WO1992021867A1 - Moteur rotatif a cycle continu - Google Patents

Moteur rotatif a cycle continu Download PDF

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Publication number
WO1992021867A1
WO1992021867A1 PCT/US1992/003854 US9203854W WO9221867A1 WO 1992021867 A1 WO1992021867 A1 WO 1992021867A1 US 9203854 W US9203854 W US 9203854W WO 9221867 A1 WO9221867 A1 WO 9221867A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotor
gears
abutments
inner cavity
gear
Prior art date
Application number
PCT/US1992/003854
Other languages
English (en)
Inventor
Benjamin Tour
Asher Bartov
Original Assignee
Benjamin Tour
Asher Bartov
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Benjamin Tour, Asher Bartov filed Critical Benjamin Tour
Publication of WO1992021867A1 publication Critical patent/WO1992021867A1/fr

Links

Classifications

    • 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
    • F01C21/08—Rotary pistons
    • F01C21/0809—Construction of vanes or vane holders
    • F01C21/0818—Vane tracking; control therefor
    • F01C21/0827—Vane tracking; control therefor by mechanical means
    • 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
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
    • F01C1/3566—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member the inner and outer member being in contact along more than one line or surface
    • 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
    • F02B55/14—Shapes or constructions of combustion chambers
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • 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 rotary motors.
  • Rotary motors are an alternative to conventional four stroke piston driven engines.
  • a typical rotary motor will have a rotor that rotates within a housing to push air into a combustion chamber, wherein the air is combusted with fuel into a pressurized gas that pushes the rotor back through another cycle.
  • Rotary engines eliminate the need for a crankshaft and other parts that are required in a piston engine to convert the translational movement of the pistons into a rotation of the driveshaft. The rotary engine is thus lighter, mechanically more efficient and less complex than conventional four stroke engines.
  • U.S. Patent No. 3,040,530 issued to Yalnizyan discloses a rotary engine that has a pair of abutments, that together with the rotor divide the inner cavity of the housing into four chambers.
  • the air ports and combustion chamber are located in the housing to create a stroke cycle engine.
  • the abutments are pushed up by the cam surface of the rotor, to allow the rotor to rotate within the motor housing.
  • the rotor pushes air and exhaust between the combustion chamber and the air ports.
  • the various chambers must be sealed relative to each other. This requires that the abutments remain in constant contact with the rotor during the engine cycle.
  • the present invention is a rotary motor with a pair of abutments that move relative to a rotor, through the rotation of gears operatively connected to both the abutments and the rotor.
  • the abutments and rotor are located within a housing such that the inner cavity of the housing is divided into four chambers.
  • the rotor has a pair of blade sections that are in constant contact with the motor housing, so that the chambers are essentially sealed from each other.
  • Also connected to the housing is an intake port, an exhaust port and two ports that allow fluid communication between the inner cavity and a combustion chamber. The rotor rotates within the inner cavity pushing air from the intake ports to the exhaust ports.
  • the abutments are constructed to move in a linear direction, to allow the blade sections to rotate from one chamber to another.
  • the movement of the abutments is synchronous with the rotation of the rotor, .so that the abutments are always in contact with the rotor to insure that there is negligible fluid communication between chambers.
  • the abutments are connected to the rotor through a pair of gears that are external to the inner cavity of the housing.
  • the gears are attached to a crankshaft that translates the rotation of the rotor into a linear movement of the abutments.
  • the blade sections of the rotor each have a pair of concave surfaces with an outline which insures that the abutments and rotor are always in contact with each other.
  • the coupling of the abutments to the rotors through an external gear linkage mechanism minimizes the force applied to the rotor by the abutments.
  • Such an arrangement thus greatly reduces the wear and increases the life of the seal between the rotor and abutments, and increases the efficiency of the engine as a whole.
  • the output torque of the rotor that is required to move the abutments is also reduced, improving the efficiency of the motor over engines in the prior art.
  • the gears preferably have a 2:1 turn ratio so that the abutments move from an extended position to a fully retracted position twice every 360 degrees of rotor rotation.
  • Figure 1 is a cross-sectional view of a rotary engine of the present invention
  • Figure 2 is a cross-sectional view similar to Fig. 1, showing a rotor rotated such that air is pushed from a second chamber into a combustion chamber;
  • Figure 3 is a cross-sectional view similar to Fig. 1, showing the rotor rotated to a position wherein the air is combusted with fuel in the combustion chamber;
