WO2004088110A1 - Moteur rotatif avec rotors a deplacement alterne - Google Patents

Moteur rotatif avec rotors a deplacement alterne Download PDF

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Publication number
WO2004088110A1
WO2004088110A1 PCT/CN2004/000266 CN2004000266W WO2004088110A1 WO 2004088110 A1 WO2004088110 A1 WO 2004088110A1 CN 2004000266 W CN2004000266 W CN 2004000266W WO 2004088110 A1 WO2004088110 A1 WO 2004088110A1
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WO
WIPO (PCT)
Prior art keywords
rotors
speed
rotor
interactive
shaft
Prior art date
Application number
PCT/CN2004/000266
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English (en)
Chinese (zh)
Inventor
Liangji Meng
Original Assignee
Liangji Meng
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 Liangji Meng filed Critical Liangji Meng
Publication of WO2004088110A1 publication Critical patent/WO2004088110A1/fr

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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
    • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
    • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
    • F01C1/077—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them having toothed-gearing type drive
    • 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
    • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
    • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
    • F01C1/073—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them having pawl-and-ratchet type drive
    • 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
    • F02B53/02—Methods of operating
    • 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 belongs to the field of machine manufacturing, and generally relates to a machine in which the internal volume cyclically expands and contracts. More specifically, the present invention relates to an interactive variable speed dual rotor engine. Obviously other machines, such as pumps and compressors, that make use of this cyclic volume change are also involved. Background technique
  • FIG. 1 As far as the engine is concerned, taking the use of a real vehicle engine as an example, most of them use a reciprocating piston engine as shown in FIG. 1. Among them, 11 is a cylinder, 12 is a piston, 13 is a connecting rod, 14 is a crank, 15 is a crank journal, and 16 is an oil pan. The description of the operation process of this engine is omitted.
  • the disadvantages of the piston engine are: the reciprocating inertia of the piston limits the further increase of the rotational speed; a valve distribution mechanism must be provided, resulting in a complex structure of the whole machine and difficulty in weight reduction.
  • the reciprocating piston engine increases the mass of the machine as power increases, and it can never take off. It was only successful when it was replaced with a triangular rotor engine, and it was named annual One of the top 100 major science and technology in the world (reproduced in a series of domestic "Reference News").
  • the compression ratio is limited by the shape of the inner surface and the rotor, which is not conducive to the improvement of efficiency. It is difficult to apply to diesel engines. Only one work stroke can be set, and the entire machine is subject to uneven force and thermal load; Manufacturing and maintenance require special equipment. As a result, it has had very few applications since its invention in 1957. According to the technical data on pages 226 to 297 of "2002 Global Famous Car Catalog" (ISBN 7- 80155- 388-8) published by China Price Publishing House, nearly 2,000 models of this engine were produced by major domestic and foreign automobile manufacturers in 2002. Among the models, only the above one is adopted.
  • the object of the present invention is to provide a new-structured rotor engine that can overcome all the aforementioned shortcomings and relative shortcomings of the conventional reciprocating piston engine and the triangular rotor engine.
  • the invention discloses an interactive variable-speed dual-rotor engine, which includes: an internal working chamber with variable volume circulation; an air inlet and an exhaust port, which further includes: two rotors, where the two rotors are nested with each other, so that The attached turn pages are spaced from each other; and an interactive speed change mechanism that makes the turn pages make a cyclic differential circular motion and makes the included angle between the turn pages cyclically change with the differential circular motion, thereby making the corresponding Space volume cyclically expands and contracts.
