US3390667A - Two-stage cooling system for heat machine components - Google Patents

Two-stage cooling system for heat machine components Download PDF

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US3390667A
US3390667A US574374A US57437466A US3390667A US 3390667 A US3390667 A US 3390667A US 574374 A US574374 A US 574374A US 57437466 A US57437466 A US 57437466A US 3390667 A US3390667 A US 3390667A
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heat
rotor
liquid
wall
primary
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Charles A E Beurtheret
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CIE FRANCAISE THOMSON
FRANCAISE THOMSON Cie
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CIE FRANCAISE THOMSON
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    • 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
    • F02B55/08—Outer members for co-operation with rotary pistons; Casings
    • F02B55/10—Cooling thereof
    • 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
    • F01C19/10—Sealings for working fluids between radially and axially movable parts
    • 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
    • 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

  • This invention relates to cooling systems for the heated components of heat machines, including both engines and compressors.
  • the invention has especial utility in connection with the cooling of pistons of combustion engines, both of the reciprocatory-piston type and the rotary-piston type. It will, therefore, be described in terms of such use, but this should not be construed as a limitation on the scope of the invention.
  • the pistons of combustion engines serve to define variable-volume spaces or compression chambers containing hot gases and/ or combustion mixtures under high pressures, and the piston must provide a tight seal against such pressures with the help of piston rings or equivalent sealing elements. If the pistons and their seals are to op crate correctly, it is essential that the large amounts of heat generated in the compression chambers to which piston surfaces are exposed, shall be dissipated at a sufiiciently high rate to the exterior.
  • the problem of providing adequate rates of heat dissipation from the pistons of large-sized engines has been found especially diflicult to solve in the case of the multilobed rotary pistons, or rotors, of the so-called rotarypiston engines, in which the rotor and stator are formed with interengaging lobes differing in number by unity, so that the rotor revolves in a complex path within the stator to define the variable-volume chambers therein.
  • the path of the rotor within the stator may be epicycloidal (sometimes called epitrochoidal) or hypocycloidal (also called hypotrochoidal) depending on the geometry of the machine. Such paths will generically be referred to as trochoidal herein.
  • Evaporation cooling in which heat is abstracted from a heated surface by a boiling liquid in contact with the surface, is very attractive in theory because it should enable attainment of much higher heat dissipation rates than would be possible with a single-phase liquid coolant, due to the high latent heats of vaporization of certain common liquids including water.
  • Early attempts at evaporation cooling encountered frustrating difiiculties because of so-called spheroidal-state ebullition and resulting burn-out. That is, it was found that wherever the temperature of the heatdissipating surface locally exceeded a rather moderate critical temperature (about C. for water at ordinary pressure), spheroidal-state ebullition would set in and the temperature would tend to jump almost instantly to an enormously higher value (of the order of 1000 C.), causing destructive burnout at a point of the metal surface.
  • Vapotron broadly involve the provision of heat-dissipating formations in the form of protuberances (bosses and/ or ribs) separated by channels or grooves, projecting from the heat-dissipating surface into the boiling liquid, and so shaped and dimensioned that stable temperature gradients are established along their sides.
  • Vapotron technique have thus made it feasible to reach rates of heat dissipation and cooling efficiencies very greatly superior to those achievable with singlephase liquid cooling.
  • Vapotron technique have been successfully applied on a worldwide industrial scale to the cooling of high-power electron discharge tubes, and have made it possible to construct such tubes having power ratings very many times greater than was earlier possible.
  • Vapotron coolers have also been applied to the cooling of fuel elements in nuclear power plants, and in other applications.