  • Figure 4 is a cross-sectional view similar to Fig. 1, showing the pressurized gas created by the combusted fuel/air mixture entering a third chamber and pushing the rotor;
  • Figure 5 is a cross-sectional view similar to Fig. 1, showing the rotor pushing the exhaust gas out of an exhaust port;
  • Figure 6 is a side view of the rotary motor with a pair of gears that couple the rotor to a pair of abutments;
  • Figure 7 is a cross-sectional view of Fig. 6, taken at line 7-7, showing a crankshaft connected to the gears and abutments so that the rotation of the rotor is translated into a linear movement of the abutments;
  • Figure 8 is a cross-sectional view of Fig. 6 taken at line 8-8;
  • Figure 9 is a cross-sectional view similar to Fig. 8 showing the incorporation of one output shaft;
  • Figure 10 is a cross-sectional view similar to Fig. 6 showing an alternate embodiment of the rotary engine
  • Figure 11 is a cross-sectional view of Fig. 10 taken at line 11-11.
  • Figure 1 is a rotary motor 10 of the present invention.
  • the motor 10 has a rotor 12 that can rotate within an inner cavity 14 of a housing 16. Also within the inner cavity 14 is a pair of abutments 18 that can move relative to the housing 16 in the directions indicated by the arrows.
  • the abutments 18 and rotor 12 define a first 20, a second 22, a third 24 and a fourth 26 chamber within the housing 16.
  • the housing 16 also has first 28, second 30, third 32 and fourth 34 ports that allow fluid communication between the inner cavity 14 and an outside source.
  • the motor 10 has a combustion chamber 36 that is in fluid communication with the inner cavity 14 through the second 30 and third 32 ports.
  • the combustion chamber 36 may have a first one-way valve 38 that allows fluid to only flow from the second chamber 22 to the chamber 36.
  • the first port 28 is connected to a source of air 40, such that air 40 can enter the first chamber 20 through port 28.
  • the fourth port 34 is coupled to an exhaust system (not shown) that allows exhaust gases to flow from the fourth chamber 26.
  • the rotor 12 rotates within the housing 16.
  • the motor 10 may include a valve 41 that initially blocks the port 32 when the engine is started. As the rotor 12 rotates air is compressed into the combustion chamber 36. Fuel 42 is also introduced into the chamber 36 through a second one-way valve 44. The fuel 42 is continuously added while air is flowing into the combustion chamber 36 A fuel nozzle is preferable to incorporate fuel injection. As shown in Figure 3, the fuel 42 and air 40 are ignited in the combustion chamber 36 to create a pressurized gas 46. At this point the valve 41 is opened, where it remains until the motor is shutdown and restarted.
  • the pressurized gas 46 flows into the third chamber 24 and applies a force against the rotor 12 to rotate the same within the housing 16.
  • the gas pressure within the chamber 36 also keeps the valve 38 closed, so that as the rotor 12 rotates, the air within the second chamber 22 is compressed. While the air is being compressed, the pressure of the gas decreases, due to the increasing volume of the third chamber 24 as the rotor rotates away from the third port 32.
  • the valve 38 remains closed until the pressure of the compressed air within the first chamber 22 is greater than the gas pressure within the chamber 36.
  • the compressed air then flows into the combustion chamber 36.
  • the air continues to flow into the flow into the combustion chamber, because of the changing volumes in the second 22 and third 24 chambers.
  • the intake of air into the combustion chamber pushes out the exhaust and provides air for another combustion cycle. Further rotation of the rotor 12 pushes the exhaust through the fourth port 34 as another combustion cycle is occurring.
  • the motor operates in a standard Otto cycle, wherein the air is compressed (increasing pressure and decreasing volume) in the second chamber 22 when the intake valve 38 is closed, the pressure within the working chamber (chambers 24 and 36) increases during combustion, and the pressure decreases while the volume increases as the rotor 12 rotates from the third port 32 to the fourth port 34.
  • the present invention thus provides a motor that requires only one valve in the combustion chamber during the operation cycle of the engine. Because there is no "exhaust valve" in the combustion chamber 36, there is a point where the fourth port 34 is in fluid communication with the second port 30 (when the rotor 12 is between the second 30 and third 32 ports) and the compressed air can flow out of the working chamber.
  • the one valve combustion chamber also provides an engine stroke that is continuous because the gas pressure is always driving the rotor. Unlike engines of the prior art, there is no closing of an exhaust valve to interrupt the flow of gas from the combustion chamber. The continuous flow is particularly efficient in producing rotor speeds in the range of 6000 RPM. Additionally, the motor 10 provides an increasing pressure ratio as the engine load increases. The higher pressure ratio improves the efficiency of the engine.
  • the abutments 18 move relative to the rotor 12 so that the chambers 20-26 are always separated.
  • the abutments 18 preferably have a seal at one end that is in constant contact with the rotor 12.
  • the blade sections 47 of the rotor 12 may also have a seal that is in constant contact with the housing 16. The seals prevent fluid communication between the chambers during the pressurization and depressurization of the same.
