US3751193A

US3751193A - Rotary engine with intermeshed disks incorporating adjustable gear structure

Info

Publication number: US3751193A
Application number: US00177061A
Authority: US
Inventors: W Mccall
Original assignee: Individual
Current assignee: Individual
Priority date: 1971-09-01
Filing date: 1971-09-01
Publication date: 1973-08-07
Anticipated expiration: 1990-08-07

Abstract

A gearing system is disclosed for a rotary engine of the type in which a pair of intermeshed, segmented rotors are supported in perpendicular relationship to develop spaces of compression and expansion therebetween for operation as an engine, compressor or the like. The rotors are supported on shafts which are somewhat transversely offset, the axes of which lie in spaced apart parallel planes. Each rotor carries a beveled gear wheel, the two being engaged by a third beveled gear wheel supported in intermediate relationship. As disclosed herein, the individual gear wheels are adjustable to accommodate wear of individual members while preserving the critical relationship required therebetween.

Description

3,751,193 Aug. 7, 1973 ROTARY ENGINE WITH INTERMESHED DISKS INCORPORATING ADJUSTABLE GEAR STRUCTURE FORElGN PATENTS OR APPLICATIONS 2,772 11/1912 Great Britain 1 418/195 Primary ExaminerCarlton R. Croyle [76] Inventor: William B. McCall, 1447 'lown & Assistant Examiner-John .I. Vrablik Country Ln., Phoeniz, Ark. 85014 Attorney-Nilsson, Robbins, Wills & Berliner [22] Filed: Sept. 1, l97l 21 A l. N 177,06 1 1 PP 0 l 57 ABSTRACT i 1 Cl /107, 418/195. 74/4 A gearing system is disclosed for a rotary engine of the F016 F040 U F046 17/04 type in which a pair of intermeshed, segmented rotors of Search l0, are uppgrted in perpendicular relationship to develop 74/400 spaces of compression and expansion therebetween for operation as an engine, compressor or the like. The ro- References Clted tors are supported on shafts which are somewhat trans- UNITED STATES PATENTS versely offset, the axes of which lie in spaced apart par- 3,208,437 I 9/1965 Coulter... 1; 418/195 and P Each carries a beveled 8 Wheel 259 9 5 32 w I I 3 103 the two being engaged by a third beveled gear wheel 3,536,425 10/1970 Cancrinus., 413 195 supported in intermediate relationship. As disclosed 774,551 11/1904 Beaumont.... 418/195 herein, the individual gear wheels are adjustable to ac- 928.506 7/l909 gg 9 9 4Iii/195 commodate wear of individual members while preserv- 1,797,l27 3/1931 Brown 418/195 ing the critical relationship required therebetween' 3,060,910 lO/l962 McCall 4l8/l95 3,129,460 4/1964 Berger 4l8/l95 3 Claims, 3 Drawing Figures VALVE J 572067025 4 l 42 J- 45 24 3 XHA //VT4KE EXHAUST 5020c 7025 Q 4 QDJUSTMENT 2 U/V/T aprusme/vr 66 U/V/T flDJZ/ST/VIE/VT ROTARY ENGINE WITH INTERMESHED DISKS INCORPORATING ADJUSTABLE GEAR STRUCTURE BACKGROUND AND SUMMARY OF THE INVENTION Various forms of engines have been proposed in the past which incorporate a pair of rotors, e.g. disks, carrying radially-extending lobes which serve as both pistons and cylinder heads by revolving to repeatedly define a pair of closed cavities in intersecting perpendicular annular passages. An exemplary form of such a structure is shown and described in U.S. Pat. No. 2,674,982 issued Apr. l3, I954, to the present inventor. Another patent covering certain improvement features of such an engine issued to the same inventor on Oct. 30, 1962, as U.S. Pat. No. 3,060,910.

In general, engines of this intermeshed rotor type may be free of reciprocating components and consequently are capable of relatively vibration-free operation in a number of different applications as: compressors, pumps, internal combustion engines, and so on. The elimination of reciprocating components also tends to reduce the maintenance requirements of such engines, thereby resulting in improved economy over various types of engines which are currently in widespread use. However, in spite of the attendant advantages for engines of the type under consideration, some difficulties have been manifest as in the provision of a gear train for coupling the individual rotors to a drive shaft, and maintaining the somewhat-critical synchronism of the rotors and gears, with minimal backlash. A form of gear train, incorporating a synchronizing structure, was developed with the objective of solving these problems and is disclosed in U.S. Pat. No. 3,523,003, issued Aug. 4, 1970. However, the improved gear train was still relatively complex and somewhat expensive to manufacture and maintain. Accordingly, a need continues to exist for a more-economical, simplified system for synchronously coupling the rotors of an engine as described as above to a drive shaft.

