WO1999063208A1 - Rotary engine and compressor - Google Patents
Rotary engine and compressor Download PDFInfo
- Publication number
- WO1999063208A1 WO1999063208A1 PCT/NZ1999/000069 NZ9900069W WO9963208A1 WO 1999063208 A1 WO1999063208 A1 WO 1999063208A1 NZ 9900069 W NZ9900069 W NZ 9900069W WO 9963208 A1 WO9963208 A1 WO 9963208A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- engine
- motor
- torque link
- link arm
- rotor
- Prior art date
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
- 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
- F01C1/40—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 having a hinged member
- F01C1/44—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 having a hinged member with vanes hinged to the inner member
-
- 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
Definitions
- This invention relates to engines and motors and to compressors and pumps for compressing or pumping fluids
- the invention consists in an engine or motor comprising, a stator having inlet means for supply of a fluid or fluids to the engine or motor and exhaust means for the removal of fluid or fluids from the engine or motor a rotor rotatably mounted relative to the stator, a moveable torque link arm means provided on the rotor, the torque link arm means in use providing a wall of an expansion chamber of the engine or motor, and an inner circumferential surface provided on the stator, the inner circumferential surface being profiled or contoured to provide an expansion path means and a compression path means for expansion and compression phases of operation of the engine or motor
- the invention consists in an engine or motor comprising; a stator having inlet means for supply of fluids to the engine, and exhaust means for the removal of combusted or expanded fluids from the engine, a rotor rotatably mounted relative to the stator, two pairs of moveable torque link arm means provided on the rotor, each pair of the torque link arm means providing walls of an expansion chamber or
- the invention consists in a method of operating an engine or motor, the method comprising the steps of; supplying an inlet fluid or fluids to a compression chamber of the engine or motor, walls of the compression chamber including parts of two moveable torque link arm means, varying the area of one wall of the compression chamber exposed to the inlet fluids relative to the area of at least one of the other walls of the compression chamber so as to compress the inlet fluids, transferring the compressed fluids to a combustion or expansion chamber of the engine or motor, walls of the combustion or expansion chamber including parts of two moveable torque link arm means, igniting the compressed fluids, and varying the area of one wall of the combustion chamber exposed to said fluids as said fluids relative to the area of at least one of the other walls of the combustion chamber constant so as to provide a required torque characteristic.
- the invention consists in a stationary housing for housing an engine, motor or compressor, the housing comprising a central casing having an inner circumferential surface, a part of the inner surface being profiled or contoured to provide a first expansion or compression path means and another part being profiled or contoured to provide a second expansion or compression path means, the remainder of the inner surface being of a different profile or contour to the first surface and the second surface, the first and second surfaces being profiled or contoured so that two moveable torque link arm means provided on the rotor are progressively moved relative to the rotor during at least a part of the operating cycle of the engine or compressor.
- the invention consists in a rotor for an engine, motor or compressor, the rotor comprising a body, a support means for mounting the body relative to a stationary housing of said engine or compressor so as to allow relative rotational movement between the body and the housing, the body having a two pairs of moveable torque link arm means thereon at least parts of which provide walls of an expansion chamber and/or a compression chamber of the engine or compressor.
- the invention consists in apparatus for compressing or pumping fluids, comprising; a stationary housing according to the preceding statement of invention, a rotor rotatably mounted relative to the stator, two moveable torque link arm means provided on the rotor, the torque link arm means both providing walls of a compression chamber of said compressor or pump.
- Figure 1 is a diagrammatic side elevation in cross section of an internal combustion engine
- Figure 2 is an isometric view of a moveable torque link arm of the engine of figure 1 ;
- FIG 3 is a side elevation ofthe torque link arm shown in figure 2, showing part of the seal assembly;
- Figure 4 is a partial side elevation of an alternative torque link arm to that shown in figures 2 and 3;
- Figure 5 is an exploded end elevation of another alternative torque link arm and sealing arrangement
- Figure 6 is an end elevation of an optional guiding cam for use with the torque link arms of the preceding figures
- Figure 7 is a partial side elevation of the torque link arm shown in figure 5;
- Figure 8 is a diagrammatic side elevation and cross-section of an internal combustion engine in accordance with the present invention at the point of ignition in a normal cycle of operation of the engine;
- Figure 9 is a diagrammatic side elevation of the engine of Figure 8 with the engine of that figure shown during an expansion or combustion phase of the operation of the engine;
- Figure 10 is a diagrammatic side elevation and cross-section of the engine of figures 8 and 9 shown in a phase of operation immediately preceding exhaust
- Figure 11 is a diagrammatic side elevation and cross-section of the engine of figures 8 to 10 shown in a phase of operation corresponding to the end of the exhaust phase and beginning of an inlet phase;
- Figure 12 is a diagrammatic side elevation and cross-section of the engine of figures 8 to 11 shown in a cycle at the end of the inlet phase;
- Figure 13 is a diagram of the operating cycle of the engine of figures 8 to
- Figure 14 is a diagram of the possible geometry of the stator of the engine of figures 8 to 13;
- Figure 15 is a diagrammatic side elevation and cross-section of a further alternative embodiment of an internal combustion engine in accordance with the present invention. Best Modes of Carrying out the Invention
- an engine or motor that may be used as an internal combustion engine is shown, generally referenced 100.
