WO2007065976A1

WO2007065976A1 - Pump or motor

Info

Publication number: WO2007065976A1
Application number: PCT/FI2006/050544
Authority: WO
Inventors: Heikki Kauppinen
Original assignee: Maraplan Oy
Priority date: 2005-12-08
Filing date: 2006-12-08
Publication date: 2007-06-14
Also published as: FI20051266A; FI120468B; FI20051266A0

Abstract

The device according to the invention comprises a casing (10) in which there are an advantageously cylindrical wall (12), a bottom (14) and a cover (16) together defining a space (17) within them. The device further includes a crankshaft in which there are a journal (32) located within the space and a rod part (28) extending outside the space. The journal and the rod part are eccentric in relation to each other, whereby when the rod part rotates around its axis of revolution, the journal moves within the space along a circular path. Within the space, there are vanes (42) which are fastened from their first end by pivots to the inner surface of the wall of the casing and from their second end by pivots to middle pieces (46a, 46b) arranged around the journal. In the device according to the invention, the vanes are arranged to the space so that the bottom and the cover of the casing and the vanes and the middle pieces within the space form a chamber. When the crankshaft rotates, the position of the vanes and the distance of the middle pieces from the vanes change, whereby also the volume of the chamber changes. The device according to the invention can, depending on the embodiment, function as a pump, a motor or an actuator operating with pressurised fluid and a combustion motor.

Description

Pump or motor

The invention relates to a pump or a motor which comprises a casing in which casing there are a wall, a bottom and a cover which define a space within them, a crankshaft in which there are a journal located within the space and a rod part extending outside the space, whereby the journal and the rod part are eccentric, and vanes which are fastened from their first end by pivots to the wall and from their second end by pivots to middle pieces arranged around the journal. In known combustion motors, there are cylinders in which there is a piston doing reciprocating motion. When the reciprocating motion of the pistons is changed into the rotating motion of the crankshaft, transverse forces and harmful vibration are directed to the crankshaft. Building a functioning piston motor prerequisites thus accurate design and dimensioning of the cooperation of the pistons and the crankshaft, which increases the manufacturing costs of the motor. Furthermore, changing the reciprocating motion into the rotating motion inevitably creates friction forces which weaken the efficiency of the motor.

For simplifying the structure and increasing the efficiency of a combustion motor, motor structures, in which pistons or structural parts corresponding them do rotating motion, have been developed. Structural solutions known from such motors have also been utilised in pumps and compressors.

From document WO03004842 is known a motor in which there is in a chamber within the casing a triangular rotary piston arranged around a shaft. The rotary piston and the walls of the chamber define between them combustion spaces the volumes of which change during the revolution of the shaft. A "tip" of the piston rotating with great speed in the chamber rubs continuously up against the wall of the chamber, because of which it is difficult to make the combustion space tight. Reference documents FR2542041 and US3601512 have presented solutions in which within the casing there is a rotating rotor to which vanes are fastened bearing-mountedly. Between the outer ends of the vanes and the wall of the casing, there is a ring which rotates within the casing held by a bearing. The structure of such a motor is complex and expensive.

Documents US3364908 and WO9829650 describe motors in which there is a cylindrical chamber within a stationary casing. Within the chamber, there is a rotating rotor which comprises a crankshaft and a number of piston plates. The piston plates are fastened from their first end by pivots to the inner wall of the casing and from their second end via a drag link to the eccentric parts of the crankshaft. The piston plates and the walls of the casing define between them chambers which function as combustion spaces for fuel mixture. In this solution, the force of the piston plates is conveyed to the crankshaft by means of a drag link structure known from traditional piston motors, which leads to power losses and low efficiency. Document WO9829650 is considered to represent closest known prior art. The object of the invention is to introduce a novel device of its structure, by means of which disadvantages of known prior art can be minimised. Several different embodiments can be manufactured of the device according to the invention which embodiments can function as a pump, a compressor, a motor or an actuator operating with pressurised fluid or a combustion motor. The objects according to the invention are achieved by means of a device which is characterised by what is presented in the independent claim. Some advantageous embodiments of the invention are described in the dependent claims.

The device according to the invention can, depending on the embodiment, be a motor or a pump. The device comprises a casing in which there are an advantageously cylindrical wall, a bottom and a cover together defining a space within them. The device further includes a crankshaft in which there are a journal located within the space and a rod part extending outside the space. The journal and the rod part are eccentric in relation to each other, whereby when the rod part rotates around its axis of revolution, the journal moves within the space along a circular path. Within the space, there are vanes which are fastened from their first end by pivots to the inner surface of the wall of the casing and from their second end by pivots to middle pieces arranged around the journal. In the device according to the invention, the vanes are arranged to the space so that the bottom and the cover of the casing and the vanes and the middle pieces within the space form a chamber. When the crankshaft rotates, the position of the vanes and the distance of the middle pieces from the vanes change, whereby also the volume of the chamber changes. The volume of the chamber obtains its minimum and maximum values during one revolution of the crankshaft. In an advantageous embodiment of the invention, the device is a pump, whereby the device comprises an external power source for rotating the rod part of the crankshaft. On the bottom of the casing, there is then at least one inlet pipe for conveying fluid into the chamber in a first phase of the revolution of the crankshaft and at least one outlet pipe for conveying fluid out of the chamber in a second phase of the revolution of the crankshaft. In a second advantageous embodiment of the invention, the device is a motor operating with pressurised fluid, whereby, on the bottom of the casing, there is at least one inlet pipe for conveying pressurised fluid into the chamber in the first phase of the revolution of the crankshaft and at least one outlet pipe for conveying fluid out of the chamber in the second phase of the revolution of the crankshaft. In a third advantageous embodiment of the invention, the device is an actuator operating with pressurised fluid, whereby the device includes four vanes for forming a first chamber and a second chamber. Then on the bottom of the casing, there are further a first inlet pipe for conveying pressurised fluid into the first chamber in the first phase of the revolution of the crankshaft and a second inlet pipe for conveying pressurised fluid into the second chamber in the second phase of the revolution of the crankshaft for bringing the crankshaft to reciprocating rotating motion.