  • Vapotron or non-isotherm evaporation-cooling, techniques
  • a secondary coolant fluid specifically lubricant oil
  • FIG. 1 is a simplified cross sectional view of a rotarypiston engine provided with cooling means according to the invention, the section being on the line A-A of FIG. 2;
  • FIG. 2 is a sectional view on line B-B of FIG. 1;
  • FIG. 3 is a fragmentary view showing the general conditions of the fluid in the primary chamber during the inward stroke of the rotary piston;
  • FIG. 4 similarly shows the conditions during the outward stroke of the piston
  • FIG. 5 shows the conditions at an intermediate stage during movement reversal
  • FIG. 6 is a simplified sectional View of a reciprocatingengine piston provided with cooling means according to the invention in a different embodiment.
  • FIG. 1 A rotary-piston engine of generally conventional layout is illustrated in FIG. 1 as comprising a five-lobed stator 1 and an inner four-lobed rotor 5.
  • the stator 1 includes an outer casing wall 1A of generally pentagonal shape and an inner wall 2 having a contour resembling a five-pointed star.
  • the inner stator wall 2 internally defines five concaves lobes 2. The meeting of each pair of adjacent lobes defines a cusp at which an inwardly-opening slot 11 is formed, with a seal strip 11' positioned in the slot.
  • the inner stator wall 2 projects outwards to form a suitably shaped compression chamber 19 sealed at its outer end which is spaced inward from the outer casing wall 1A so as to define a peripheral space 12 between the inner wall 2 and outer wall 1A of the stator.
  • the outer wall 1A and the inner wall 2 of the stator 1 constitute an integral casting having parallel spaced transverse end walls 2C and 2D, so that the space 12 constitutes a sealed enclosure.
  • the structure thus described is firmly, and preferably dismountably, assembled as by bolts (not shown) between the transverse end flanges 1C and ID of the stator.
  • the rotor 5 is in the form of a four-lobed recessed shell having transverse walls 15 and 16 rotatably slidable in close mating engagement with the stator sidewalls or end flanges 1C and 1D.
  • Annular sealing strips 17 inserted in slots formed in the outer surfaces of the rotor sidewalls 15 and 16 near the outer edges thereof engage the inner surfaces of stator sidewalls 1C and 1D.
  • the rotor shell extending across the rotor end walls 15 and 16 is four-lobed as is clearly apparent from FIG. 1, and each of the four outwardly convex lobes 6, 7, 8 and 9 of the rotor is adapted for close mating engagement with each of the five concave lobes of the stator shell 2. It will be understood that in the operation of the engine only one of the rotor lobes can at any particular time be fully seated in a concave stator lobe, and in FIG. 1 this condition is shown for the uppermost rotor lobe 6.
  • the rotor end walls 15 and 16 are provided in their central regions with hubs 18 and 19 respectively, which are secured to said end walls by way of annular insert members 27 and 28, secured in said end walls by way of interfltting shoulder joints and annular seals 29 as shown, for convenience of assembly.
  • the hubs 18 and 19 are formed with cylindrical inner bearing surfaces which rotatably surround an eccenter member 4.
  • the smooth bearings described may be replaced with antifriction bearings if desired.
  • the eccenter 4 is part of the engine output shaft 3, which is rotatably received in cylindrical bearing surfaces formed internally of end hubs formed integrally with the stator sidewall flanges 1C and ID as shown.
  • the smooth stator bearings of the rotor may likewise be replaced with antifriction bearings.
  • Each of the five stator combustion chambers 10 is equipped with conventional fuel injection, ignition, and exhaust means, here shown only schematically as including an intake valve and an exhaust valve 81 and 82 projecting into each compression chamber 10 of the stator, and an ignition plug 83 (or a fuel injector, as the case may be) projecting centrally into the chamber.
  • the rotary piston or rotor 5 is constrained to describe a complex motion, epitrochoidal in character, within the stator, during which each of the four rotor lobes 6-9 is successively seated in a stator lobe, thereby Sealing the corresponding stator compression chamber 10-. It can be shown that as the engine shaft 3 rotates, the rotor 5 has a component of rotation about the center axis C of the shaft, in a direction reverse from that of the shaft at an angular rate four times slower than that of the shaft as indicated by the arrows.
