WO2010079367A2

WO2010079367A2 - Tri-centre rotary machine with lobes

Info

Publication number: WO2010079367A2
Application number: PCT/GR2010/000001
Authority: WO
Inventors: Dimitrios Chaniotis
Original assignee: Dimitrios Chaniotis
Priority date: 2009-01-12
Filing date: 2010-01-08
Publication date: 2010-07-15
Also published as: GR1006627B; WO2010079367A3

Abstract

Tri-centre Rotary Machine with Lobes composed by the body (A1, A2, A3), where in each curvilinear triangular space of it (1, 5) a lobe shaped rotor (lobe) (6), which engaged with the crankshaft (11) can transmit its motion in relation to the three basic axes (k, I, m) of the space, to the eccentric part of the crankshaft (11), is installed. This is supported by the ball bearings (18) of the housings (16) and rotates in the same sense with the lobes, around the main axis (n) of the machine. The side covers (caps) (15) carrying the housings (16), are fixed on the body (A1, A2, A3) of the machine and isolate essentially the partial spaces formed in each (1). The operation cycle, concerning Tri-centre Rotary Engine, includes five stages: 1^st) intake- exhaust 2^nd) compression 3^rd) ignition-expansion. The characteristic advantages of Tri-centre Engine is the great, proportionally, capacity in relation to the volume and its weight as well as the simplicity of its structure, because of the absence of valves and the existence of ports (3, 4).

Description

TRI-CENTRE ROTARY MACHINE WITH LOBES

The invention concerns liquid pumps, gas compressors but mainly internal combustion engines which are applied for mobile propulsion in cars, aircrafts, locomotives, ships etc. as well as in any kind of machines or mechanisms.

The internal combustion engines use the air and in some way the fuel itself, i.e. exhaust gases, as work production means (working means), converting essentially the heat produced by the combustion chemical energy to kinetic energy of the engine shaft from which the useful work is delivered.

Both types of Internal Combustion Engines, reciprocating (with piston) as well as the existing rotary (Wankel etc.) ones present advantages but also some disadvantages. In the past attempts have been made in order to improve both types of Internal Combustion Engines and especially the rotary ones. Towards this the present invention is directed proposing Tri-stroke Tri-centre Rotary Internal Combustion Engine with Lobes.

The present invention concerns rotary Internal Combustion Engines, which are mainly characterized by at least one rotating part (rotor), one steady part (machine body-stator) and crankshaft. The crankshaft converts the composite motion of the rotor of the engine to a simple crankshaft rotating motion.

In addition to their advantages, the technical level Internal Combustion Engines (reciprocating, Wankel etc.) present also some disadvantages. For example the Wankel engines show high fuel consumption as well as tightness problems which are do to the geometry itself of their form. In addition the reciprocating engines are not characterized from par- ticularly high per level per unit of volume and the most prevailing of them (four stroke ones) are enough composite, with great number of moving parts.

This invention has as purpose to make an Internal Combustion Engine, according to those previously mentioned, which can consume as much as lower fuel quantity and shall pro- vided maximum power for lower volume and weight in relation to the Internal Combustion Engines of the current technology. Also it shall possesses limited number of moving parts, while does not present tightness problems.

According to those previously mentioned the above are achieved, due to the particular geometry of the areas where the lobes (rotors) are moving, of the form of a curvilinear equilateral triangle but also because of the geometry of the lobes themselves. Each lobe shall possess symmetry plane on which the side of the curvilinear triangle is reflected in order to result the other one. In this way theoretically the lobe is always in contact with the space in which is moved under the constraint that two sides of the curvilinear triangle shall not come simultaneously in contact with it. This has as consequence that each lobe shall rotate, in subsequent phases, in relation to the three basic axes of the space. With this way the space maybe separated in two partial variable volume spaces in which the various phases of Tri-centre Engine operation shall tale place. Each space is rotated in rela- tion to the main axis of the Internal Combustion Engine, by 60° in relation to the other and has depth equal to the width of each lobe-rotor. The composite motion of the lobes is transformed in pure rotation motion, relative to the main axis, through the crankshaft. The crankshaft is divided in two parts, the front and the rear crankshaft parts, or it maybe unified and shall be seated on two similar side covers (caps). These shall be fixed by bolts on the body of Tri-centre Engine and operationally supplement the partial spaces created by the lobes.

