WO2014112885A2 - A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement - Google Patents

A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement Download PDF

Info

Publication number
WO2014112885A2
WO2014112885A2 PCT/NO2014/050011 NO2014050011W WO2014112885A2 WO 2014112885 A2 WO2014112885 A2 WO 2014112885A2 NO 2014050011 W NO2014050011 W NO 2014050011W WO 2014112885 A2 WO2014112885 A2 WO 2014112885A2
Authority
WO
WIPO (PCT)
Prior art keywords
gearwheel
drive shaft
elliptical
rotary
main drive
Prior art date
Application number
PCT/NO2014/050011
Other languages
French (fr)
Other versions
WO2014112885A3 (en
Inventor
Hilberg I. Karoliussen
Original Assignee
Otechos As
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 Otechos As filed Critical Otechos As
Priority to CA2897153A priority Critical patent/CA2897153C/en
Priority to EP14703937.4A priority patent/EP2946075B1/en
Priority to US14/762,141 priority patent/US10184474B2/en
Priority to ES14703937T priority patent/ES2792916T3/en
Priority to DK14703937.4T priority patent/DK2946075T3/en
Priority to CN201480005555.3A priority patent/CN105143604B/en
Priority to MX2015008935A priority patent/MX368801B/en
Priority to BR112015017231-8A priority patent/BR112015017231B1/en
Priority to PL14703937T priority patent/PL2946075T3/en
Priority to KR1020157022837A priority patent/KR101711778B1/en
Priority to DE212014000032.7U priority patent/DE212014000032U1/en
Priority to RU2015135353A priority patent/RU2651000C2/en
Priority to JP2015553673A priority patent/JP2016508558A/en
Publication of WO2014112885A2 publication Critical patent/WO2014112885A2/en
Publication of WO2014112885A3 publication Critical patent/WO2014112885A3/en

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04CROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C28/00Control of, monitoring of, or safety arrangements for, pumps or pumping installations specially adapted for elastic fluids
    • F04C28/18Control of, monitoring of, or safety arrangements for, pumps or pumping installations specially adapted for elastic fluids characterised by varying the volume of the working chamber
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01CROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00Rotary-piston machines or engines
    • F01C1/02Rotary-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
    • F01C1/063Rotary-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
    • F01C1/077Rotary-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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01CROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/008Driving elements, brakes, couplings, transmissions specially adapted for rotary or oscillating-piston machines or engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01CROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/08Rotary pistons
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/02Methods of operating
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/04Charge admission or combustion-gas discharge
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/10Fuel supply; Introducing fuel to combustion space
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/12Ignition
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04CROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C18/00Rotary-piston pumps specially adapted for elastic fluids
    • F04C18/02Rotary-piston pumps specially adapted for elastic fluids 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
    • F04C18/063Rotary-piston pumps specially adapted for elastic fluids 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
    • F04C18/077Rotary-piston pumps specially adapted for elastic fluids 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04CROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C18/00Rotary-piston pumps specially adapted for elastic fluids
    • F04C18/08Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing
    • F04C18/10Rotary-piston pumps specially adapted for elastic fluids of intermeshing-engagement type, i.e. with engagement of co-operating members similar to that of toothed gearing of internal-axis type with the outer member having more teeth or tooth equivalents, e.g. rollers, than the inner member
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04CROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C2/00Rotary-piston machines or pumps
    • F04C2/02Rotary-piston machines or pumps 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
    • F04C2/063Rotary-piston machines or pumps 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
    • F04C2/077Rotary-piston machines or pumps 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04CROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/0042Driving elements, brakes, couplings, transmissions specially adapted for pumps
    • F04C29/005Means for transmitting movement from the prime mover to driven parts of the pump, e.g. clutches, couplings, transmissions
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H1/00Toothed gearings for conveying rotary motion
    • F16H1/28Toothed gearings for conveying rotary motion with gears having orbital motion
    • F16H2001/2881Toothed gearings for conveying rotary motion with gears having orbital motion comprising two axially spaced central gears, i.e. ring or sun gear, engaged by at least one common orbital gear wherein one of the central gears is forming the output
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H35/00Gearings or mechanisms with other special functional features
    • F16H2035/003Gearings comprising pulleys or toothed members of non-circular shape, e.g. elliptical gears