  • the rotor 5 has another component of motion which is a circular translation described bodily with the circular translation of the center of said eccenter 4 about the shaft axis C, and this last component of motion imparts to each of the rotor lobes 6-9 a radial reciprocation toward and away from the center axis C.
  • the result of this composite movement of the rotor is to cause a cyclic variation of the effective volume of the sealed chambers defined between the rotor and stator.
  • the timing of the intake and exhaust valving and the ignition means is so predetermined as to ignite the combustible fuel-air mixture in each of the five stator chambers 10 in succession,
  • the engine thus operates in a fourstroke cycle.
  • the coaction of the rotor and stator is such that it is always the same pair of rotor lobes, herein lobes 7 and 9 respectively, which are exposed to the gases at the intake and exhaust strokes of the cycle, and always the other pair of rotor lobes, as shown the lobes 6 and 8, which are exposed to the gases during compression and expansion.
  • the rotor lobes are unequally loaded thermally, the lobes 6 and 8 being exposed to considerably more heat than the lobes 7 and 9.
  • the inner space of the recessed rotor 5 is divided into a radially outer, or primary, chamber 40 and a radially inner or secondary 38 by an annular wall 24 which, in the disclosed embodiment, is formed from any suitable fluid-tight sheet material resistant to corrosion and to the operating temperatures involved and having good heatconductivity, such as suitable copper alloy or steel sheet.
  • Wall 24 is preferably formed with accordion pleats as shown or with other suitable convolutions, in order to maximize the total area of heat transfer between its two sides.
  • the axial ends of the tubular wall 24 are suitably attached to the annular inserts 27 and 28 of the rotor end walls by welding or brazing.
  • the primary and secondary chambers are completely sealed from each other.
  • the primary or outer chamber 40 moreover, is itself completely sealed in operation.
  • Chamber 40 after evacuation of air therefrom, is partly filled with a body of primary heat transfer liquid, which may be water or other suitable liquid vaporizable and chemically stable under the pressure and temperature conditions of operation as will be later described.
  • the inner, secondary chamher 38 contains in operation a body of liquid which constitutes both a secondary heattransfer fluid and a lubricant for the moving parts of the engine, specifically for lubricating the stator and rotor bearings and gearings, which liquid may be any suitable and usual grade of oil.
  • the oil in the secondary chamber 38 inwardly of annular separating wall 24 is connected with an external flow circuit, schematically shown, through passages as follows:
  • An oil inlet tube 30 is externally connected to a source of pressure lubricant such as an oil pump 86, extends through one of the stator hubs, the left one as shown, and connects internally with an annular groove 31 formed in the inner bearing surface of the stator, thereby to lubricate said bearing.
  • Groove 31 is connected by a short radial duct drilled into the engine shaft 3 with a longitudinal bore 32 formed in said shaft, which bore is shown plugged at 32A at its axially outer end, and as extending in the other or inward axial direction over a major part of the axial length of eccenter 4.
  • a number of axially spaced radial holes 33 drilled through eccenter 4 discharge at their outer ends into the secondary chamber 38.
  • a second longitudinal bore 35 is drilled into shaft 3 and eccenter 4 from the opposite direction and is plugged at 35A, the bores 33 and 35 being transversely spaced from each other in a plane coinciding with the common diametric plane of shaft 3 and eccenter 4 as is visible in FIG. 1.
  • Bore 35 is connected with the secondary chamber 38 at the side of eccenter 4 diametrically opposite the side containing the radial drill holes 33, by way of a similar series of axially spaced radial drill holes 34.
  • Bore 35 is connected by a short radial passage with an annular groove 36 formed in the corresponding stator hub similar to inlet groove 31, and connecting with groove 36 is an oil outlet tube 37 connected to the external lubricant system, specifically an air radiator or other oil cooler 88 as here shown, from which the cool oil is returned to pump 86.
  • the intake and discharge grooves or chambers 31 and 36 are connected by way of narrow channels or passages, as schematically indicated, to deliver oil to suitable points of the bearing surfaces of the assembly.
