduced when a liquid coolant is used.
  • problems of churning and turbulence of the liquid are introduced as well as an inertia loss caused by the weight of the liquid itself.
  • the air cooling system of the present invention is relatively simple, easy, and economical to construct and trouble free in operation. Unlike a liquid cooling system, the air cooling system provided by this invention avoids any necessity for a multiplicity of fittings, conduits, channels, and passages for transferring cooling liquid from one point to another in the system with consequent danger of leakage, breakage, and failure through loss of cooling liquid.
  • cooling air flow may be routed through the outer body 12, 12 of the engine in a manner such that the cooling air will cool the outer body as well as the rotor in the course of its passage through the engine.
  • the arrangement of air cooling passages within the outer body to achieve this object presents no unusually difficult problems to be overcome and is considered to be within the skill of a person trained in the art.
  • a rotary mechanism having a hollow outer body comprising two spaced-apart end walls and a peripheral wall interconnecting the end walls, a rotatable shaft journaled in the end walls on the aXis of the outer body and having an eccentric portion disposed within the outer body, and a rotor disposed within the outer body Ihaving a plurality of portions sweeping the inner surface of the peripheral wall in sealing relation therewith, the rotor being mounted on the eccentric for rotation relative to the outer body and to the eccentric; the improvement of a cooling system comprising the rotor having an internal cavity for the ow of a gaseous cooling medium through the rotor, the cavity being open toward at least one of the end Walls, the end wall adjacent to the rotor opening having a port for supplying cooling medium therethrough to the rotor opening, the port being located in that portion of the end wall which is at all rotor positions radially inward of the outer periphery of the rotor, the rotor being mounted on the eccentric on rotor

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Compressor (AREA)
US113918A 1960-06-01 1961-05-31 Air cooling systems for rotary mechanisms Expired - Lifetime US3180323A (en)

Applications Claiming Priority (1)

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DEN18438A DE1136532B (de) 1960-06-01 1960-06-01 Rotationskolben-Brennkraftmaschine

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CH (1) CH399065A (xx)
DE (1) DE1136532B (xx)
GB (1) GB943693A (xx)
IT (1) IT649971A (xx)
OA (1) OA01054A (xx)

Cited By (22)

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US3302624A (en) * 1964-06-24 1967-02-07 Toyo Kogyo Company Ltd Rotary piston and cooling means therefor
US3333763A (en) * 1966-02-02 1967-08-01 Nsu Motorenwerke Ag Sealing arrangement for rotary engines
US3373722A (en) * 1965-09-17 1968-03-19 Nsu Motorenwerke Ag Cooling system for the rotor of a rotary internal combustion engine
US3405694A (en) * 1966-12-09 1968-10-15 Nsu Motorenwerke Ag Rotary combustion engine
US3813195A (en) * 1972-03-06 1974-05-28 Copeland Corp Induction system for rotary mechanism
US3877852A (en) * 1974-02-27 1975-04-15 Gen Motors Corp Rotary engine drain pump arrangement
US3881847A (en) * 1973-11-30 1975-05-06 Curtiss Wright Corp Rotary expansion engine of the type having planetating rotor
US3904330A (en) * 1974-02-20 1975-09-09 Outboard Marine Corp Lubricating system for rotary internal combustion engine
US3908607A (en) * 1974-02-20 1975-09-30 Outboard Marine Corp Apparatus for eliminating drains in a rotary combustion engine
US3911870A (en) * 1974-02-22 1975-10-14 Outboard Marine Corp Upper crankshaft bearing lubrication
JPS5161408U (xx) * 1974-11-07 1976-05-14
US4000721A (en) * 1971-07-17 1977-01-04 Birmingham Small Arms Company Limited Rotary internal combustion engines
EP0068104A1 (en) * 1981-06-20 1983-01-05 Norton Motors (1978) Limited Air or charge cooled rotor for a Rotary Engine
US4793304A (en) * 1984-05-11 1988-12-27 Wankel Gmbh Arrangement for cooling the piston of a rotary piston internal combustion engine
US5011387A (en) * 1988-10-11 1991-04-30 Wankel Gmbh Rotary piston internal combustion engine
WO2000036286A1 (en) * 1998-12-17 2000-06-22 Moller International, Inc. Rotary engine having enhanced charged cooling and lubrication
WO2000037784A1 (en) * 1997-12-24 2000-06-29 Moller International Rotary engine having enhanced charged cooling and lubrication
US6668769B1 (en) * 2001-06-11 2003-12-30 Henry P. Palazzolo Two stroke hybrid engine
NL1030336C2 (nl) * 2005-11-02 2007-05-03 Freedom Motors Nederland B V Draaizuigermotor.
US20100326753A1 (en) * 2008-03-19 2010-12-30 Garside David W Rotary Piston Internal Combustion Engine Power Unit
CN102425480A (zh) * 2011-11-03 2012-04-25 中国南方航空工业(集团)有限公司 转子发动机的强制风冷系统
US20140261291A1 (en) * 2011-10-23 2014-09-18 Compound Rotary Engines Limited Rotary Piston Internal Combustion Engine