In general, the present invention specifically contemplates a gearing system for a rotary engine of the type utilizing a pair of intermeshed rotary disks carried on transversely-related spacially-offset shafts, which gear system incorporates a gear wheel carried upon each rotor shaft, and which wheels engage a third gear wheel that is positioned in offset relationship. The individual rotors are synchronously intercoupled with a minimal gear train and furthermore efficient connection is provided to a drive shaft. The system as disclosed herein also incorporates structure for adjusting the individual gear wheels to preserve synchronism and avoid backlash with wear of the gear wheels.

BRIEF DESCRIPTION OF THE DRAWINGS In the drawings, which constitute part of this specification, an exemplary embodiment demonstrating various objective and features hereof is set forth as follows:

FIG. l'is a somewhatsectionalized perspective and block diagram of an engine constructed in accordance with the principles of the present invention;

FIG. 2 is a plan view of the gearing system incorporated in the engine of FIG. 1; and

FIG. 3 is a front elevation of a component adjustment unit as employed in the engine of FIG. 1.

DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENT As required, a detailed illustrative embodiment of the invention is disclosed herein; however, the embodiment merely exemplifies a structure in which the present invention may be provided. Accordingly, specific structural and functional details disclosed herein are merely representative and in that regard provide a basis for the claims herein which define the scope of the invention.

Referring initially to FIG. I, a pair of meshed rotors l0 and 12 are shown in generally perpendicular relationship. That is, the rotational axis of the rotors l0 and 12 are perpendicularly related. At their outer peripheries, the rotors l0 and I2 each define a pair of diametrically opposed radial lobes, which function both as pistons and as heads when the engine is utilized as an internal-combustion apparatus. Specifically, the periphery of the rotor 10 defines radially extending lobes l4 and 16 while the rotor 12 defines similar lobes l8 and 20. Each of the radial leading and trailing edges of these lobes is beveled or tapered to accommodate a I closely intermeshed synchronous motion between the lobes as the rotors 10 and 12 revolve. Accordingly, compression cycles are developed, at the intersection of the rotors l0 and 12 which may be followed by combustion for drive power, with exhaust occurring at locations remote from the intersection.

The rotor 10 is concentrically supported on an axial shaft 22, which is substantially vertical, as shown. The rotor 12 is similarly supported by a shaft 24, which as shown is disposed substantially horizontally. Consequently, the

shafts

22 and 24 are in transverse relationship; however, all are also offset so that the axes of the shafts lie in spaced-apart parallel planes.

The

shafts

22 and 24 are supported on either side as in a housing 26 (fragmentarily shown) which also de fines perpendicular annular cavities 28 for matingly receiving the rotors I0 and 12 in a closely spaced relationship and supporting the gears. Specifically, the housing 26 includes sections 26A (FIG. 2) and 26B, rigidly attached to the housing 26, for supporting the gear wheels on each side, as described in detail below.

The pairs of spaces between each of the lobes of the rotors l0 and 12 (FIG. 1) may be considered to provide circulating closed pockets which may be charged with combustible gas, that is compressed as a result of the meshing relationship of the rotors, then ignited to im part a drive force to the rotor carrying the charge. The two rotors may operate in a mutual relationship so that they are alternately driven by the forces of combustion and function as the combustion head.

The detailed operation of various engines incorporating intermeshed rotors, as the rotors l0 and 12 as for use in various applications, is considered at length in the above-referenced patents. However, in general, the engine may operate as an internal combustion unit by utilizing fuel that is supplied independently tothe annular chambers defined between the lobes of the separate rotors l0 and 12. Specifically, at locations remote from the intersection between the rotors l0 and 12, intake and exhaust structures are provided with valve apparatus for charging the spaces between the lobes with combustible gas, and exhausting the products of combustion therefrom. Generally, detailed forms of intakeexhaust structures are disclosed referenced patents.

As indicated in FIG. 1, an exhaust port 30 in the housing 28, is separated from a similarly defined intake port 32 by a valve structure 34 which may comprise a rotating vane as disclosed in an above-referenced patent. in the operation of the system, charges of combustible gas are supplied through the intake port 32 and a similar port in an intake-exhaust structure 44 to load annular spaces that are defined between the lobes l8 and 20. As the rotors turn, the combustible charges are carried to the rotor intersection location and compressed into detonation chambers 42. Upon detonation, as described in detail below, drive forces are imparted alternately to the rotors l and 12 which are contained against the flat surface of the other rotor.