  • the primary chamber 40 defined between the outer surface of the accordion-pleated wall 24 and the inner surface of rotor shell 14 is partly filled with a vaporizable liquid which may be permanently sealed within the cavity of chamber 40.
  • the primary liquid may be water with a suitable proportion of antifreeze agent mixed with it, or it may be any other liquid having a suitable boiling temperature, preferably within the range from to C. at ordinary pressure.
  • ethyl alcohol, trichloroethylene and tetrachloroethylene are examples of liquids usuals as the primary cooling fluid of the invention instead of or in addition to water.
  • the primary chamber 40 is preferably filled with liquid to more than half its total capacity, so that most of the inner surface of separator wall 24 is at all times contacted by said liquid even at rest and at idling rates of the motor.
  • Suitable deflecting baflle means may be provided in the chamber 40 in a generally conventional manner to ensure that a substantial contact area of the liquid with the heated surfaces of the rotor shell is present even at low engine rates.
  • the four-stroke operating cycle of the engine shown is such that in each of the five stator chambers 10, the intake and exhaust strokes occur when the rotor lobes 7 and 9, respectively, are seated with the stator lobe under consideration, whereas the compression and expansion strokes take place as the rotor lobes 6 and 8, respectively, are thus seated.
  • the lobes 6 and 8 are exposed to maximum heating, and the inner surfaces of these rotor lobes are, accordingly, shown as being provided with Vapotron-type heat dissipating projections 39 in the form of parallel ribs and grooves extending in a circumferential direction over the inner surface of each lobe.
  • the ribs and grooves are shown with a triangular cross sectional contour similar to that disclosed in the applicants co-pending US. patent application Ser. No. 512,090, filed Dec. 7, 1965. Alternatively they may be constructed as disclosed in applicants US. Patent 3,235,004. As disclosed in said patent and said patent application, the heatdissipating projections 39 have as their general function to establish and maintain stable temperature gradients over the surfaces thereof in contact with the vapour in the primary chamber 40, whereby higher surface temperatures can be safely reached without any danger of local destruction or burnout of the metal.
  • the rotor describes a complex trochoidal type of motion with respect to the stator, and its movement can be broken down into a component of rotation due to the rotation of shaft 3 about its center axis C, and a component of translation due to the circular displacement of the eccentric 4 about the shaft axis C.
  • the first, rotational, component is considerably the lower of the two, and is comparatively unimportant; its effects will be briefly referred to later.
  • the principal forces acting on the primary liquid are the inertial forces created by the second or translatory component of rotor motion which produces in effect, a radial reciprocation of the rotor relative to the axis of the stator.
  • the primary liquid sealed in chamber 40 is subjected to high radial accelerations towards and away from the stator axis, as a result of which said liquid is alternately forced outwards against the ridged rotor surface 17, and inwards against the accordion-pleated surface of the annular separator wall 24.
  • an intermediate phase during which there is a mixture of liquid and vapour substantially completely filling the annular primary chamber and contacting both its outer (rotor) surface and its inner (separator 24) surface.
  • FIG. 3 illustrates the condition that obtains as the rotor lobe 6 is travelling radially inwards towards the stator axis as indicated by the arrow, so that the liquid phase 40A is forced into contact with the ridged inner surface of said lobe, while vapour is contacting the outer surface of the pleated separator 24. At this time there is intense local boiling and vaporization of the liquid along the sides of the ridges 39 and particularly in the bottoms of the grooves 42 between them.
  • vapour that is thus formed is discharged radially inwards by the high centripetal pressure generated by the radial inward rotor movement at this time, and is forced through the annular body of liquid 40A to collect in the inner vapour space indicated at 41, where the vapour partially condenses in contact with the relatively cool surface of separator 24. During this phase, therefore, intense dissipation of heat from the hot rotor lobe 6 to the primary liquid 40A takes place.