  • the movement of the abutments 18 is synchronized with the rotation of the rotor 12, so that the abutments 18 are always in contact with the rotor 12.
  • the blade sections 47 of the rotor 12 are always in contact with the housing 16.
  • Figures 6-8 show a preferred embodiment of a mechanism that couples the movement of the abutments 18 to the rotation of the rotor 12.
  • Extending from the rotor 12 is a pair of first gears 48 that rotate simultaneously with the rotor 12.
  • Attached to the housing 16 is a pair of second gears 52 that can rotate relative to the housing 16.
  • the second gears 52 mesh with the first gears 48.
  • the diameters of the first gears 48 and the second gears 52 are approximately the same, so that any turning of the first gears 48 produce an equal rotation of the second gears 52.
  • the second gears 52 are connected third gears 54 that mesh with a pair of fourth gears 56.
  • the fourth gears 56 are connected by a shaft 58 that extends through the rotor 12, such that the fourth gears 56 are coupled together.
  • the shaft 58 rotates independently of the rotor 12.
  • the diameter of the third gears 54 are approximately twice the diameter of the fourth gears 56, wherein the fourth gears 56 rotate two revolutions per every single revolution of the third gears 54.
  • each fourth gear 56 Connected to each fourth gear 56 is a crankshaft 60. Pivotally connected to the crankshafts 60 and abutments 18 are a pair of first 62 and second 64 linkage arms as shown in Fig. 7. The crankshafts 60 and linkage arms allow the rotation of the third gears 56 to be translated into a linear movement of the abutments 18, as is well known in the art.
  • the motor 10 may have two output shafts 66 connected to gears 54 as shown in . Figure 8, or one output shaft 66 connected to gears 52 and 54 as shown in Figure 9. The use of one output shaft 66 reduces the complexity and frictional losses of the motor 10.
  • rotation of the rotor 12 causes the first gears 48 to turn the second gears 50.
  • Rotation of the second gears 50 turns the fourth gears 56 and crankshafts 60, which cause the abutments 18 to move in the directions indicated by the arrows in Fig. 2.
  • the abutments 18 continually move as the rotor 12 rotates within the inner cavity 14.
  • the abutments 18 move from an extended position as shown in Fig. 1, to a retracted position as nearly shown in Fig. 3, to allow the rotor 12 to rotate within the inner cavity 14.
  • the gears have a 2:1 gear ratio so that the abutments 18 move from the extended position to the retracted position, and then back down to the extended position per every half revolution of the rotor 12.
  • the 2:1 gear ratio is required because the rotor 12 has two blade sections 47. If the rotor 12 had three blade sections then a 3:1 gear ratio would be required, because the abutments 18 would have to go up and down three times per every revolution of the rotor 12.
  • Figures 10 and 11 show another embodiment of the present invention. Attached to the rotor 12 is a first gear 70 that is coupled to a pair of second gears 72.
  • the second gears 72 have output shafts 74 that are connected to crankshafts 76.
  • the crankshafts 76 are attached to the abutments 18, so that rotation of the second gears 72 is translated into linear movement of the abutments 18.
  • the first gear 70 is connected to the rotor 12, to rotate with the rotor 12 and turn the second gears 72. Rotation of the second 70 and first 72 gears moves the abutments 18, so that the abutments 18 are always in contact with the rotor 12.
  • the diameter of the first gear 70 is approximately twice as large as the diameters of the second gears 72.
  • the rotor 12 preferably has a shape wherein each blade section 47 has a pair of concave surfaces that intersect at the outermost portions of the rotor 12.
  • the outline of the rotor 12 is defined by the equation:
  • R E ⁇ ] 1 - r j x sin 2 (2 x ⁇ ) + c x Cos(2 x ⁇ )
  • R the local rotor radius length.
  • ⁇ the local rotor radius angle.
  • c the crankshaft radius.
  • the above defined outline will insure that the abutments 18 are always in contact with the rotor 12 during the entire motor cycle.
  • This coordinated abutment/rotor movement eliminates the need for a positive pressure seal between the two members as is required in the art.
  • the unique shaped rotor 12 herein disclosed also increases the chamber volume and compression ratio, thereby increasing the efficiency of the motor x . In additi it minimizes the abutments' jerk levels.
  • the rotor 12 may be coupled to an output shaft (not shown) so that the motor 10 can power a vehicle or device.
  • the motor 10 can be constructed as a hydraulic or pneumatic pump, wherein the first 28 and third 32 ports receive fluid, and the second 30 and fourth 34 ports supply fluid.
  • the rotor 12 may be rotated by an external power source such that the fluid is pumped from the first 28 and third ports 32 to the second 30 and fourth 34 ports, respectively.
  • the first 28 and second ports 30 can be connected to a source of steam or pressurized fluid and the third 32 and fourth 34 ports can be attached to a fluid.
  • the steam would then enter the first chamber 20 and push the rotor 12 to allow the steam to flow out of the second port 30.
  • the pressure of the steam would cause the rotor 12 to rotate and pump the fluid from the third port 32 through the fourth port 34.