In a fourth advantageous embodiment of the invention, the device is a combustion motor, whereby the device includes a spark plug for igniting the mixture of air and fuel and a valve gear. In the valve gear, there are an inlet channel for conveying the mixture of air and fuel into the chamber during a first revolution of the crankshaft and an outlet channel for conveying combustion gases out of the chamber during a second revolution of the crankshaft. Advantageously, the valve gear is arranged on the cover of the device and the spark plug on the bottom of the device.

In a fifth advantageous embodiment of the invention, the device is a combustion motor comprising two parallel spaces which motor includes a compression part for compressing air and fuel and a combustion part for combusting the mixture of air and fuel. Then, the cover of the compression part and the combustion part is replaced by a common spacer plate in which there is a gas-changing hole for conveying compressed gas from the chamber of the compression part into the chamber of the combustion part. In this embodiment, the crankshaft comprises a first part in the compression part and a second part in the combustion part which are connected to each other by a connecting flange. Advantageously, there is a phase difference in the rotation position of the first part and the second part of the crankshaft.

An advantage of the invention compared to traditional piston motors and pumps is that there is no vibration caused by the reciprocating motion of the pistons. An advantage of a motor according to the invention is that the outlet phase of combustion gases can be dimensioned quite freely, whereby the outlet pressure is obtained low. For this reason, the efficiency of the motor is improved. Because of the design of the vanes, the chambers are exhausted of combustion gases at the end of the power stroke almost perfectly, whereby no combustion gases are mixed to the fuel mixture. This further improves the efficiency of the motor.

A further advantage of the invention is that sealing the chambers is easy, because sealing surfaces are planar.

Furthermore, an advantage of a motor according to the invention is that it is light, because it does not include parts traditionally included in motors, such as a cylinder, a piston and a connecting rod.

An additional advantage of the invention is that, in it, the pressure of combustion gases is directed' straight to the crankshaft without structural parts transmitting force. Thus, the motor is obtained simple of its structure, whereby its manufacturing costs remain low. The invention will now be described in detail. The description refers to the accompanying drawings in which

Figs. 1a-1c show by way of an example a device according to the invention and some of its individual parts,

Figs. 1d-1 g show by way of an example an advantageous embodiment of the device shown in Figs. 1a-1c,

Figs. 2a-2g show the change of the position of the vanes of the device and the volume of the chamber defined by the vanes during one revolution of the crankshaft,

Fig. 3a shows by way of an example the operating principle of a second advantageous embodiment of a device according to the invention, Figs. 3b-3d show in more detail an advantageous embodiment of the device shown in Fig. 3a,

Figs. 4a-4f show by way of an example the operating principle of a third advantageous embodiment of a device according to the invention, Fig. 5 shows by way of an example a fourth advantageous embodiment of a device according to the invention,

Figs. 6a-6g illustrate by means of a sequence of drawings the operation of the device according to Fig. 5,

Figs. 7a and 7c show by way of an example a fifth advantageous embodiment of a device according to the invention,

Figs. 7d shows by way of an example a sixth advantageous embodiment of a device according to the invention,

Figs. 8a and 8b illustrate by means of a sequence of drawings the operation of the device shown in Figs. 7a-7d, and Figs. 9a-9c show a further advantageous embodiment of the device according to the invention.

Fig. 1a shows by way of an example a cross-section of an advantageous embodiment of a device according to the invention and Fig. 1 b shows a front view. Fig. 1c shows individual parts of the device as axonometric drawings. The device shown in the figures can be used e.g. as an oil or water pump or a compressor. In the device according to the invention, there is a casing 10 which includes an advantageously cylindrical wall 12 and a bottom 14 fastening to the first edge of the wall. To the second edge of the wall is fastened a laminar cover 16 so that the wall, the cover and the bottom define within them a cylindrical hollow space 17. The cover is fastened to the wall detachably by fastening bolts 18. On the edges of the cover, there are through holes and, on the end surface of the wall 12, there are involute fastening holes for the fastening bolts. For presenting the internal structure of the device, the cover is not shown in Fig. 1 b.