  • the liquid 40A is forced through the vapour 41 that has collected in the radially inward region during the preceding phase by the strong inertial forces and an intensely active mixing action occurs, producing what is effectively a liquid-vapour emulsion 45 filling the chamber, as illustrated in FIG. 5.
  • the vapour condenses in the midst of the liquid considerably cooler than it, and the average temperature of the body of liquid 40A rises.
  • the third phase sets in as the rotor lobe 6 moves radially outward, so that the body of liquid 40A is now pressed against the pleated separating wall 24. It is chiefly during this phase that the heat accumulated by the primary liquid during the first two phases is transferred through separator 24 to the secondary liquid, the oil, in the secondary chamber 38 forming part of the lubricating circuit earlier described.
  • the liquid forced against the ridged wall is able to resume immediate contact with the relatively cool apices of the protuberances and the normal evaporation heat transfer operation earlier described can at once be resumed, with the continuous stable temperature gradients being present from the cool tips to the hot roots of the protuberances, which may be carried to temperatures well above the so-called critical boiling temperature (about C. for water at ordinary pressure), which it would not be permissible to exceed in the absence of the protuberance owing to the danger of burn-out, as explained in the applicants earlier patents and publications referred to.
  • said protuberances 39 are made relatively massive so as to have substantial thermal inertia.
  • the circular component of rotor movement also has an action on the heat transfer cycle.
  • This component acts to impart to the annular body of liquid in the primary chamber a turbulent bodily rotation with respect to the rotor.
  • the resulting centrifugal forces only have a minor modifying effect on the cyclic process described above.
  • the bodily rotation of the liquid annulus is beneficial in that it serves to equalize the temperatures between the four lobes of the rotor which, as earlier indicated, are unequally loaded thermally in the 4- stroke embodiment described.
  • the effect is especially marked during periods of acceleration and deceleration due to the increased turbulence at such times. This improves the uniformity of the heat transfer and, additionally, tends to equalize the thermal expansion effects to which the rotor is exposed.
  • each of the five combustion chambers 16 is partly formed with heat dissipating protuberances 13, such as ridges and grooves, which may be formed similar to the protuberances 39.
  • the chamber 12 is prefeiably connected with an external circulatory system by way of an inlet and an outlet not shown. Alternatively it may be sealed and cooled by the surrounding air, or a secondary cooling liquid.
  • the oil in the secondary cooling system is pumped with a flow rate such that its temperature rise on contacting the separator 24 does not exceed 20 C. at the maximum engine operating rates, and is passed through an external cooling system such as a radiator 88 whereby the average temperature of the oil is held at about 70 C.
  • the separating or secondary heat transfer wall 24 is arranged to transfer a heat flux of about watts per sq. centimeter with a temperature drop across said wall not exceeding 30 C. It is noted that this conduction rate is readily achieved in view of the great tubulence of the primary liquid contacting the wall.
  • the highest pressure reached by the vapour in the limited vapour space provided in the primary chamber 40, which vapour is generated in the grooves of the protuberances 39 as earlier described, is found to be in the range of from 2 to 4 atmospheres, which corresponds to a boiling temperature of about 120 C. It is here noted that said maximum vapour pressure is limited only by the condensation simultaneously occurring in the liquid.
  • the condensation produced by mixtures of the vapour with liquid in a turbulent emulsion of the kind present during the transitional phase of the heat transfer cycle previously described herein (FIG. 5 is very efficient and its efficiency rises rapidly as the temperature difference between the vapour and liquid phases increases.
  • a temperature difference of only C. as present between the 100 C. primary liquid and its vapour at 120 C., is amply sufiicient to ensure more than the required condensation capacity.
  • the 2 to 4 atmospheres pressure range in the primary chamber 40 is substantially of the same order of magnitude as the oil pressures normally used in engine lubricating systems.
  • the pressures on both sides of the separating wall 24 are therefore about the same, and this simplifies the construction of this wall e.g. from corrugated metal sheet having good heat transfer characteristics, since said wall will not be subjected in operation to high mechanical stresses.