Abstract

L'invention se rapporte à un moteur rotatif comportant une paire de butées (12) qui se déplacent par rapport à un rotor par l'intermédiaire de la rotation d'engrenages (48, 52, 54, 56) reliés de façon opérationnelle aux deux butées (18) et au rotor (12). Les butées (18) et le rotor (12) sont montés dans un carter (16) de sorte que la cavité interne du carter se divise en quatre chambres. Le rotor (12) présente une paire d'aubes se trouvant en contact constant avec le carter du moteur, pour que les chambres soient toujours fermées hermétiquement et se trouvent ainsi isolées les unes des autres. Au carter (16) sont également reliées une paire d'orifices (28, 32) d'admission et une paire d'orifices d'échappement (30, 34).Les butées (18) sont conçues pour se déplacer dans un sens linéaire, de façon à permettre aux aubes de tourner par un mouvement de rotation d'une chambre à l'autre. Les butées (18) sont reliées au rotor par une paire d'engrenages qui sont extérieurs à la cavité interne du carter. Les engrenages sont fixés à un vilebrequin qui transforme par translation la rotation du rotor en mouvement linéaire des butées (18). Les aubes du rotor (12) présentent chacune une paire de surfaces concaves ayant un profil conçu pour que les butées (18) et le rotor (12) soient assurés de rester toujours en contact entre eux.
PCT/US1992/003854 1991-05-10 1992-05-11 Moteur rotatif a cycle continu WO1992021867A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US69854991A 1991-05-10 1991-05-10
US698,549 1991-05-10
US78492791A 1991-10-30 1991-10-30
US784,927 1991-10-30
US88050992A 1992-05-08 1992-05-08
US880,509 1992-05-08

Publications (1)

Publication Number Publication Date
WO1992021867A1 true WO1992021867A1 (fr) 1992-12-10

Family

ID=27418668

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1992/003854 WO1992021867A1 (fr) 1991-05-10 1992-05-11 Moteur rotatif a cycle continu

Country Status (2)

Country Link
IL (1) IL101824A (fr)
WO (1) WO1992021867A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3126637A4 (fr) * 2014-04-02 2017-11-08 Fanara, Roberto Moteur rotatif acch à régulation de taux de compression variable

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6962A (en) * 1849-12-18 thompson
GB190004627A (en) * 1900-03-10 1900-06-02 James Croxall Brooks Improvements in Rotary-Pumps.
US1061107A (en) * 1911-12-19 1913-05-06 Carl F Nordmark Pump and prime mover.
DE356724C (de) * 1922-07-27 Wilhelm Maier Explosionskraftmaschine mit sich drehender Trommel
US1721855A (en) * 1929-07-23 Motob
US1846298A (en) * 1926-06-24 1932-02-23 Alcznauer Geza Rotary engine
US2045081A (en) * 1935-04-15 1936-06-23 Walter L Hart Machine for translating semifluids and comminuted solids
FR1131238A (fr) * 1955-09-13 1957-02-19 Moteur rotatif à combustion interne
US3323500A (en) * 1965-08-16 1967-06-06 Joseph J Murin Rotary engine

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6962A (en) * 1849-12-18 thompson
DE356724C (de) * 1922-07-27 Wilhelm Maier Explosionskraftmaschine mit sich drehender Trommel
US1721855A (en) * 1929-07-23 Motob
GB190004627A (en) * 1900-03-10 1900-06-02 James Croxall Brooks Improvements in Rotary-Pumps.
US1061107A (en) * 1911-12-19 1913-05-06 Carl F Nordmark Pump and prime mover.
US1846298A (en) * 1926-06-24 1932-02-23 Alcznauer Geza Rotary engine
US2045081A (en) * 1935-04-15 1936-06-23 Walter L Hart Machine for translating semifluids and comminuted solids
FR1131238A (fr) * 1955-09-13 1957-02-19 Moteur rotatif à combustion interne
US3323500A (en) * 1965-08-16 1967-06-06 Joseph J Murin Rotary engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3126637A4 (fr) * 2014-04-02 2017-11-08 Fanara, Roberto Moteur rotatif acch à régulation de taux de compression variable

Also Published As

Publication number Publication date
IL101824A0 (en) 1992-12-30
IL101824A (en) 1996-10-31

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