  • the interactive transmission mechanism may be composed of an oval gear pair, a reverse double crank, or a sheave pair.
  • each of the rotors has an even number of turning pages evenly distributed along the circumference, and the interactive transmission mechanism adopts an odd number of couplings.
  • the first and last shafts are respectively connected to the two rotors, and the intermediate shaft is used as the starting and output shaft.
  • each of the rotors has an even number of turning pages evenly distributed along the circumference
  • the interactive transmission mechanism adopts an odd multiple coupling
  • the front and rear shafts are merged, wherein at least one of the gears of the original belt of the shaft and the combined shaft sleeve are empty.
  • Intermediate shafts are correspondingly added with semi-interactive shift pairs.
  • the rotor engine of the present invention replaces pistons, connecting rods, crankshafts with straight shafts, rotors, and interactive speed change mechanisms, without valves, valve stems, camshafts, timing gear pairs, and other gas distribution mechanism parts, and has no components that generate reciprocating inertia.
  • the inner wall of the cylinder with the shape of a rotating body (or the inner wall of the body with the shape of a rotating body of the rotor instead of the cylinder) is used without a crankshaft.
  • the structure is simplified.
  • the compression ratio can be arbitrarily designed, which is more convenient for manufacturing and maintenance.
  • Ring engine ie hollow). The starting and output modes remain the same. Even the output shaft can be lower than the rotor shaft (which can be considered as the main shaft of the whole machine), the overall arrangement of the whole vehicle is more convenient when applied to the vehicle.
  • FIG. 1 is a working schematic diagram of a conventional reciprocating piston engine
  • Figure 2 is a schematic diagram of the operation of a triangular rotor engine
  • FIG. 3 is a schematic diagram showing a rotor movement process of an interactive variable speed dual-rotor engine according to the present invention
  • FIG. 4 is a schematic diagram illustrating the principle of a first embodiment of the interactive variable speed mechanism of the present invention.
  • FIG. 6 is a schematic diagram of a third embodiment of the interactive transmission mechanism used in the present invention.
  • Figures 7 (a) and 7 (b) show two examples of ignition work positions that can be distributed uniformly along the circumference when the number of pages turned by the two rotors is different;
  • FIG. 8 is a simplified structural development view of an embodiment of an interactive variable-speed dual-rotor engine of the present invention
  • FIG. 9 is a simplified isometric view of the embodiment of FIG. 8, and the secondary elements such as a cylinder, a bearing, a seal, a key, and a keyway are omitted in the figure Details, and for the sake of illustration, the teeth of the gear are simplified into lines on the corresponding cylinder (obviously not limited to straight teeth), where the dotted line indicates the sealing position on a page turning;
  • FIG. 10 is a schematic structural diagram of another interactive transmission mechanism that can be used in the present invention.
  • FIG. 11 is a schematic diagram of a first embodiment of an interactive transmission mechanism used in the present invention.
  • FIG. 11A is a schematic diagram showing a structural variation of the first embodiment of the interactive transmission mechanism of the present invention
  • FIG. 12 is a schematic diagram showing a structural variation of a two-rotor combination used in the present invention
  • FIG. 13 is a cross-sectional view of the structure at the dotted line in FIG. 9 and surrounding portions during implementation.
  • Figure 14 shows one half of a weather strip circuit, the other half is the same and can be docked left and right with notches. detailed description
  • FIG. 3 is a schematic diagram of a rotor movement process of an interactive variable-speed dual-rotor engine according to the present invention.
  • a rotor movement process of an interactive variable-speed dual-rotor engine represents the inner wall of the cylinder; 0 3 represents the axis of the rotor's circular motion; A 3 B 3 and C 3 D 3 respectively represent two rigid rotors.
  • a 3 B 3 is disconnected in the illustration; 3 ⁇ 4 is Spark plug; F 3 is the air inlet; G 3 is the exhaust.