  • the dimensions of the extensions 39 can be determined from the heat conductivity of the metal constituting said wall, the nominal value of the heat flux density present through the wall at the maximum rate of engine operation, and certain other physical properties of the primary liquid used. The parameters available make it possible to predetermine said dimensions for a good economy and maximum performance in each particular instance of use.
  • the rotor wall 5 when thus constructed will be capable of transferring heat flux densities of several hundred watts per sq. em while having an average temperature in the groove 43'between the extensions 39 only 20 or 30 C. higher than the temperature of the vapour generated in said grooves.
  • the maximum temperature at the primary heat transfer surface 6 is substantially less than 200 C.
  • the outer surface of said rotor wall which is exposed to the heated gases does not greatly exceed about 200 C. even in the presence of an intense heat flux. Tests have confirmed these results, and it is evident that greatly reduced operating temperatures obtainable with the cooling system of the invention will correspondingly improve the operating conditions of the engine, including the efficiency ratio, the lubrication of the relatively moving surfaces and generally the performance and service life of the engine.
  • piston rings or seals such as 17 are exposed to very active cooling owing to their proximity to the heat-dissipating formations 39. At higher operating loads; the evaporation of the primary coolant liquid is not restricted to said heat dissipating formations but extends also to the adjacent surface areas 46 of the rotor and flanges, thereby assuring energetic cooling of said piston rings.
  • FIG. 6 the invention is shown as embodied in a reciprocatory piston, e.g. of a marine engine or the like.
  • the piston comprises a skirt 51 and an endwall 47, shown outwardly concave, formed as an integral casting, and the inner surface of the endwall 47 being formed with heat dissipating extensions of the type disclosed e.g. in the applicants last-identified patent application.
  • Conventional piston rings 48 are seated in grooves 49 formed in the upper peripheral surface region of the skirt.
  • a plugging disk 50 is sealingly secured, as by welding, across the inner bore of the skirt 51 not far from its open and, so as to define between the disk 50 and the ridged surface of the endwall 47 a sealed space or chamber.
  • the sealing disk 50 is formed with aligned bearings 52 and 53 in which the cross'pin 54 of the connecting rod 55 is journalled.
  • the secondary cooling system in this embodiment comprises a coil pipe 57 mounted in the primary chamber on the inner surface of disk 50 and having an inlet end connected to a passage 58 in the crosspin 54 and thence a passage 59 in the connecting rod 55.
  • the free end of the coil 57 is connected by way of a calibrated orifice 60 with the interior of a sealed chamber defined by a dome 61 upstanding from the disk 50.
  • the coil 57 is mounted coaxially around this dome and is supported in place by spacers such as 62.
  • the secondary circuit may comprise the usual accessories not shown including an oil pump for circulating the oil through passage means in the crankshaft (not shown) and by way of the crank bearing, which it may serve to lubricate in passing, up the passages 59 and 5-8 through the coil 57 and calibrated orifice 60, which serves to determine the flow rate of the oil, into outlet chamber defined in dome 61. From this chamber the oil may flow out by suitable outlet means not shown, directly into the crankcase, preferably lubricating the crosspin hearing 54 on its way out.
  • an oil pump for circulating the oil through passage means in the crankshaft (not shown) and by way of the crank bearing, which it may serve to lubricate in passing, up the passages 59 and 5-8 through the coil 57 and calibrated orifice 60, which serves to determine the flow rate of the oil, into outlet chamber defined in dome 61. From this chamber the oil may flow out by suitable outlet means not shown, directly into the crankcase, preferably lubricating the crosspin hearing 54 on its way out.
  • the plugging disk 50 may have a scalable filling plug
  • cylinder heads, not shown, of the reciprocatory engine including the piston just described may if desired be provided with evaporation cooling means generally similar to the means described and shown for the corresponding parts of the rotary-piston engine of FIGS. 1-2, including if desire the Vapotron like heat dissipating extensions shown at 13 in FIG. 2.