Definitions

  • a device for a machine of displacement type a controlling gear arrangement for the device, and usage of the controlling gear arrangement
  • the present invention relates to a device for a machine of displacement type, comprising: a) a non-rotatable housing which surrounds two mutually movable parts, b) a first part which with its outer circumference is controllably rotationally movable along inside wall of the housing, c) a second part which is controllably movable relative to inner circumferential face of the first part, and d) at least one inlet aperture and at least one outlet aperture associated with a wall of the housing.
  • the invention relates, in a first aspect, to a controlling gear arrangement to cause continuous, mutually variable movement of a first part and a second part which are co-axial, and wherein said first and second parts are in operational co-operation with a main drive shaft, and in a second aspect relates to a controlling gear arrangement in operational cooperation with machine device to control two continuously rotating, mutually movable functional parts in the machine device, thereby causing continuous, mutually variable movement in the machine device of a first part and a second part which are co-axial, said first and second parts being in operational co-operation with a rotary main drive shaft which forms part of the controlling gear arrangement,
  • the main drive shaft being in operational gearwheel coupling with a first rotary sub-drive shaft for the first part and with a second rotary sub-drive shaft for the second part, respectively, and
  • the invention relates also to a usage of such a controlling gear arrangement.
  • the known Wankel engine has only one rotor which rotates eccentrically in a stationary enclosing housing. In its first embodiments it was structured in such a way that what is the housing, in to-days well-known version, rotated about its own axis, implying that this first variant of the Wankel engine in reality appeared as a two-rotors engine.
  • Wankel engine has not been a great commercial success, despite its capability of exhibiting high revolutions per time unit range and almost a vibration-less operation, small structural size and low weight.
  • This is caused by substantial disadvantages such as relatively high manufacturing costs due to requirements related to fine polishing and coating of movement path of the inner circumference of the stator, significant sealing problems between stator and rotor, in particular towards the periphery.
  • This is due to these sealing faces becoming extremely narrow, almost like a stripe, and where the angle of abutment is noticeably changed during rotation.
  • the invention has as an object to find a solution to the challenges and known problems related to both sealing and surface ratios during normal operation for devices of types mentioned in the introduction, such as e.g. combustion engines, as it is according to the invention intended to provide a machine which exhibits many of the advantages of a rotary machine, such as having compact and light-weight structure, being vibration-less as regard mass forces, and which exhibits a mechanically simple structure with a minimum of movable parts, simultaneously with selection of required compression ratio being present.
  • the initially mentioned machine is characterized in: e) that the two mutually movable parts have co-axial axes of rotation, f) that the first part internally has at least two radially, inwardly directed wings with arranged mutual angular distance along the curved inside wall of the part between the wings, g) that the second part has a hub which has at least two radially, outwardly directed wings with mutual angular distance, h) that portion of the hub between the wings of the second part is in slidable or adjacent contact with a curved, free end portion of the wings on the first part, i) that a curved, free end portion of each wing on the other part is in slidable or adjacent contact with the curved inside wall on the first part which is located between respective ones of two neighbouring of said wings on the first part, j) that the first part and the second part are both continuously rotatably movable, but with mutually variable movement, the wings of the second part being movable between respective neighbouring wings on the first
  • the rotary main drive shaft co-acting with the controlling gear arrangement is operational gearwheel coupling with a first, rotary sub-drive shaft for the first part and with a second, rotary sub-drive shaft for the second part, respectively, cooperating, elliptical gearwheels being incorporated in the respective gearwheel coupling.
  • the main drive shaft and said first and second sub-drive shafts are co-axial.