As the rotors l0 and 12 continue to move, the products of combustion, in due course are exhausted from the exhaust port 30 and a similar port in the structure 44, for example, as a result of the operation of the valving structure 34. The operation of the two rotors is essentially symmetrical in that rotary forces are applied thereto during alternate detonations, with each force backed by the flat surface of the non-drive rotor. The similarity of operation of the two rotors l0 and 12 is somewhat apparent in view of the symmetry of the structure. The intake-exhaust structure 44 for the rotor 10 is represented simply as a block and may take a form similar to that described for the rotor 12. It is to be noted that the valve structures, e.g., valve structure 34, serving the rotors 10 and 12 may be synchronized as indicated by

dashed lines

46 and 48. That is, if the valve structures comprise revolving plates, synchronous drive may be provided as described in the abovereferenced patents.

In the operation of the illustrative embodiment as an internal-combustion engine, fuel is atomized through the intake ports, e.g., port 32, as by a carburetor (not shown) as well known in the engine art. The combustible charges of gasoline and air are detonated by spark plugs 40 which are received in the detonating chambers 42 which communicate with the combustion charged spaces. Of course, the spark plugs 40 are energized by an electrical system as well known in the prior art whereby to detonate the combustible charge at the desired rotor positions.

As indicated above, the gases resulting from the combustion in the chambers 42 expand into the space 33 which is immediately closed by a flat segment of the rotor 10, the walls of the housing 26 and the radial trailing edge 43 of the lobe 18. Only the lobe 18 is yieldable and is, of course, moving in a yielding direction. However, a considerable drive force is applied to the trailing lobe edge 43, representing a drive force on the rotor 12. Thus, the gaseous products of combustion expand to drive the rotor 12 as they are expended and are finally dispensed from the exhaust port 30 by operation of the valve structure 34.

Thus, it is apparent from the structure as described above that the rotors l0 and 12 drive the

shafts

22 and 24 respectively. The shafts are interconnected by a gearing system to provide rotary power to a drive shaft 50 while concurrently preserving the rotors 10 and 12 synchronously interlocked. In view of the established critical relationship between the rotors 10 and 12, it is particularly important that the gearing system closely couples the rotors together. That is, it is important in in the abovethe unit, that the gearing system is substantially free from backlash and consequently that synchronism is maintained simply and easily so as to preserve the precise angular relationship between the rotors 10 and 12.

Considering the gearing system in somewhat greater detail, the shaft 22 (FIG. 2) extends through the supporting housing segments 26A and 268, between which it receives a concentric, axially aligned beveled gear wheel 52. Somewhat similarly, the shaft 24 also is held between housing segments 26A and 268 at which location a similar gear wheel 54 is provided. The teeth of the

gear wheels

52 and 54 mesh with those of a common gear wheel 56 that is carried by the shaft 50 and which is rigidly supported as by a frame 58.

The meshing of the teeth in each of the

gear wheels

52, 54 and 56 is somewhat complex and in that sense some preliminary consideration may be helpful. At the outset, it is to be understood that the

gear wheels

52 and 54 are angularly disposed in normal relationship, i.e., the axes of rotation for the two

gear wheels

52 and 54 are angularly offset by an angle of substantially Furthermore, the axes are also located in parallel spaced-apart planes. As shown, the

shafts

22 and 24 are journalled through the housing sections 26A and 263 to support the

gear wheels

52 and 54 respectively. The teeth of the

gear wheels

52 and 54 are commonly meshed by teeth of the gear wheel 56 which is carried on the drive shaft 50, journalled through a two-sided support structure 58. The mating engagement of the

gear wheels

52, 54 and 56 is compound in the sense that a bevel gear arrangement is provided, along with the bridging of the planar spaced-apartrelationship of the

shafts

22 and 24. As a consequence, the

gear wheels

52, 54 and 56 are in fact beveled somewhat in accordance with conventional bevel gears; however, furthermore, the teeth of the gears are canted or offset angularly from the radial, to accommodate the spacedapart relationship of the axes of rotation for the

gear wheels

52 and 54.

in addition to the apparent advantages suggested for the structure at this stage of the description, it is to be noted that the gearing system enables the individual gears to be supported on both sides, thereby reducing problems of alignment and wear. It is also noteworthy that the system permits a hunting tooth arrangement. For example, the gear ratios might be 25 (gear wheels 52 and 54) to 101 (gear wheel 56). Accordingly, loads applied to the gear wheel 56 are distributed, resulting in more even wear.