On the bottom 14, there is a crankshaft hole 24 through which a crankshaft 26 passes. In the crankshaft, there is a bar-like rod part 28 at the end of which there is a flange 30. On the first surface of the flange, there is a journal 32 parallel to the rod but located eccentrically in relation to it. The rod part and the journal are on different sides of the flange pointing to different directions. There can also be two pieces of the rod part with their bearings, one on each side of the journal. In the crankshaft hole, there is an outer part the diameter of which corresponds to the diameter of the flange, and an inner part the diameter of which corresponds to the diameter of the rod part. The depth of the outer part is substantially equal to the thickness of the flange, whereby the first surface of the flange is set substantially to the same plane with the space 17 abutting surface of the bottom 14. Because of the eccentricity of the journal 32 and the rod part, when the rod part rotates around its longitudinal axis, the journal moves within the space 17 along a circular path. Within the crankshaft, there can be an oil channel 34 along which lubricant can be conveyed from outside the space 17 into the space. In the inner part of the crankshaft hole 24, there is a bearing 36 which enables the rotation of the crankshaft. On the bottom, there are further at least one inlet pipe 38 and at least one outlet pipe 40 which form a connection from outside the space into the space. Within the chamber 17, there are vanes 42 which form expanding and contracting chambers 44 during the rotary motion of the crankshaft. Of their shape, the vanes are curved laminar parts which are fastened from their first end to the inner surface of the wall and from their second end by means of a middle piece 46a, 46b to the crankshaft journal 32. The width of the vane is substantially equal to the distance between the bottom 14 and the cover 16. Advantageously on side surfaces 54 setting against the cover and the bottom of the vanes, there is a groove into which is arranged a seal 56 by means of which the tightness of the chamber defined by the vanes is secured.

For fastening the first ends of the vanes, on the inner surface of the wall 12 of the casing there are parallel fastening lugs 52 which include a hole for a pivot journal

50. The second ends of the vanes are fastened to the middle pieces 46a, 46b surrounding the crankshaft journal. In the middle pieces, there is a discoidal support part 58 which includes a through hole for the crankshaft journal. On the outer race of the support part, there is a fastening lug pair 60 which includes a through hole for the pivot journal. The middle pieces are fastened to the crankshaft by setting the crankshaft journal 32 to pass through the hole of the support part. Between the journal and the middle piece there is a bearing 64.

Each vane requires its own middle piece so the number and dimensioning of the middle pieces depend on the number of vanes in the space 17. If there are two vanes in the space, the thickness of the discoidal support part in the direction of the journal is substantially a half of the distance between the bottom and the cover. Correspondingly, if there are four vanes, the thickness of the discoidal support part is a quarter of the distance between the bottom and the cover. Advantageously, the relative surfaces setting opposite each other of the middle pieces and their surfaces setting against the cover 16 and the bottom 14 have grooves in which there is a seal 62 for securing the tightness between the contacting surfaces.

At the first end of the vanes 42, there is a first fastening bracket 48a and, at the second end, a second fastening bracket 48b which include holes for the pivot journal 50. The vanes are fastened from their first end by pivots to the wall so that the first fastening brackets are arranged between the parallel fastening lugs 52 in the wall and the pivot journal is set into a hole passing through the fastening lugs and the fastening brackets. Correspondingly, the second ends of the vanes are fastened to the middle pieces by arranging the second fastening brackets between the fastening lug pair 60 of the middle pieces and by setting the pivot journal 50 into a hole passing through the lugs and the brackets. The pivoted fastening of both ends of the vanes enables the rotation of the crankshaft and the changing of the volume of the chamber 44 defined by the vanes during the rotary motion of the crankshaft 26. The parts of the pivoted joint are machined as fitting as possible and working with a small tolerance in order to the connecting points to be as tight as possible in all the positions of the vanes.

Figs. 1d-1g show by way of an example an advantageous embodiment of the device shown in Figs. 1a-1c. In this embodiment, the fastening lugs 52 have been removed and the vanes 42 are fastened from their first end by pivots to a journal 50a which, for its part, supports itself from its ends to the bottom 14 and the cover 16. Fig. 1e shows the position of the vanes of the device in different phases of the revolution of the crankshaft, and Figs. 1f and 1g show the device as cutaway diagrams cut along the cutting lines A-B-C and D-E-F shown in Fig. 1e.

Figs. 2a-2g show by means of a sequence of drawings the change of the position of the vanes 42 and the volume of the chamber 44 defined by the vanes during one revolution of the crankshaft. In the device shown in the figures, there are two vanes which define together with the bottom, the cover and the middle pieces 46a, 46b within them the chamber 44 the volume of which changes during the rotary motion of the crankshaft. The change of the volume of the chamber is caused by the change of the position of the vanes and the relative distance of the vanes and the middle piece during the rotary motion of the crankshaft. The invention can also be implemented four-vaned, whereby there are two chambers 44. For this reason, the sequence of drawings shows two vanes 42 with a solid line and other two vanes with a dotted line. The description of the figure focuses on describing the change of the size of the chamber defined by the vanes drawn with the solid line. The size of the chamber defined by the vanes drawn with the dotted line changes in the same way, but the chamber obtains its maximum and minimum volume in a different phase of the revolution.