  • the heat dissipating formations referred to in the last paragraph and at other points of the disclosure, in particular the formations 39 provided on the inner surfaces of the rotor lobes in FIGS. 1 and 2 and the inner surface of the piston and wall in FIG. 6, may assume a wide variety of forms. Preferably they are of either of the types disclosed in the applicants prior US. Patent 3,235,- 004 or in the applicants copending patent application Ser. No. 512,090, filed Dec. 7, 1965.
  • the extensions or protuberances and intervening channels are so dimensioned as to satisfy substantially the relations wherein d represents the average transverse Width of an interprotuberance channel, a the average transverse width of a protuberance between adjacent channels, the heat conductivity factor of the wall material, and m a numerical coefficient within the range from about 0.7 to about 1.8, when a and b are expressed in centimeters and c in watts transmitted heat per centimeter and per degree centigrade.
  • the extensions or protuberances and intervening channels are so dimensioned as to satisfy substantially the relations wherein 17 represents the height of a protuberance, .r and s the base area and total side surface area of protuberance respectively, 0 the heat conductivity coefficient of the wall material, q the critical value of heat flux density of said liquid at the operating pressure, 0 a specified temperature drop from the base to apex of a proturberance, 1 the maximum specified value of heat flux density per unit area of the heat input surface, k a numerical safety factor selectable over the range from 1 to 2, and p a numerical efiiciency factor selectable over the range from 0.8 to 1.6.
  • a cooling system for said member comprising:
  • a cooling system for said member comprising:
  • a heat exchanging and separating wall extending between said primary and secondary enclosures in a general direction transverse to said component of motion of said member, said heat exchanging and separating wall having good heat conducting characteristics and being shaped as a heat exchanger between two moving liquids whereby said sealed body of primary liquid will be intermittently thrown against said separating wall by the inertial forces created by said periodically varying acceleration to promote heat transfer from said primary cooling liquid to said secondary coolant fluid.
  • said machine is a rotary-piston machine of the type including a multi-lobed rotor described a trochoidal motion relative to a stator so as to define variable-volume working chambers therein, and wherein said rotor comprises said moving member.
  • said machine includes a shaft mounted for rotation in the stator, an eccenter secured on the shaft, and means mounting said rotor for slidable motion on the eccenter, and wherein said separating wall comprises an annular wall surrounding the eccenter and defining an annular outer primary enclosure outwardly limited by the inner wall surfaces of the rotor lobes, and an annular inner 14 secondary enclosure inwardly limited by the eccenter.
  • said separating wall is in the form of an accordion pleated sleeve.

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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)
  • Engine Equipment That Uses Special Cycles (AREA)
  • Heat-Exchange Devices With Radiators And Conduit Assemblies (AREA)
US574374A 1965-09-07 1966-08-23 Two-stage cooling system for heat machine components Expired - Lifetime US3390667A (en)

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FR30619A FR1458413A (fr) 1965-09-07 1965-09-07 Perfectionnements aux dispositifs de réfrigération de pièces mobiles de machines thermiques

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US (1) US3390667A (enrdf_load_stackoverflow)
JP (1) JPS4328354B1 (enrdf_load_stackoverflow)