A variety of different techniques may be utilized in the manufacture and assembly of the engine as illustratively described herein. The component elements may be formed of various metals, for example, utilizing any of a variety of metal-forming techniques as well known in the prior art. Subsequently, these component parts may be variously assembled inside the housing 26 which defines the annular cavities in which the rotors l0 and 12 turn. Additionally, the housing 26 affords various bearings and support surfaces as indicated in FIG. 1 and for supporting an ignition system as well as a carburetion system in accordance with techniques well known in the art and disclosed in the abovereferenced patents.

The formation of the

gear wheels

52, 54 and 56 for a specific application involves gear computations as well known in the prior art which may be accomplished by the use of digital computers. On the completion of specific definitions of the gear wheels 52, S4 and 56, these structures may be formed as by machining techniques. Final assembly of the structure involves placement of the rotor units inside the housing, locked in synchronous relationship which is accomplished by meshing the teeth of the

gear wheels

52, 54 and 56. Note that as all the

gear wheels

52, 54 and 56 are beveled toward the engine (FIG. 2) de-coupling simply involves moving the gear wheel 56 internally along its axis. Upon accomplishing such alignment, the gear wheels are meshed and may be effectively operated for a prolonged duration.

As suggested above, the need may arise to adjust the gears to compensate for wear therebetween. Accordingly, adjustment units 62, 64 and 66 are provided to lock the

shafts

22, 24 and 50 respectively in selected positions, against axial displacement. Accordingly, if

gear wheels

52, 54 and 56 become worn, the adjustment units 62, 64 and 66 may actuate the gear wheels to reestablish the desired meshed relationship relatively free of backlash.

Although the adjustment units 62, 64 and 66 may take a wide variety of different forms for locking a gear wheel in different positions along its axis, one form which may be employed is shown in FIG. 3. Specifically, considering a gear hub of the shaft 24, an annular recess 70 is defined therein which matingly receives a key 72 integrally carried by a key block 74. A yoke 76 supports the key block 74 between a pair of locking

studs

78 and 80. Consequently, by adjusting the

studs

78 and 80, with lock nuts 81 and 83, the axial position of the shaft 24 may be variously established and fixed. As indicated above, this adjustment may be quite significant in maintaining synchronism of the system which, as suggested above, is somewhat critical for an engine of the type disclosed herein.

As suggested above, various other forms of adjustment units may be employed as well as various other specific components; consequently, the scope hereof is not to be limited by the disclosed embodiment but rather shall be defined by the claims as set forth below.

What is claimed is: 1. A compression, expansion rotary engine, comprismg:

first and second intermeshed, rotor means the axes of which are in perpendicular relationship;

a housing means for enclosing said rotor means whereby to support said rotor means and whereby said rotor means develops a compressionexpansion cycle;

gear means intercoupling said first and second rotor means, including first and second bevel gear wheels defining gear teeth, first and second rotary shafts concentrically affixed to said first and second rotor means respectively, first and second support means affixed to said housing means, each of said support means including a pair of spaced-apart support structures for supporting said rotary shafts on both sides of said bevel gear wheels, and a single interconnecting gear wheel defining teeth, and means for supporting said interconnecting gear wheel whereby the teeth thereof are in meshing relationship with the teeth of said first and second gear wheels,

and

means for locking said gear wheels at various axially displaced positions to preserve meshing relationship.

2. A compression, expansion rotary engine according to claim 1 wherein said gear wheels are each similarly beveled with reference to said housing means.

3. A compression, expansion rotary engine according to claim 1, wherein said first and second bevel gear wheels are mounted in an axial relationship of substantially ninety degrees and wherein said interconnecting gear wheel is disposed in substantially equal angular relationship to said first and second gear wheels.

k I I Ilt

Claims

1. A compression, expansion rotary engine, comprising: first and second intermeshed, rotor means the axes of which are in perpendicular relationship; a housing means for enclosing said rotor means whereby to support said rotor means and whereby said rotor means develops a compression-expansion cycle; gear means intercoupling said first and second rotor means, including first and second bevel gear wheels defining gear teeth, first and second rotary shafts concentrically affixed to said first and second rotor means respectively, first and second support means affixed to said housing means, each of said support means including a pair of spaced-apart support structures for supporting said rotary shafts on both sides of said bevel gear wheels, and a single interconnecting gear wheel defining teeth, and means for supporting said interconnecting gear wheel whereby the teeth thereof are in meshing relationship with the teeth of said first and second gear wheels, and means for locking said gear wheels at various axially displaced positions to preserve meshing relationship.