When the device according to the invention is used as a pump or a compressor, the crankshaft is being rotated by an external power source (not shown in the figure), whereby the journal 32 moves within the space 17 along a circular path. The power source can be any suitable motor, such as a combustion motor or an electric motor. The casing of the device remains stationary during the^v rotary motion of the crankshaft. Fig. 2a shows the situation in the start situation of the rotary motion. In this situation, the wall of the middle pieces 46a, 46b is very close to the vanes 42, whereby the volume of the chamber 44 is at its minimum. The end of the inlet pipe 38 leads into the chamber 44, whereby gas, such as air, is able to flow along the inlet pipe from outside the device into the chamber. The end of the outlet pipe 40 remains under a vane, whereby the flow of gas through the outlet pipe is prevented. In Fig. 2b, the crankshaft has rotated around its axis for 45 degrees and in Fig. 2c for 90 degrees. During the rotational motion, the position of the vanes is changed, whereby the volume of the chamber 44 increases and more gas flows into the chamber along the inlet pipe. The phase of the rotary motion in which the volume of the chamber increases and gas flows into the chamber is called in this presentation generally a suction phase. In Fig. 2d, the crankshaft has rotated for 150 degrees. In this situation, the end of the inlet pipe is covered by a vane, whereby the flow of gas into the chamber is prevented. In Fig. 2e, the crankshaft has rotated for 240 degrees, in Fig. 2f for 280 degrees, and in Fig. 2g for 330 degrees. In this phase of the rotary motion, which is generally called in this presentation an exhaustion phase, the middle piece starts to transfer towards the vanes and the volume of the chamber 44 decreases. At the same time, the vanes are rotated away from front of the end of the outlet pipe 40, whereby gas is able to discharge out of the chamber along the outlet pipe. The end of the inlet pipe does not lead into the chamber, whereby the pass of gas via the inlet pipe is prevented. The vanes 42 are designed so that when the revolution starts to near its end the volume of the chamber defined by the middle pieces 46a, 46b and the vanes is formed as small as possible in order to force the gas in the chamber to flow into the outlet pipe. Fig. 2a shows the situation after the revolution has ended, whereby a new revolution starts. Fig. 3a shows by way of an example the operating principle of a second advantageous embodiment of a device according to the invention. In the embodiment shown in Fig. 3a, the device is used as a motor. The structural parts of the device are similar to the above description and the same names and reference numbers are used of the same parts. In motor use, parts within the device pass the same phases during the rotation cycle of the crankshaft as in the above description. However in motor use, the crankshaft is not rotated by an external power source but pressurised fluid i.e. gas or liquid, which brings the crankshaft to rotary motion, is conveyed into the chamber 44 along the inlet pipe 38. With the device according to the invention, the pressure of fluid is thus converted to the rotary motion of the crankshaft. The gas or liquid can be e.g. compressed air, steam or pressurised hydraulic oil. When pressurised liquid is conveyed into the chamber 44, pressure force p is directed to a surface abutting into the chamber 44 of the middle piece. The magnitude of resultant F of pressure force is obtained as the product of the pressure of fluid and the pressurised surface of the middle piece. When the distance of the axis of revolution of the crankshaft from the point of application of the resultant of pressure force is L, the magnitude of moment rotating the crankshaft, caused by pressure force is obtained as the product of the resultant F of pressure force and the distance L. Figs. 3b-3d show in more detail an advantageous embodiment of the device shown in Fig. 3a and its operating principle. In this embodiment, the driving force of the device working as a motor is high-pressure steam i.e. it is a steam motor. Fig. 3b shows the operating principle of the motor according to the invention by means of a sequence of drawings describing the structure of the inner part of the motor. Figs. 3c and 3d show the motor according to the invention as a cutaway diagram cut along the cutting lines A-B-C and D-E-F shown in Fig. 3b. High- pressure steam is conveyed along the inlet pipe 38 into the chamber 44, whereby the chamber expands and the crankshaft starts to rotate from the force of the vanes. At the end of the expansion phase, the vanes are rotated to the front of the mouth of the inlet pipe of steam, whereby the inlet pipe closes. At the same time, the vanes are rotated away from front of the mouth of the outlet pipe 40, whereby the outlet pipe leading out of the chamber 44 opens. The revolution of the crankshaft further continuing, the volume of the chamber starts to decrease, whereby steam exits along the outlet pipe from the chamber. In the final phase of the revolution, the volume of the chamber decreases close to zero, after which a new revolution is ready to start. Instead of steam, also pressurised air can be used as the power source of such a motor. Sequence of drawings 4a-4f shows by way of an example the operating principle of a third advantageous embodiment of a device according to the invention. This embodiment of the invention can be used e.g. as an actuator opening and closing a valve which actuator is used by means of power obtained by pressurised fluid. The operation of the device is similar to the motor described above, but differs from the motor in that the crankshaft can be rotated either clockwise or counterclockwise. The structural parts of the device are similar to the above description and the same names and reference numbers are used of the same parts. In the device operating as an actuator, there are four vanes 42 which form two chambers: a first chamber 44a and a second chamber 44b. The chambers are located on the opposite edges of the space 17 defined by the wall 12. Through the bottom of the device passes two inlet pipes so that a first inlet pipe 38a leads into the first chamber and a second inlet pipe 38b into the second chamber.