  • a 3 0 3 , B 3 0 3 , C 3 0 3 , and D 3 0 3 are referred to as page turning (It should be noted that the page turning itself has a thickness, and the seal on the end surface in contact with the cylinder wall At this time, the intake and exhaust ports should be covered exactly. Once the clockwise movement described later occurs, the two air holes will gradually open to full open. Gradually closed to fully closed). In the position shown in Figure 3, go to page A 3 0 3 and! ) The angle between 3 0 3 , B 3 0 3 and C 3 0 3 is 60 °; the turning angle between page 0 3 and ( 3 0 3 , B 3 0 3 and D 3 0 3 is 120 °.
  • the invention will be such
  • the two angles are called the initial angle.
  • the principle of the present invention is: while the rotor C 3 D 3 rotates 120 ° clockwise, the deceleration drives the rotor A 3 B 3 to rotate 60 ° in the same direction, that is, the two rotors reach each other The position of the opposite party. After the master-slave relationship is exchanged, the next similar process can be realized, which can be infinitely cyclic motion. During this movement, the angle between the two rotors has changed, making the corresponding four The volume of some independent spaces has changed.
  • the movement trend is actually generated page A 303 turn anticlockwise rotation D and turn pages 303 clockwise.
  • the rotors C 3 D 3 and A 3 B 3 use the average reduction ratio from C 3 D 3 to A 3 B 3 during this movement to be 2 : 1 deceleration mechanism to lock the page turning A 3 0 3 so that it cannot be separated from the page turning D 3 0 3 running counterclockwise on its own, and when receiving the torque T1 as shown in the figure due to air pressure, according to the following
  • the force analysis will run clockwise with the rotor C 3 D 3 .
  • the torque T2 is transmitted to the turning page A 3 0 3 through the reduction mechanism of D 3 0 3 to A 3 0 3.
  • the mechanism must adapt to the high-speed operation of the rotor engine and the speed ratio changes smoothly.
  • the ideal situation is that its transmission ratio is 1: 1 at the moment of exchange. In fact, this time is the time shown in Figure 3, and the rotor may reverse at this time.
  • the moment when the rotor may rotate in the reverse direction is equivalent to the moment when the piston is at the top dead center. Once the dead point is crossed, the reversal will be impossible because the volume is reduced, but the flammable gas has been ignited and expanded.
  • the solution for the piston engine is to add a flywheel with a large inertial mass of circular motion on the crankshaft to use the inertia to cross the dead point.
  • the rotor in the present invention has a relatively large inertia of circular motion, and a flywheel may be additionally provided on an appropriate shaft. This axis will be specified again in subsequent embodiments.
  • the present invention specifically develops three types of interactive transmission mechanisms.
  • the interactive transmission mechanism can be implemented by using appropriate incomplete gears, or a combination of gears plus a free-wheel clutch mechanism.
  • reference numerals 102 and 103, 101, and 104 respectively indicate gears of the same specification, where the number of teeth of the gear 101 is half of the gear 102.
  • Gears 101 and 104 are connected to their respective shafts through free-wheel clutch mechanisms (or both are incomplete gears with additional centerline rods and are fixedly connected to gears 102 and 103, respectively) to form such a transmission relationship:
  • free-wheel clutch mechanisms or both are incomplete gears with additional centerline rods and are fixedly connected to gears 102 and 103, respectively
  • FIG. 4 shows two identical ellipses 4 a and 4 b, the focal points of which are respectively 8 4 , 8 4 and ( 4 , D 4 ; the major axes are M 4 G 4 , N 4 G 4; short The axes are HJ 4 and K 4 L 4 respectively ; the isosceles triangles A 4 B 4 H 4 and C 4 D 4 K 4 have the same characteristics, and the base angles are 60 ° (actually 74. 56 ° in FIG.
  • the elliptical 4b to 4a reducer drives have an average reduction ratio of 2: 1.
  • the oval gear pair shown in FIG. 4 may be equivalent to a planar four-link mechanism called a reverse double crank shown in FIG. 5.
  • the straight line A 4 C 4 is equivalent to the fixed lever A 5 C 5 shown in FIG. 5; the straight lines A 4 B 4 and C 4 D 4 are equivalent to the crank A 5 B 5 shown in FIG. 5 . C 5 D 5 ;
  • the point and straight line distance during operation can be equivalent to the lever B 5 D 5 shown in Figure 5 ; the component G 5 can rotate on the plane of the mechanism and follow the fixed lever A 5 C 5 Slide while levers B 5 D 5 can be twitched in the part.