- the engine 100 may be generally referred to as a Variable Geometry Rotary Engine, and is in some respects similar to my engines described in International applications PCT/NZ93/00123 and PCT/NZ96/00103.
- the engine has a stationary housing or stator 101 and a rotor 102, which is rotatably mounted relative to the stator 101.
- the rotor has an output shaft 104.
- the normal direction of rotation of the shaft 104 and the rotor is indicated by arrow 106.
- the stator 101 has holes 108 and 110 about the periphery thereof.
- Holes 108 may be used to stack engines and/or compressors together, and holes 110 are used to attach front and rear end plates to each engine as will be described further below.
- the stator also has cooling fins 112, which are preferably disposed about most, or the entire outer periphery of the stator. Depending on the cooling method adopted, cooling fins 112 may not be required, as the engine may be cooled by any desirable method, for example liquid cooling.
- Holes 114 are provided in output shaft 104, and in rotor 102, and in use contain bolts for fixing the shaft to the rotor.
- the rotor has two moveable torque link means 116 and 118 which are leading and trailing torque link aims, respectively, and which are pivotally connected to rotor 102 by pins or the like 120 and 122.
- Torque link arms 116 and 118 are biased against inner walls of the stator so that the torque link arms "wipe" inner surfaces of the stator.
- a number fo biassing methods may be used.
- the preferred biasing method is profiled grooves on an inner side wall of the end caps of the stator casing as described further below.
- recesses are provided in the rotor 102 to allow the torque link arms to move generally radially relative to the rotor as the rotor rotates relative to the stator.
- FIG 2 one of the torque link aims 116 and 118 is shown in isometric view for clarity.
- the preferred torque link arm sealing arrangement is shown in figure 3, in which a button seal 128 is shown and which is in use located in edge 130 of the torque link arm.
- the button seal contains a leaf spring 132 or other form of biasing means which biases a torque link arm edge seal 134 against the inner surfaces of the stator 101.
- One or more holes 136 may be provided in the torque link arms to reduce their mass.
- the torque link arm of figure 3 has side surfaces 138 which are preferably machined sufficiently accurately to provide a seal between the torque link arm and the front and/or rear end caps of the engine. Therefore, only one of seals 128 and 134 are required on each torque link arm. However, in some applications, the desired quality of the sealing surface on side surfaces 138 may not be able to be achieved, in which case the alternative shown in figure 4 may be used. As can be seen from figure 4, a further button seal 140 is provided which contains a further spring and edge seal (not shown), and a side seal 142 is provided between the two button seals.
- buttons spring 144 which holds button seal 130 in contact with the front and/or rear end plates is shown together with another alternative sealing method which comprises a torque link arm end cap 146 which is biased against the front and/or rear end plates of the engine by spring 148.
- the cap is machined to provide a seal.
- Figure 6 shows a cam 150 which is provided on a part of the torque link arm, for example on the central web of the torque link arm, for guiding the torque link arm relative to the stator inner surface by means of a corresponding cam profile in one or both end plates of the stator.
- This arrangement is the preferred method of mechanically controlling the arms relative to the inner stator surfaces, as the mass of the rapidly rotating torque link arms can impose unacceptably high forces on the seals 134.
- the cam 150 is shown within a ball race 152 so that it may move relative to a groove provided in a wall of the front or rear end plates of the engine. In this arrangement the torque link arm load is carried by the front or rear end plates rather than the seals 134.
- Figure 7 shows a side elevation of the torque link arm end cap 146 of figure 5.
- the rotor 102 has button seals 156 and 158 that contain edge seals 160 and 162. Between these seals, an edge seal 164 is provided.
- the position of the pivotal attachment of the torque link arms to the rotor provides maximum rotational moment, and the rotor as a whole has sufficient inertia to eliminate the need for a flywheel.
- Torque link arm 116 has moved radially pivotally away from the centre of rotor 102 as it follows the contour of the profiled inner surface 166 of the stator which in figure 1 extends from Top Dead Centre (TDC) at 168 to point 172. Combustion occurs until exhaust which is located at point 170, but could be varied with variations in engine design.
- TDC Top Dead Centre
- the angular extent of the surfaces 166 and 174 can be varied as long as seal 134 of the trailing torque link arm 118 is in contact with surface 174 while the leading torque link arm 116 is in the combustion phase between the point of ignition and exhaust.