When into the first chamber 44a is conveyed pressurised fluid along the first inlet pipe 38a, pressure is directed to the middle piece 46 which makes the crankshaft to rotate clockwise in the direction of arrow A (Figs. 4a-4c). During the rotary motion of the crankshaft, the volume of the first chamber increases and the volume of the second chamber 44b decreases. If there is fluid in the second chamber, it is able to exit from the chamber via the second inlet pipe 38b. Correspondingly when into the second chamber 44b is conveyed pressurised fluid along the second inlet pipe, pressure is directed to the middle piece 46 which makes the crankshaft to rotate counterclockwise in the direction of arrow B (Figs. 4d-4e). Then, the volume of the second chamber increases and the volume of the first chamber 44b decreases. At the same time, fluid exits from the first chamber along the inlet pipe 38a. The vanes 42 are fastened to the wall so that by means of them the crankshaft is obtained to rotate reciprocatingly advantageously for at least 90 degrees. The crankshaft of the device according to the invention can thus be connected to some other device, such as a valve, whereby the valve can be opened and closed by means of the device according to the invention. In actuator use, the device should naturally include an appropriate feed arrangement for feeding pressurised fluid to the inlet pipes 38a, 38b (the feed arrangement is not shown in the figure).

Fig. 5 shows by way of an example a fourth advantageous embodiment of a device according to the invention. This embodiment of the invention is a combustion motor the operating principle of which is similar to the operation of a traditional four-stroke motor. The structural parts of the device are mainly similar to the above description of Figs. 1a-1c. In the description of Fig. 5, the same names and reference numbers are used of the parts of the device shown above. The embodiment shown in Fig. 5 differs from the device shown in Figs. 1a-1c so that there are no inlet and outlet pipes on the bottom 14. Instead, the device includes a valve gear which comprises an inlet channel 70 and an outlet channel 72 via which from outside of the casing 10 a connection opens through the cover 16 into the space 17. At the ends of the channels, there are valves 74 with stems by means of which the ends of the channels can be opened and closed. On the bottom 14 of the casing, there is a through threaded hole 60 to which is installed a spark plug 78. The inlet and outlet channels and the spark plug are located in the casing so that they settle to the opposite edge areas of the space 17 close to each other. Advantageously, the spark plug settles between the ends of the inlet and outlet channels opening into the space 17. The valve gear and the spark plug are conventional known motor technique so they are not described in more detail in this connection.

In the embodiment shown in Fig. 5, the vanes 42 are designed so that the shape of the chamber being formed between the middle pieces 46a, 46b and the vanes is appropriate from the viewpoint of the combustion of fuel, the feed of burning gas mixture and the removal of combustion gases. To the first end of the vanes is formed a thinning in order to the chamber 44 being left between the vanes and the middle piece have an adequate volume when the middle piece is settled against the inner surface of the vanes (see Fig. 6a). The combustion motor shown in Fig. 5 is implemented two-vaned, but it can also be implemented four-vaned, whereby there are two chambers 44 defined by the vanes in the motor. In the four-vaned motor, there should also be a second valve gear and a second spark plug.

Figs. 6a-6g describe by means of a sequence of drawings the operation of the motor according to Fig. 5 during two revolutions of the crankshaft 26. In the start situation shown by Fig. 6a, the angle of rotation of the crankshaft is 0 degrees and the middle piece 46 is pressed between the vanes 42. The volume of the chamber 44 defined by the vanes and the middle piece is then at its minimum. During one revolution of the crankshaft, the mixture of fuel and air flows along the inlet channel into the chamber and is compressed. Figs. 6a-6d of the sequence of drawings show the suction phase in which the inlet valve is open and gas flows into the chamber. The outlet channel is in this phase closed. Figs. 6e-6g show the compression phase in which the inlet and outlet channels are closed and the mixture of air and fuel in the chamber is compressed. At the end of the revolution (Fig. 6a), the pressurised mixture of air and fuel in the chamber 44 is ignited by the spark plug 78. The explosive burning of fuel causes an increase of pressure in the chamber, whereby pressure force is directed to the middle piece 46a, 46b which brings the crankshaft to the rotary motion (see Fig. 3). Figs. 6a-6d of the sequence of drawings show now a situation during a so-called work phase, whereby the inlet and outlet channels are closed and pressure force rotating the crankshaft is directed to the middle piece. Figs. 6e-6g show the exhaustion phase in which the outlet channel opens and combustion gases exit from the chamber 44, the volume of the chamber decreasing. At the end of the revolution (Fig. 6a), the outlet channel is closed by a valve 74 and a new revolution starts.

Figs. 7a-7c show by way of an example a fifth advantageous embodiment of a device according to the invention. This embodiment of the invention is a combustion motor the operating principle of which is similar to the operation of a traditional two-stroke motor. The structural parts of the device are mainly similar to the above descriptions of the advantageous embodiments of the invention. In the description of Figs. 7a-7c, the same names and reference numbers are used of the parts of the device shown above.

In the advantageous embodiment of the invention shown in Figs. 7a-7c, there are two parts, a compression part 80 and a combustion part 82 the structures of which are almost mirror images of each other. Between the parts, there is a laminar spacer plate 84 which separates the parts from each other. The compression part, the combustion part and the spacer plate are joined together by fastening bolts 18 into one structural aggregate. The crankshaft 26 of the device is structured of two parts: a first part 26a in the compression part and a second part 26b in the combustion part. The first and the second part of the crankshaft are mirror images of each other. The journals 32a, 32b of the crankshaft are joined to each other by a discoidal connecting flange 86 so that both parts of the crankshaft are always in similar rotary motion. The connecting flange is thus a part fastening fixedly to the journals which rotates with the same speed of revolution with the parts of the crankshaft. Advantageously, the parts of the crankshaft are joined to each other so that there is a phase difference of around 15 degrees in their rotary phase. Through the crankshaft can pass an oil channel 34 for conveying lubricant.