  • this mechanism is used in this solution, it is not more suitable for high-speed operation than the elliptical gear pair in terms of reliability and smoothness, and the component G 5 will also generate reciprocating motion.
  • the wheel is the same as the wheel ⁇ and is engaged with the wheel ⁇ after being turned.
  • the angle ⁇ ' is 60 °
  • the angle ⁇ ' is 30 °. Since the time shown, eight wheel 6 is rotated clockwise, the teeth which slot into the corresponding grooves wheel C 6 B 6 and B 6 until the drive wheel is disengaged during the gear A 6 is rotated 120 °, the rotation through 60 °. Continues to rotate, the teeth of the wheel groove G 6 B 6 A wheel into the groove in 6 E 6 A and 6 until the drive wheel is disengaged, the gear B 6 is rotated 120 °, the A wheel 6 is rotated 60 °. It can be seen that the sheave pair is another type of interactive transmission mechanism.
  • the above situation is based on the design principle of active high speed of slotted teeth and low speed of slot driven, and the design principle of active high speed of slotted teeth and low driven speed of slotted teeth can also be used.
  • the specific structure shape can be simply inferred. Because of the unreliability of the sheave pair in this technical solution due to the exchange of uncertain moments that are disengaged from each other, and the sudden change of the speed ratio at this moment causes shocks and complex structures and other defects, it is not preferred.
  • the specific structure such as the cause of the interference and the solution of the structure.
  • the innovative technical solution of an interactive variable-speed dual-rotor engine can be realized by driving the appropriate transmission mechanism to the two rotors shown in FIG. 3 in time.
  • the compression ratio of the present invention is designed and adjusted by two parts.
  • the specific design should integrate multiple factors of engineering application.
  • FIG. 7 (a) and 7 (b) When there is more than one ignition work position evenly distributed along the circumference, the force and heat load of the whole machine will be more evenly distributed. See Figure 7 (a) and 7 (b). Among them, Fig. 7 (a) is divided into 8 independent internal spaces with two ignitions, and Fig. 7 (b) is divided into 12 independent internal spaces with three ignitions, and so on. In order to clearly distinguish the turn pages of the two rotors, the turn page of one of the rotors is shown in the disconnected state. When the areas a1 and a5 are designed to perform ignition work at the time shown in FIG. 7 (a), the areas a2 and a6 are exhaust, the areas a3 and a7 are suction, and the areas a4 and a8 are compressed.
  • the regions bl, b5, and b9 are designed as combustion chambers at the time shown in FIG. 7 (b)
  • the regions b2, 'b6, and blO are exhaust
  • the regions b3, b7, and bll are intake
  • the regions b4, b8, and bl2 is compression.
  • the two rotors each have 8, 10 ... pages, the rest can be deduced by analogy.
  • the sum of the two initial included angles that are compatible with the above rotor structure scheme are 90 °, 60 °, 45 °, 36 °, etc. (the corresponding design of the applicable interactive transmission mechanism is changed).
  • the rotor used in the present invention is different from the rotor pages shown in FIG.
  • the composition of the outer rotor 121 and the inner rotor 122 may also be as shown in FIG.
  • the dividing surface between the two rotors is a small-angle conical surface, which is convenient for pressing the seal with a relatively small external axial elastic force to prevent the axial component of the gas pressure from pushing the sealing surface apart.
  • the combustion chamber is composed of the rotor body working surface and the turning page, and a semi-circular sealing ring with a hyperboloid working surface can be used, and the sealing structure is relatively simple.
  • the detailed description of the specific structure of the rotor is omitted, and it is only indicated that it is more suitable for manufacturing a ring engine with a larger diameter (that is, the inner rotor is hollow and the engine body is annular).
  • the working surface is shaped like a hole and appears as a part of an annular groove on the rotor body.
  • the intake and exhaust are controlled by whether it is connected to another fixed intake and exhaust passage.
  • the elliptical gear triplet can also be transformed into the situation shown in Figure 11A.
  • the reference numerals 111-114 indicate four identical elliptical gears, and the gears 112 and 114 are fixedly coupled with the shaft (reversely stacked on top of each other.