- the working chamber which may also be referred to as the combustion chamber or expansion chamber, is effectively provided between the sealing edge surfaces of torque link arms 116 and 118, seals 128 and 134 of each torque link arm, seals 156, 158, 160, 162 and 164, and the inner surfaces 170 and 174.
- the edge seal 164 is preferably curved so that its edge is not concentric with the rotor to prevent it wearing a groove in the inner surfaces of the end caps.
- a combustion region or "cell” 165 is provided in the rotor to assist proper combustion. Positioning the combustion cell in the rotor, rather than the stator, provides the advantage that there is no space in the stator from which combusted gases are difficult to extract.
- FIG. 8 an embodiment of the present invention is shown which includes two profiled or contoured paths on the inner circumferential surface of the stator.
- Figures 8 to 12 use the same reference numerals as those used in the preceding figures to denote the same or similar features.
- the combustion chamber or expansion chamber is effectively provided between the sealing edge surfaces of torque link arms 116 and 118, seals 128 and 134 of each torque link arm, seals 156, 158, 160, 162 and 164, and the inner surfaces of 170 and 174.
- compressed inlet gases are contained within the working chamber and ignition has just occurred.
- the rotor has rotated from the position shown in figure 8 to that shown in figure 9.
- the area 176 of leading torque link arm 116 that is exposed to combusting gases in the chamber is now much greater than the area of the trailing link arm between seals 162 and 134 that is exposed to the combusting gases.
- the profile of the expansion path 166 departs from an axis of rotation which is concentric with that of the output shaft to allow the area 176 of the leading torque link arm to become progressively greater as the rotor rotates through the combustion cycle.
- the profile of the inner circumferential surface 74 of the stator may be varied so as to provide the engine with a required torque characteristic during the combustion or expansion phase.
- the present embodiment of the invention also allows required compression parameters to be satisfied as will be explained further below.
- the rotor is shown in a position at the end of the combustion phase of the engine cycle.
- Seal 134 of the leading torque link arm 116 is at a position where it is about to allow the combusted gases to exit the stator through exhaust port 180. Once the seal passes the exhaust port, the combusted gases exit the combustion chamber through the exhaust port, and the trailing torque link arm 118 "sweeps" the combustion chamber to ensure that the gases are extracted.
- the leading torque link arm 116 begins to move into a second profiled or contoured portion 167 of the stator inner circumferential surface during which the exposed area 176 of the leading torque link arm 116 increases whilst that of the remaining torque link arm remains substantially constant. Accordingly, the volume of the second working chamber increases, drawing in inlet gases.
- the end of the inlet cycle is shown as seal 134 of the trailing torque link arm 118 passes over the exhaust port 180 to close the exhaust port and therefore stop further inlet gases entering the second working chamber.
- seal 134 of the trailing torque link arm 118 passes over the exhaust port 180 to close the exhaust port and therefore stop further inlet gases entering the second working chamber.
- each phase my be shown as having a duration of approximately 90 degrees of rotor revolution, so that a complete cycle of operation occurs in one rotor revolution of 360 degrees.
- TDC Top Dead Centre
- the combustion or power phase 302 begins and lasts for 90 degrees of rotor rotation.
- the point in the combustion phase at which maximum torque occurs will depend upon the contour of the expansion path 166 formed in the inner stator surface, but is likely to be between 30 degrees and 45 degrees after TDC.
- the exhaust phase 304 begins after completion of the combustion phase, and similarly lasts for approximately 90 degrees of rotor rotation after which the intake phase 306 begins. As previously mentioned, there is in use some overlap between exhaust and inlet phases, and there may also be overlap between the other phases of operation.
- the inlet phase lasts for approximately 90 degrees after which the compression phase 308 begins and lasts the remaining 90 degrees until the rotor returns to TDC ready for another combustion phase.
- Outer circle 320 having a centre 322 represents the minimum inner diameter of an initial piece of material (e.g. aluminium alloy) from which the stator housing is to be constructed.
- the diameter of the inner stator circumferential surface centred on the axis of rotation of the rotor i.e. about centre 322 is shown as circle 324.
- the first and second expansion paths can then be designed by drawing first and second circles 326 and 328 respectively which have centres 330 and 332 offset from centre 322 at an angle of 45 degrees for example. The extent of the offset is such that the offset circles do not extend beyond the circumference of outer circle 320.
- Figure 15 uses the same reference numerals as those used in preceding figures to denote the same or similar features.
- the difference in the construction shown in figure 15 from those described above is the use of two pairs of torque link arms.
- Each torque link arm in a pair provides a leading torque link arm and a trailing torque link arm.
- the rotor can be described by referring to it as two substantially symmetric parts, generally referenced A and B in figure 15.