One Tri-centre Engine, according to this invention, presents many advantages. Taking into account the particular for of the curvilinear triangular spaces, of the lobes (rotors), as well as the particularity of the crankshaft, the efficiency of the Internal Combustion Engine is positively favored, achieving in this way higher efficiency degree of the Tri-centre engine. Concerning also the fuel consumption Tri-centre engine is cost saving, because in general of its particular construction with result to be more advantageous in comparison to the existing conventional Internal Combustion Engines and especially to the Wankel engines. The problem of compression loss is not created in the said Internal Combustion Engine, due to the ensured, because of its geometry, verticality of the top sheets in the walls of the triangular spaces, a fact which does not occur in Wankel engine. In addition is obviously more advantageous in comparison to the conventional Internal Combustion Engines, in the matter of the construction simplicity, possessing limited moving parts and using ports and not valves. This has as a direct consequence the facilitation of its assembly and dis- mantling. Also the production and maintenance cost and permanent wear of the engine but also the faults which eventually may occur during its operational life are reduced, having as result of course the increase of its life limit. There is also the possibility to be sufficiently light in its construction contributing to the weight reduction and the operational cost of vehicles, but withstanding in mechanical stresses. Finally it possesses a sufficiently concessive structure allowing its model construction in small size and shape which ergo- nomically facilitates its adaptation and incorporation to the rests mechanical system.

Figure 1 shows the front view and elevation of the Tri-stroke Tri-centre Rotary Internal Combustion Engine with Lobes, according to the present study, installed on a base of a device with centrifugal ventilator (20).

Figure 2 shows the body of the engine in three different views (Al, A2, A3), the first (Bl) and the second (B2) space of the Internal Combustion Engine in section at the same time, the unified or dividable crankshaft and its parts in perspective drawing (11, 12, 13) and the rotor (lobe) (6) in two views. Also, in figures Al and 6 the radiuses of the circular parts as functions of x, y, in order to understand the geometry of the space and the rotor (lobe) of the engine, are indicated. Each indicative number appears, at most, as much times as the arrangement specified by it is shown in figure 2.

In Figure 3 left in the first column of the figures, perspective and not drawings of Tri- centre Engine together with its side covers (caps) as well as perspective views of the machine without side covers right in the second column, in order that the rotor (lobe) of the engine to be obvious, are shown. In figure 1, Trϊ-centre Engine(19) is applied in the mechanical system of a centrifugal ventilator (an air-turbine) (20) for air supply, for example, in an area air conditioning system. The specific one can be driven from Tri-centre Engine(19) through a motion transmission system of belt-pulleys (21). In this way exploitation (partial) of the fuel chemical energy by Tri-centre Engine(19) and its transformation to kinetic energy of the air stream through the air-turbine, can be carried out.

In figure 2, Al represents the body of the Internal Combustion Engine in which the first space (1) of the engine, having the shape of curvilinear equilateral triangle, is shown with continuous line. Three configurations of the body correspond to this: a) the spark plug receptacle (2), b) the intake (3), c) the exhaust (4). The second space (5) of the body (with dashed line) as well as the corresponding configurations (spark plug receptacle, intake, exhaust) as geometrically equal but rotated by 60° clockwise in relation to the front area and its configurations.

As shown in figure Bl, the rotor (lobe) (6), because of the geometry of its form, has the possibility to rotate in relation to the three basic axes (k, I, m) of the space. During the real operation of the engine the rotor of figure Bl is moved anti-clockwise and successively, in relation to the three basic axes of the first space. The same happens also with the rotor (figure B2) of the second space in relation to the three basic axes of this space. The relative position of the two lobes (rotors) of the Internal Combustion Engine in all phases of its operation, at a particular time, is symmetrical in relation to the main axis (n) of Tri- centre Engine. The combustion chambers (17) of the engine are formed in the curves of the lobe areas.

Also in figure Bl the four top sheets (7, 8, 9, 10) of the first rotor, which are always in contact with the wall of the first space, are shown. This is achieved through metallic blades, which are inserted between the sheets and the rotor in order that capability of pressure maintenance of the partial spaces generated by the rotor and prevention of their equili- bration of their (pressure) between them exists. Especially concerning higher scale Tri- centre Rotary Engines, for better tightness of partial spaces, the addition of lateral blades on the plane handles of lobes (rotors) coming in contact with the caps, is judged as purposeful.