In the compression part, there is the inlet channel 70 and, in the combustion part, an exhaust channel 88 and a spark plug 78. On the edges of the spacer plate 84, there are holes for the fastening bolts and, in the middle, a substantial connecting hole 90 for the connecting flange 86 connecting the parts of the crankshaft. The diameter of the connecting hole is substantially equal to the diameter of the connecting flange. The tightness of the abutting surface between the connecting hole and the connecting flange is secured by an edge seal 92 which is located in a groove on the edge surface of the connecting hole. In the spacer plate, there is further a gas-changing hole 94 via which the mixture of air and fuel is able to flow from the chamber on the side of the compression part into the chamber on the side of the combustion part. The location of the gas-changing hole is defined so that the transfer of gas from the compression part to the combustion part occurs exactly at an accurate point of the revolution of the crankshaft. The motor according to the invention shown in Figs. 7a-7c operates in the following way: The role of the compression part 80 is to suck the mixture of air and fuel along the inlet channel 70 into the chamber 44a in the compression part, to compress the mixture to a small volume and to transfer it via the gas-changing hole 94 in the spacer plate 84 into the chamber 44b in the combustion part. The compression of the mixture of air and fuel in the chamber occurs in a way described above during one revolution of the first part 26a of the crankshaft. When the revolution of the crankshaft nears its end, a connection opens from the chamber 44a in the compression part via the gas-changing hole 94 into the chamber 44b in the combustion part, whereby the mixture of air and fuel transfers from the compression part to the combustion part. In the combustion part, the mixture of air and fuel is ignited by the spark plug 78, whereby the pressure of combustion gases is directed to the crankshaft and brings it to rotary motion. Because of the phase difference of the first part 26a and the second part 26b of the crankshaft, the edge of the vane in the compression part is settled on the gas- change opening in the phase in which the mixture of air and fuel is ignited and in the combustion part starts a new revolution of the crankshaft. The pressure of combustion gases created in the burning of fuel cannot thus discharge into the chamber 44a of the compression part, whereby pressure force prevails only in the chamber 44b of the combustion part. Combustion gases exit from the chamber 44b via the exhaust channel 88, when the volume of the chamber starts to decrease in the final phase of the revolution of the crankshaft. A motor according to the invention can operate as a petrol-driven carburettor motor, whereby the mixture of air and fuel is ignited in the chamber in a way described above by a spark plug. Alternatively, the spark plug can be replaced by a fuel jet, whereby air is compressed in the chamber and fuel is injected with high pressure into the chamber of the combustion part immediately after compressed air has transferred to it in the final phase of the revolution of the crankshaft. This advantageous embodiment of the motor according to the invention can operate with diesel fuel.

Fig. 7d shows by way of an example an advantageous embodiment of the device according to the invention. The structure of this embodiment is mainly similar to the embodiment shown in Figs. 7a-7c with the exception that the fastening lugs 52 are replaced by a journal 50b the location of which is shown in the figure. Instead of one journal also two journals can be used, whereby both vanes are fastened by pivots to their own journals. This can be useful when optimising the efficiency of the device. In the embodiments shown in Figs. 7a-7d, the gas-changing hole 90 is located in the spacer plate 84 between the compression part 80 and the combustion part 82. In an advantageous embodiment of the invention, the gas-changing hole is located instead of the spacer plate to the connecting flange 86 connecting the journal 32a of the first part 26a and the journal 32b of the second part 26b of the crankshaft. The connecting flange is centric with the part 26a and the middle piece 46 is centric with the journal 32a. On the surface of the connecting flange is formed an annular recess and on the surface of the middle piece 46 setting against the connecting flange is formed a flange of corresponding shape and size fitting to the recess. The gas-changing hole 90 is located on the edge of the recess of the connecting flange and on the edge of the flange of the middle piece is formed a gas-changing opening substantially the size of the gas-changing hole. When the crankshaft rotates, the middle piece with its flange rotates in the recess. The rotating is controlled by the vane 42 one end of which is pivoted via the journal 50 to the middle piece and the other end via the journal 50b to the casing 82. The location of the gas-changing hole and the gas-changing opening are dimensioned so that they fall to each other only once during the revolution of the crankshaft. Then, via the gas-changing hole and the gas-changing opening opens a channel along which the mixture of air and fuel is able to flow from the chamber 44a of the compression part into the chamber 44b of the combustion part. In the other phases of the revolution of the crankshaft, the flow between the chambers has been prevented.

By designing the structure suitably, the flow of gas between the chambers can be implemented so that a new gas mixture pushes all combusted gas away just when the exhaust port closes. The gas mixture remains then as clean as possible and no gas mixture is lost. The middle pieces can be in the combustion part larger than or equal to the size of the ones in the compression part. The magnitude of the phase difference between the first part and the second part of the crankshaft can be 0-20 degrees. By means of the phase difference, the transfer of gas from the compression part into the combustion part can be optimised.