- part A has a leading torque link arm 116A and a trailing torque link arm 118A.
- part B has a leading torque link arm 116B and a trailing torque link arm 118B.
- Each pair of torque link arms are mounted on pivotable or rotatable mountings 350 and 352 which allow each arm to follow the contour of the inner circumferential surface of the stator housing.
- the operation of each of the parts A and B is the same as described above with reference to figures 8 to 14, but there are two pairs of arms, so the work performed in each cycle will be doubled.
- the effect of the rotor construction shown in figure 15 is to double the expansion or compression phases for each physical 360 degree rotation of the rotor. This will at least in theory double the torque and double the power output of the engine at a given speed. If the construction is being used as a compressor, the volume of compressed fluids provided will be doubled. It will be seen that the rotor could be further modified to provide three or more pairs of torque link arms to provide further increases in engine or compressor performance. It will also be apparent that the rotor construction shown in figure 15 could be applied to the stator construction shown and described with reference to figures 8 to 12. Such a combined construction would have the advantages of two complete operating cycles occurring in one physical 360 degree rotation of the rotor.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
- Compressor (AREA)
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP99928242A EP1092083A1 (en) | 1998-06-02 | 1999-06-02 | Rotary engine and compressor |
AU45344/99A AU4534499A (en) | 1998-06-02 | 1999-06-02 | Rotary engine and compressor |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
NZ330575 | 1998-06-02 | ||
NZ33057598 | 1998-06-02 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1999063208A1 true WO1999063208A1 (en) | 1999-12-09 |
Family
ID=19926745
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/NZ1999/000069 WO1999063208A1 (en) | 1998-06-02 | 1999-06-02 | Rotary engine and compressor |
Country Status (4)
Country | Link |
---|---|
EP (1) | EP1092083A1 (en) |
CN (1) | CN1310784A (en) |
AU (1) | AU4534499A (en) |
WO (1) | WO1999063208A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
BE1019290A5 (en) * | 2010-04-14 | 2012-05-08 | Nutrition Sciences Nv Sa | FOOD SUPPLEMENT INCLUDING OLIGOSACCHARIDES AND MEDIUM CHAIN FATTY ACIDS. |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE392328C (en) * | 1924-03-26 | Heinrich Vollmer | Piston for rotary lobe pumps | |
DE2336292A1 (en) * | 1973-07-17 | 1975-02-06 | Erich Gustav Glitza | Rotary piston engine rotor carries pivoting pistons - fitted in housing jacket with elliptical cross-section |
GB1500619A (en) * | 1974-03-11 | 1978-02-08 | Bradley T | Rotary positive-displacement fluid-machines |
GB2083557A (en) * | 1980-08-08 | 1982-03-24 | Osmond Leonard David | Rotary Positive-displacement Fluid-machines |
WO1995008699A1 (en) * | 1993-09-22 | 1995-03-30 | Eric Edward Austin | A rotary vane engine |
WO1997012133A1 (en) * | 1995-09-26 | 1997-04-03 | Christopher Bernard Wade | Rotary engine and compressor |
US5787856A (en) * | 1997-05-19 | 1998-08-04 | Dunton; Galen M. | Rotary engine |
-
1999
- 1999-06-02 WO PCT/NZ1999/000069 patent/WO1999063208A1/en not_active Application Discontinuation
- 1999-06-02 CN CN 99808991 patent/CN1310784A/en active Pending
- 1999-06-02 EP EP99928242A patent/EP1092083A1/en not_active Withdrawn
- 1999-06-02 AU AU45344/99A patent/AU4534499A/en not_active Abandoned
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE392328C (en) * | 1924-03-26 | Heinrich Vollmer | Piston for rotary lobe pumps | |
DE2336292A1 (en) * | 1973-07-17 | 1975-02-06 | Erich Gustav Glitza | Rotary piston engine rotor carries pivoting pistons - fitted in housing jacket with elliptical cross-section |
GB1500619A (en) * | 1974-03-11 | 1978-02-08 | Bradley T | Rotary positive-displacement fluid-machines |
GB2083557A (en) * | 1980-08-08 | 1982-03-24 | Osmond Leonard David | Rotary Positive-displacement Fluid-machines |
WO1995008699A1 (en) * | 1993-09-22 | 1995-03-30 | Eric Edward Austin | A rotary vane engine |
WO1997012133A1 (en) * | 1995-09-26 | 1997-04-03 | Christopher Bernard Wade | Rotary engine and compressor |
US5787856A (en) * | 1997-05-19 | 1998-08-04 | Dunton; Galen M. | Rotary engine |
Also Published As
Publication number | Publication date |
---|---|
AU4534499A (en) | 1999-12-20 |
CN1310784A (en) | 2001-08-29 |
EP1092083A1 (en) | 2001-04-18 |
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