  • the gears 111 and 114 mesh with each other, and the gears 113 and 112 mesh with each other.
  • Gears 111 and 113 The shafts are all 0 2 , but at least one is sleeved on the shafts to run independently.
  • the shaft ( ⁇ is equivalent to the intermediate shaft and can be used as the starting and output shaft; the two elliptical gears at the beginning and end are coaxial but the kinematic relationship is not directly connected.
  • This More joints of this structure can be externally connected from the gears 111 and 113, and coaxially on the added third, fourth, etc. axes, and at least one empty sleeve.
  • Example 1 is an example of the interactive variable-speed dual-rotor engine of the present invention.
  • the inventor tried to use a simple structure as much as possible.
  • the technical parameters are as follows:
  • 81 and 82 represent the rotor (the shaft of the rotor 82 can be hollow, so the engine body is annular); 83 and 84 represent the gears of the same specification fixed to the rotors 81 and 82, respectively; 85 and 86 represent the transition gears, which are respectively connected with Gears 83 and 84 mesh with each other and can be omitted after proper design; 87 and 811 represent two gears with the same specifications as gears 83-half, which mesh with transition gears 85 and 86, respectively;
  • gears 87 and 88, 810, and 811 represent triple-mount elliptical gears, and gears 87 and 88, 810, and 811 are fixedly connected, respectively.
  • the two rotors are symmetrical two pages, the initial included angle is 120 ° and 60 °, and the thickness of each page turn is 53 ° on both sides.
  • the spur gears 83 and 84 are Ml. 5Z48, and the spur gears 85-87 and 811 are M1. 5Z24.
  • the base angle of the characteristic isosceles triangle is 74.56 °
  • the base length is 11.98 mm
  • the gear ratio of each step is 1. 414: 1.
  • the shaft of the elliptical gear 89 is used as the starting shaft and the output shaft.
  • a flywheel that provides inertia can be set on this shaft, and timing ignition can be realized through this shaft control.
  • the gear 810 accelerates and the gear 88 rotates at a reduced speed, and accordingly drives the rotor 81 to rotate at a high speed and the rotor 82 to rotate at a low speed.
  • the halved drive reaches the rotors 81 and 82 and makes them rotate through 120 ° and 60 °; when the starting shaft continues to the next 180 °, the movement result can be deduced.
  • the spark plug and the intake and exhaust holes are provided as shown in FIG. 3, plus necessary supply and reliable sealing, etc., it becomes an interactive variable speed dual rotor engine.
  • 131 represents an open annular seal ring forming a part of the cylinder block.
  • the seal ring is subjected to the rightward thrust of the compression spring 136, so that the seal ring acts perpendicularly to the compression spring with the components 133, 134, and 135.
  • the contact surface of the force abuts (will wear) to achieve sealing;
  • 135 indicates the shaft of the rotor and the page turning with the groove where the seal is located;
  • 134 indicates the sleeve-shaped shaft of the other rotor;
  • 133 indicates the cylinder block;
  • 132 indicates the cylinder
  • the circular arc transition surface of the shaft hole of the cover is tangent to the outer cylindrical surface of the seal ring 131.
  • the seal ring 131 acts The important role of ensuring the tightness and sealing between a series of segmented structures on the entire rotor shaft, so in addition to ensuring close contact with the corresponding holes of the cylinder head 132, it must also be able to be compressed by the compression spring 136 even after thermal expansion. Pressure to slide along the shaft in order to eliminate the gap caused by wear, so it is designed as a split ring with radial assembly pre-tensioning force. This ring does not participate in circular motion, and the opening is fixed at the end of the circumferential segment of the cylinder corresponding to the exhaust action.
  • the sealing strip applied in the sealing groove on the turning page 135 in FIG. 13 can refer to the structure shown in FIG. 14 and is a surface contact type. Such groups are capable of forming a seal loop structure in the docking slot. A wave reed is set around the inside of the circuit so that these two sets of sealing strips have elastic expansion and contraction performance in the left and right and up and down directions to play a sealing role. If necessary, such a sealing structure can be provided with multiple channels on each page to ensure the sealing effect.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Rotary Pumps (AREA)