Advantageously, the rotational angle of the crankshaft being in the compression part 330 degrees, the gas-changing hole and the gas-changing opening transfer away from the point where they fall to each other, whereby the chamber of the combustion part becomes a confined space. At the same time, the rotational angle of the crankshaft in the compression part is advantageously 340. When the crankshaft rotates further, the mixture of air and fuel is compressed in the chamber of the combustion part until it is ignited, the rotational angle being around

350 degrees, whereby a new working cycle begins.

In an advantageous embodiment of the invention, the gas-changing hole between the compression part and the combustion part is arranged to the abutting surface between the spacer plate 84 and the connecting flange 86. The connecting flange is centric with the part 26a. In this embodiment, on the edge of the connecting flange, there is a first lip in which there is a first cavity forming the first part of the gas-changing hole. Correspondingly, on the edge of the connecting hole of the spacer plate, there is a second lip in which there is a second cavity forming the second part of the gas-changing hole. When the connecting flange is located in the connecting hole, the first and the second lip overlap with each other. The location of the first and the second cavity is dimensioned so that during the revolution of the crankshaft they fall to each other at a suitable time, whereby a gas-changing hole is formed between the chamber of the compression part and the chamber of the combustion part. Figs. 8a-8b, which relate to the device described in Fig. 7a, show as a sequence of drawings the position of the vanes defining the chambers during the revolution of the crankshaft. Fig. 8a shows the whole revolution of the crankshaft and Fig. 8b the final phase of the revolution and starting of a new revolution. In both figures, the upper line of the sequence of drawings shows the situation in the combustion part 82 and the lower line the simultaneous situation in the compression part 80. The degrees shown in the figures represent the phase of the revolution of the crankshaft (start 0°, finish 360°). When the revolution of the compression part is nearing its end (Fig. 8b), the gas-changing hole 94 opens between the compression part and the combustion part, whereby gas is able to flow from the chamber 44a of the compression part into the chamber of the combustion part. The vanes 42 are designed so that when a new revolution starts the volume of the chamber 44a of the compression part decreases practically to zero, whereby substantially all gas flows into the combustion part. When the crankshaft of the compression side has rotated enough (in Fig. 8b 350 degrees), the vane 42 closes the gas-changing hole. Simultaneously on the combustion side occurs the ignition of fuel, whereby the pressure effect created by combustion gases brings the crankshaft to rotary motion.

The vanes 42 of the combustion part are designed so that a combustion space as good as possible is formed between them and the middle piece 46 at ignition time. To the vanes 42b is formed at the point of the gas-changing hole a chamfer 96 by means of which the adequate size of the combustion space is secured also when the middle piece 46 has set against the inner surfaces of the vanes. Correspondingly, the vanes 42 of the compression side are designed so that the space between them and the middle piece is formed as small as possible when the mixture of air and fuel transfers into the combustion side. The sizes and shapes of the inlet channel, the exhaust channel and the gas-changing hole are dimensioned considering flow technical matters so that the inflow, the travel between the chambers and the outflow of gas mixture from the device is as successful as possible.

Figs. 9a-9c show a further advantageous embodiment of a device according to the invention. Figs. 9a and 9b show the device according to the invention as cross-sections cut along the cutting lines shown in Fig. 9c. Fig. 9c shows a front view of the device according to the invention as a sequence of drawings the cover detached in the different phases of the operation of the device. The device shown in Figs. 9a-9c is a motor the structure and operating principle of which correspond largely the motor shown in Figs. 3a-3d. In connection with the motor is arranged a rotating metering device 104 to the compartments in which air and fuel are brought along channels. The rotating metering device transfers air and fuel into a high-pressure combustion chamber in which the mixture of air and fuel brought to high pressure ignites and burns to combustion gas which further increases the pressure prevailing in the combustion chamber. The expanded combustion gas transfers along the channel 38 into the chamber of the motor where it rotates the crankshaft 26 in a way described above. The compartments of the metering device are designed so that the mixture of air and fuel ignites without the gas coming from the combustion chamber breaking it down. When starting the motor, the pressure of the combustion chamber is increased by a compressor (not shown in the figures) until the pressure required by ignition has been reached. At the same time, fuel and air are fed to the metering device. The mixture is ignited by the spark plug 78. By means of the metering device, continuous feed of air and fuel is maintained by means of which maintaining the combustion event is secured. In the combustion chamber, high pressure thus prevails continuously because of which combustion gas rotating the motor flows continuously along the channel 38 into the motor.

Above were described advantageous embodiments of a device according to the invention. The invention is not limited to the above-described solutions, but it is possible to apply the inventive idea with several ways within the limitations set by the claims.

Claims

1. A pump or a motor which comprises

- a casing (10) in which casing there are a wall (12), a bottom (14) and a cover (16) which define within them a space (17),

- a crankshaft (26) in which there are a journal (32) located within the space (17) and a rod part (28) extending outside the space,

- vanes (42) which are fastened from their first end by pivots (48a, 50, 52) to the wall (12) and from their second end by pivots (48b, 50, 60) to middle pieces (46a, 46b) arranged around the journal (32)

characterised in that

- the journal (32) and the rod part (28) of the crankshaft (26) are eccentric and

- in the space (17), there are at least two vanes (42) for forming a chamber (44) defined by the bottom (14), the cover (16), the middle pieces (46a, 46b) and the vanes, changing of its volume.