DE (1) DE1551084A1 (enrdf_load_stackoverflow)
ES (1) ES330925A1 (enrdf_load_stackoverflow)
FR (1) FR1458413A (enrdf_load_stackoverflow)
GB (1) GB1120185A (enrdf_load_stackoverflow)
NL (1) NL6612135A (enrdf_load_stackoverflow)

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3838668A (en) * 1972-12-26 1974-10-01 L Hays Combustion engine heat removal and temperature control
US3883276A (en) * 1972-10-20 1975-05-13 Volkswagenwerk Ag Discharge arrangement for the exhaust gas from the work areas of a rotary piston combustion engine
US3969049A (en) * 1975-07-17 1976-07-13 Curtiss-Wright Corporation Rotary engine rotor and oil seal configuration
US3976404A (en) * 1975-02-19 1976-08-24 Caterpillar Tractor Co. Lubrication of compression seals in rotary engines
US4014631A (en) * 1975-12-01 1977-03-29 Caterpillar Tractor Co. Heat pipe cooling of a rotary engine rotor
US4850827A (en) * 1986-08-18 1989-07-25 Wankel Gmbh Cooling system of an eccentric shaft of a rotary piston internal combustion engine
US5031579A (en) * 1990-01-12 1991-07-16 Evans John W Cooling system for internal combustion engines
US20080011115A1 (en) * 2006-07-12 2008-01-17 Aisin Ai Co., Ltd. Lubricating structure of a rotational shaft oil sealing portion
CN103912371A (zh) * 2013-01-09 2014-07-09 优华劳斯汽车系统（上海）有限公司 一种旋转活塞式内燃机的排气结构
US10554086B2 (en) * 2016-09-06 2020-02-04 Andritz Hydro Gmbh Method for cooling the rotor of an electric generator

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2339825C1 (ru) * 2007-04-23 2008-11-27 Александр Андреевич Волков Способ охлаждения роторно-реактивного двигателя внутреннего сгорания
CN110925082B (zh) * 2019-12-13 2021-10-22 李炳强 叶旋发动机

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2175265A (en) * 1936-10-15 1939-10-10 Gustave J Ornauer Rotary engine
US3176915A (en) * 1962-07-02 1965-04-06 Curtiss Wright Corp Cooling system for a rotary mechanism
US3303829A (en) * 1964-04-03 1967-02-14 Renault Rotors for rotary engines

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2175265A (en) * 1936-10-15 1939-10-10 Gustave J Ornauer Rotary engine
US3176915A (en) * 1962-07-02 1965-04-06 Curtiss Wright Corp Cooling system for a rotary mechanism
US3303829A (en) * 1964-04-03 1967-02-14 Renault Rotors for rotary engines

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3883276A (en) * 1972-10-20 1975-05-13 Volkswagenwerk Ag Discharge arrangement for the exhaust gas from the work areas of a rotary piston combustion engine
US3838668A (en) * 1972-12-26 1974-10-01 L Hays Combustion engine heat removal and temperature control
US3976404A (en) * 1975-02-19 1976-08-24 Caterpillar Tractor Co. Lubrication of compression seals in rotary engines
US3969049A (en) * 1975-07-17 1976-07-13 Curtiss-Wright Corporation Rotary engine rotor and oil seal configuration
US4014631A (en) * 1975-12-01 1977-03-29 Caterpillar Tractor Co. Heat pipe cooling of a rotary engine rotor
US4850827A (en) * 1986-08-18 1989-07-25 Wankel Gmbh Cooling system of an eccentric shaft of a rotary piston internal combustion engine
US5031579A (en) * 1990-01-12 1991-07-16 Evans John W Cooling system for internal combustion engines
US20080011115A1 (en) * 2006-07-12 2008-01-17 Aisin Ai Co., Ltd. Lubricating structure of a rotational shaft oil sealing portion
US8573361B2 (en) * 2006-07-12 2013-11-05 Aisin Ai Co., Ltd. Lubricating structure of a rotational shaft oil sealing portion
CN103912371A (zh) * 2013-01-09 2014-07-09 优华劳斯汽车系统（上海）有限公司 一种旋转活塞式内燃机的排气结构
US10554086B2 (en) * 2016-09-06 2020-02-04 Andritz Hydro Gmbh Method for cooling the rotor of an electric generator

Also Published As

Publication number Publication date
GB1120185A (en) 1968-07-17
DE1551084A1 (de) 1970-01-29
ES330925A1 (es) 1967-10-16
FR1458413A (fr) 1966-03-04
NL6612135A (enrdf_load_stackoverflow) 1967-03-08
JPS4328354B1 (enrdf_load_stackoverflow) 1968-12-05

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