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US3295505A (en) * 1963-05-31 1967-01-03 Jordan Alfred Rotary piston apparatus
DE1261623B (de) * 1963-06-25 1968-02-22 Borsig Ag Einrichtung zur Kuehlung einer Drehkolbenmaschine, insbesondere eines Drehkolbenverdichters
US3292601A (en) * 1963-10-04 1966-12-20 Daimler Benz Ag Rotary piston internal combustion engine
DE1242043B (de) * 1963-11-02 1967-06-08 Schmidt Gmbh Karl Kolbenlager fuer Rotationskolbenmaschinen
GB1119861A (en) * 1964-08-13 1968-07-17 Toyo Kogyo Kabushiki Kaisha Rotary piston internal combustion engine
US3846053A (en) * 1973-07-16 1974-11-05 S Roberts Rotary internal combustion engine having dynamic fluid seals
DE2560063C2 (de) * 1975-11-28 1983-03-31 Wankel Gmbh, 1000 Berlin Gemischansaugende Kreiskolben-Brennkraftmaschine
DE2553457C3 (de) 1975-11-28 1980-08-14 Wankel Gmbh, 1000 Berlin Gemischansaugende Kreiskolben-Brennkraftmaschine mit Schlupfeingriff
DE3545818A1 (de) * 1985-12-23 1987-07-02 Wankel Gmbh Kuehlsystem einer rotationskolbenbrennkraftmaschine

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CA570641A (en) * 1959-02-17 Everett H. Black, Jr. Rotary internal combustion engine
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US2956554A (en) * 1957-03-18 1960-10-18 Nsu Werke Ag Method of cooling rotary piston internal combustion engines
US2988065A (en) * 1958-03-11 1961-06-13 Nsu Motorenwerke Ag Rotary internal combustion engine
US2990820A (en) * 1958-05-01 1961-07-04 Saijo Genzo Rotating mechanism of main shaft of oil engine

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DE866113C (de) * 1949-01-15 1953-02-05 Berta Hollmann Drehkolben-Brennkraftmaschine
US2920611A (en) * 1955-09-14 1960-01-12 Casini Carlo Romano Rotary internal combustion engine with radial cylinders and variable stroke

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CA570641A (en) * 1959-02-17 Everett H. Black, Jr. Rotary internal combustion engine
US851962A (en) * 1906-04-04 1907-04-30 Louis P Prossen Internal-combustion rotary engine.
US1065962A (en) * 1912-09-21 1913-07-01 Henry D Newburg Rotary engine.
US1846298A (en) * 1926-06-24 1932-02-23 Alcznauer Geza Rotary engine
US2175265A (en) * 1936-10-15 1939-10-10 Gustave J Ornauer Rotary engine
US2808813A (en) * 1952-05-21 1957-10-08 Svenska Rotor Maskiner Ab Rotary positive displacement engine with helically grooved cooled rotors
US2956554A (en) * 1957-03-18 1960-10-18 Nsu Werke Ag Method of cooling rotary piston internal combustion engines
US2939438A (en) * 1957-11-12 1960-06-07 Amanda Cherry Rotary internal combustion chamber
US2988065A (en) * 1958-03-11 1961-06-13 Nsu Motorenwerke Ag Rotary internal combustion engine
US2990820A (en) * 1958-05-01 1961-07-04 Saijo Genzo Rotating mechanism of main shaft of oil engine