The crankshaft (11) which has as rotation axis the main axis (n) of this engine is composed from the front part (12) and the rear part (13) of the crankshaft or it shall be unified and serve to the transformation of the composite motion of the lobes to a rotating motion for the easiest transfer of the useful work. When both parts are connected and compose the crankshaft, their eccentric parts are in diametric opposite positions and are those which pass through with close fitting tolerance the longitudinal hole (14) centrally of the lobes for motion transmission. The crankshaft has always the same rotation sense with the rotors, anti-clockwise, as shown in figures Bl and B2.

Finally the side covers (15 figure 3) (caps) of Tri-centre Engine are applied for isolation of partial spaces generated by the rotors in Internal Combustion Engine areas. Simultaneous- Iy they indirectly support the crankshaft in machine's body allowing it to rotate through ball bearings (18) around the main axis of Internal Combustion Engine. The ball bearings (18) are inside the cylindrical spaces of the caps, i.e. the housings (16 figure 3).

In figures 4, 5 description of the operation cycle of Tri-centre Engine, with the aid of drawings (sections) which combined in pairs form up to down (lα-2α, 3α-4α, 5α-6α) and (lb-2b, 3b-4b, 5b-6b) represent the start and stop of each one of the three stages of its operation, is carried out i.e., first stage: Intake-Exhaust, second stage: Compression, third stage: Ignition- Expansion. These drawings constitute sections in the first space (figure 4) and second space (figure 5), with phases No (10,20,30,40,50,60) and No (lb,2b,3b,4b,5b,6b) respectively, occurring at the same time. The two lobes in the first (figure 4) and in the second space (figure 5) operate with difference one time of the operation cycle. In this way occurs in: Figure 4: (No lα-2α:) Intake- Exhaust and Figure 5: (No lb-2b:) Compression (No 3α-4α:) Compression (No 3b-4b:) Ignition- Expansion

(No 5α-6α:) Ignition- Ex- (No 5b-6b:) Intake- Expansion ha ust

Concerning the fuel of Tri-centre Rotary Engine, this can vary. For example, it can operate as gasoline engine, diesel engine, but also as engine with hydrogen or natural gas etc. fuel, however always applying the necessary modifications, according to its application.

In addition, its basic geometry provides the possibility for its optional application as pump, compressor, hydraulic-pneumatic machine etc.

Its fields of application can be multiple and various. For example the transportations, such as vehicles, air-planes, seaways transportation means, trains etc., wider applications of it such as generators, pumps, compressors, tools, machine-tools, earth- working machinery, power plants and in general almost everywhere power is requested in order to put in operation a mechanism and to produce work.

Claims

1) Tri-centre Rotary Machine with Lobes characterized by the body (Al, A2, A3), with one, two (1, 5) or more spaces. In each one of these spaces one rotor (6) lobe, which through its central, longitudinal hole (14) is engaged with the crankshaft (11), which crankshaft shall be unified or dividable in parts (12, 13) which shall have suitable eccentric parts, shall be installed. This shall be wedged in the ball bearings of the receptacles which are in the side covers (15) and these shall be fixed with bolts in the body of Tri-centre Rotary Machine with Lobes.

2) Tri-stroke Tri-centre Rotary Internal Combustion Engine with Lobes, according to claim 1 characterized by its body (Al, A2, A3), which can possess more than one spaces of curvilinear equilateral triangle shape (1) (curvilinear space) each one of which is equipped with one spark plug receptacle (2) and two ports: intake (3) and exhaust (4).

3) Tri-stroke Tri-centre Rotary Internal Combustion Engine with Lobes, according to claim 1, characterized by at least one rotor (6) (lobe) at the ends of which four top sheets (7, 8,

9, 10) between which and the rotor metallic blades are inserted. In its curvilinear areas the combustion chambers of the Internal Combustion Engine are formed.

4) Tri-centre Rotary hydraulic machine with lobes (pump etc.), according to claim 1, cha- racterized by its body (Al, A2, A3), which possesses at least one space of the form of curvilinear equilateral triangle (1) (curvilinear space).

5) Tri-centre Rotary gas compressor with lobes, according to claim 1, characterized by its body (Al, A2, A3), which possesses at least one space of the form of curvilinear equilateral triangle (1) (curvilinear space).