2. A device according to claim 1 , characterised in that it is a pump, whereby the device comprises an external power source for rotating the rod part (28) of the crankshaft and whereby on the bottom (14) there is at least one inlet pipe (38) for conveying fluid into the chamber (44) in a first phase of the revolution of the crankshaft and at least one outlet pipe (40) for conveying fluid out of the chamber (44) in a second phase of the revolution of the crankshaft.

3. A device according to claim 1 , characterised in that it is a motor operating with pressurised fluid, whereby on the bottom (14) there is at least one inlet pipe (38) for conveying pressurised fluid into the chamber (44) in the first phase of the revolution of the crankshaft and at least one outlet pipe (40) for conveying fluid out of the chamber in the second phase of the revolution of the crankshaft for bringing the crankshaft (26) to rotary motion.

4. A device according to claim 1 , characterised in that it is an actuator operating with pressurised fluid, whereby in the device there are four vanes (42) for forming a first chamber (44a) and a second chamber (44b) and on the bottom (14) there is a first inlet pipe (38a) for conveying pressurised fluid into the first chamber in the first phase of the revolution of the crankshaft and a second inlet pipe (38b) for conveying pressurised fluid into the second chamber in the second phase of the revolution of the crankshaft for bringing the crankshaft (26) to reciprocating rotary motion.

5. A device according to claim 1 , characterised in that it is a combustion motor, whereby in the device there is a spark plug (78) for igniting the mixture of air and fuel and a valve gear which comprises an inlet channel (70) for conveying the mixture of air and fuel into the chamber (44) during the first revolution of the crankshaft (26) and an outlet channel (72) for conveying combustion gases out of the chamber (44) during the second revolution of the crankshaft (26).

6. A device according to claim 5, characterised in that the valve gear comprises openable and closable valves (74) located in the inlet channel (70) and the outlet channel (72).

7. A device according to claim 5 or 6, characterised in that the valve gear is arranged on the cover (16) of the device and the spark plug (78) on the bottom (14) of the device.

8. A device according to claim 1 , characterised in that it is a combustion motor comprising two parallel spaces (17) in which there is a compression part (80) for compressing air and fuel and a combustion part (82) for combusting the mixture of air and fuel, whereby the cover (16) of the compression part and the combustion part is replaced by a common spacer plate (84) in which there is a gas-changing hole (94) for conveying compressed gas from the chamber (44a) of the compression part (80) into the chamber (44b) of the combustion part (82).

9. A device according to claim 8, characterised in that in the crankshaft (26) there is a first part (26a) in the compression part (80) and a second part (26b) in the combustion part (82) which are connected to each other by a connecting flange (86).

10. A device according to claim 9, characterised in that in the spacer plate (84) there is a connecting hole (90) for a connecting flange (86) and in the abutting surface between the connecting flange and the connecting hole there is an edge seal (92).

11. A device according to claim 9 or 10, characterised in that the gas-changing hole (94) is arranged instead of the spacer plate (84) to the connecting flange (86).

12. A device according to claim 11 , characterised in that on the surface of the connecting flange (86) is formed an annular recess in which the gas-changing hole (94) is arranged and on the surface of the middle piece (46) setting against the connecting flange is arranged a flange suitable for the recess on the edge of which is arranged a gas-changing opening substantially the size of the gas- changing hole, whereby the gas-changing hole and the gas-changing opening are arranged to fall to each other during the revolution of the crankshaft at a suitable time for opening the gas-changing hole between the chamber (44a) of the compression part (80) and the chamber (44b) of the combustion part (82).

13. A device according to claim 9 or 10, characterised in that in the gas- changing hole (94) is arranged to the abutting surface between the spacer plate (84) and the connecting flange (86).

14. A device according to claim 13, characterised in that on the edge of the connecting flange (86) centric with the crankshaft (26) there is a first lip in which there is a first cavity forming a first part of the gas-changing hole (94) and on the edge of the connecting hole (90) of the spacer plate (84) there is a second lip in which there is a second cavity forming a second part of the gas-changing hole (94), whereby the first and the second cavity are arranged to fall to each other during the revolution of the crankshaft at a suitable time for forming the gas- changing hole between the chamber (44a) of the compression part (80) and the chamber (44b) of the combustion part (82).

15. A device according to any one of claims 9-14, characterised in that in the rotation position of the first part (26a) and the second part (26b) there is a phase difference.

16. A device according to any one of claims 8-15, characterised in that in the compression part (80) there is an inlet channel (70) for conveying air into the chamber (44a) of the compression part and in the combustion part there is an exhaust channel (88) for removing combustion gases from the chamber (44b) of the combustion part.

17. A device according to any one of claims 8-16, characterised in that in the combustion part there is a spark plug (78) for igniting the mixture of air and fuel in the chamber (44b) or a fuel jet for injecting fuel into the chamber (44b).

18. A device according to any one of claims 8-17, characterised in that in the crankshaft (26) there is an oil channel (34) for conveying lubricant to the device.