Cited By (25)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3302624A (en) * 1964-06-24 1967-02-07 Toyo Kogyo Company Ltd Rotary piston and cooling means therefor
US3373722A (en) * 1965-09-17 1968-03-19 Nsu Motorenwerke Ag Cooling system for the rotor of a rotary internal combustion engine
US3333763A (en) * 1966-02-02 1967-08-01 Nsu Motorenwerke Ag Sealing arrangement for rotary engines
US3405694A (en) * 1966-12-09 1968-10-15 Nsu Motorenwerke Ag Rotary combustion engine
US4000721A (en) * 1971-07-17 1977-01-04 Birmingham Small Arms Company Limited Rotary internal combustion engines
US3813195A (en) * 1972-03-06 1974-05-28 Copeland Corp Induction system for rotary mechanism
US3881847A (en) * 1973-11-30 1975-05-06 Curtiss Wright Corp Rotary expansion engine of the type having planetating rotor
US3904330A (en) * 1974-02-20 1975-09-09 Outboard Marine Corp Lubricating system for rotary internal combustion engine
US3908607A (en) * 1974-02-20 1975-09-30 Outboard Marine Corp Apparatus for eliminating drains in a rotary combustion engine
US3911870A (en) * 1974-02-22 1975-10-14 Outboard Marine Corp Upper crankshaft bearing lubrication
US3877852A (en) * 1974-02-27 1975-04-15 Gen Motors Corp Rotary engine drain pump arrangement
JPS5161408U (xx) * 1974-11-07 1976-05-14
EP0068104A1 (en) * 1981-06-20 1983-01-05 Norton Motors (1978) Limited Air or charge cooled rotor for a Rotary Engine
US4793304A (en) * 1984-05-11 1988-12-27 Wankel Gmbh Arrangement for cooling the piston of a rotary piston internal combustion engine
US5011387A (en) * 1988-10-11 1991-04-30 Wankel Gmbh Rotary piston internal combustion engine
WO2000037784A1 (en) * 1997-12-24 2000-06-29 Moller International Rotary engine having enhanced charged cooling and lubrication
US6164942A (en) * 1997-12-24 2000-12-26 Moller International Rotary engine having enhanced charge cooling and lubrication
WO2000036286A1 (en) * 1998-12-17 2000-06-22 Moller International, Inc. Rotary engine having enhanced charged cooling and lubrication
US6668769B1 (en) * 2001-06-11 2003-12-30 Henry P. Palazzolo Two stroke hybrid engine
NL1030336C2 (nl) * 2005-11-02 2007-05-03 Freedom Motors Nederland B V Draaizuigermotor.
WO2007053006A1 (en) * 2005-11-02 2007-05-10 Freedom Motors Nederland B.V. Rotary piston engine
US20100326753A1 (en) * 2008-03-19 2010-12-30 Garside David W Rotary Piston Internal Combustion Engine Power Unit
US8662052B2 (en) * 2008-03-19 2014-03-04 David W. Garside Rotary piston internal combustion engine power unit
US20140261291A1 (en) * 2011-10-23 2014-09-18 Compound Rotary Engines Limited Rotary Piston Internal Combustion Engine
CN102425480A (zh) * 2011-11-03 2012-04-25 中国南方航空工业(集团)有限公司 转子发动机的强制风冷系统

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Publication number Publication date
GB943693A (en) 1963-12-04
CH399065A (de) 1966-03-31
IT649971A (xx)
BE604370A (fr) 1961-09-18
OA01054A (fr) 1968-08-07
DE1136532B (de) 1962-09-13

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