Abstract

L'invention porte sur un moteur rotatif à rotors à déplacement alterné. Le moteur utilise un mouvement alternatif des deux rotors séparés pourvus d'ailettes. Lorsque la vitesse angulaire varie alternativement, l'angle entre deux ailettes adjacentes subit une variation circulaire de sorte que l'espace correspondant se dilate et se contracte afin que puissent s'effectuer les processus d'admission, de compression, d'explosion et d'échappement. L'invention peut également être utilisée comme pompe rotative. Cette invention n'est pas aussi complexe qu'un moteur alternatif et, comparé au moteur Wankel, elle ne présente pas les défauts d'étanchéité, de chevauchement entre l'admission et la décharge, de limitation de taux de compression limité, etc.
PCT/CN2004/000266 2003-03-29 2004-03-29 Moteur rotatif avec rotors a deplacement alterne WO2004088110A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN03108772.8 2003-03-29
CNB031087728A CN100458118C (zh) 2003-03-29 2003-03-29 交互变速双转子发动机

Publications (1)

Publication Number Publication Date
WO2004088110A1 true WO2004088110A1 (fr) 2004-10-14

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016508558A (ja) * 2013-01-21 2016-03-22 オテチョス・アーエス 容積型の機械のためのデバイス、当該デバイスのための制御ギヤ機構および制御ギヤ機構の使用法

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CN103244261A (zh) * 2012-09-22 2013-08-14 李青荣 能够用多种燃油的涡轮机及内燃机
CN103758750B (zh) * 2014-01-27 2015-07-22 浙江理工大学 一种傅里叶非圆齿轮驱动的六叶片差速泵
CN103758751B (zh) * 2014-01-27 2015-07-22 浙江理工大学 一种椭圆非圆齿轮驱动的四叶片差速泵
CN103742406B (zh) * 2014-01-27 2015-07-22 浙江理工大学 一种傅里叶非圆齿轮驱动的四叶片差速泵
CN103742404B (zh) * 2014-01-27 2015-07-22 浙江理工大学 一种椭圆非圆齿轮驱动的六叶片差速泵
CN104265475A (zh) * 2014-09-21 2015-01-07 郭远军 一种热能动力发动机输出功率调速器及其调速方法
CN112983637B (zh) * 2021-04-13 2022-11-25 江苏星辰星汽车附件有限公司 一种多容积腔室循坏引擎

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CN86101810A (zh) * 1985-03-19 1986-10-01 吉亚加莫·万托瑞利 旋转发动机
CN2044007U (zh) * 1988-09-14 1989-09-06 王志银 低速旋转发动机
CN2052433U (zh) * 1989-01-28 1990-02-07 欧益忠 旋转式发动机
US5484272A (en) * 1994-06-20 1996-01-16 Horn; Clarence G. Rotary internal combustion engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN86101810A (zh) * 1985-03-19 1986-10-01 吉亚加莫·万托瑞利 旋转发动机
CN2044007U (zh) * 1988-09-14 1989-09-06 王志银 低速旋转发动机
CN2052433U (zh) * 1989-01-28 1990-02-07 欧益忠 旋转式发动机
US5484272A (en) * 1994-06-20 1996-01-16 Horn; Clarence G. Rotary internal combustion engine

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2016508558A (ja) * 2013-01-21 2016-03-22 オテチョス・アーエス 容積型の機械のためのデバイス、当該デバイスのための制御ギヤ機構および制御ギヤ機構の使用法

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CN100458118C (zh) 2009-02-04
CN1439797A (zh) 2003-09-03

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