  • said controlling gear arrangement mentioned in the introduction is characterised, according to the invention, in that the rotary main drive shaft, which forms part of the controlling gear arrangement, is in operational gearwheel coupling with a first, rotary sub-drive shaft for the first part and with a second, rotary sub-drive shaft for the second part, respectively, co-operative elliptical gearwheels being included in the respective gearwheel coupling, and wherein the main drive shaft and said first and second sub-drive shafts are co-axial.
  • the arrangement is characterised in:
  • the main drive shaft and said first and second sub-drive shafts being co-axial, - at least one first co-axial set of a rotary, elliptical gearwheel and a rotary, circular gearwheel which are fixedly interconnected with a first mutual axial distance, a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft, the elliptical gear wheel of the first set forming gearwheel engagement with the elliptical gearwheel which is rigidly attached on the main drive shaft, and the circular gearwheel of the first set forming gearwheel engagement with a circular gearwheel on a sub-drive shaft for the first part for rotation thereof, and
  • the usage of the controlling gear arrangement is to control two continuously rotating, mutually movable functional parts of a machine device in order in an operation cycle of the machine device to develop successive displacement varying suction-, compression- and ejection chambers in the machine device when it is a combustion engine or a compressor, or to successively develop varying displacement spaces in the machine device when it is a pump.
  • Fig. 1 shows in perspective view a main drawing of the machine device, according to the invention, in an engine variant.
  • Fig.2 shows in another perspective view the embodiment of Fig. 1 with machine covers partly cut away.
  • Figs. 3a and 3b show in perspective views from the front and the rear, respectively, a first part of two mutually movable parts of the device, where the first part is in the form of an outer rotor.
  • Fig.4 shows in perspective view a second part of two mutually movable parts of the device, where the second part is in the form of an inner rotor.
  • Fig. 5 shows an enlarged detailed section V of Fig. 4.
  • Fig. 6 shows a sketch of the two mutually movable parts joined, as seen from the side of the first part as shown on Fig. 3b.
  • Fig.7 is a perspective view of a part of the device with the mutually movable parts and with the front cover removed for sake of clarity.
  • Fig.8 is a perspective view of a part of the device with the two mutually movable parts, with the front cover removed for sake of clarity, and portions of the non-rotatable housing for the parts cut away.
  • Fig. 9 is a perspective view of a part of the device which includes the two mutually movable parts, but without controlling gear arrangement included therein for sake of clarity, and with a half of the non-rotary housing for the mutually movable, rotary parts and a half of the nonrotary housing for the controlling gear arrangement cut away.
  • Fig. 10 is a perspective view of the controlling gear arrangement, according to the invention.
  • Fig. 11 shows the device with the two mutually movable parts and with their surrounding housing partly cut away, as well as the controlling gear arrangement and its surrounding housing partly cut away for sake of clarity.
  • Fig. 12 shows the device as shown on Fig. 10 with the controlling gear arrangement shown in a partly exploded view.
  • Figs. 13a, 13b and 13c illustrate a first type of gearwheel set for use in the controlling gear arrangement, as seen in planar view, side view and in the section XIIIc-XIIIc, respectively.
  • Figs. 14a, 14b and 14c illustrate a second type of gearwheel set for use in the controlling gear arrangement, as seen in planar view, side view and in the section XIVc-XIVc,
  • FIG. 15 shows relative curves for number of revolutions per unit of time for the two mutually movable parts relative to a uniform number of revolutions per unit of time for the machine drive shaft.
  • Figs. 16a - 16f illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to an engine with a front cover adapted to engine mode of operation.
  • Figs. 17a-17b illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to a compressor with a front cover adapted to compressor mode of operation.
  • Figs. 18a-18b illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to a pump with a front cover adapted to pump mode of operation.
  • variable chambers formed by the rotation of the inner rotor 101 and the outer rotor 102 are limited in axial direction by said front cover 104 (alternatively the front cover 105 or 106) and a rear cover 103, as shown on Figs.2, 8, 9, 11 and 12.
  • the rear cover 103 is fixedly bolted to the circumference of the outer rotor, as will be further explained in connection with Fig.3b.
  • Fig. 1 there is shown an embodiment of the device, according to the invention, configured for engine function.
  • a housing 107 having a circular wall 108, a first end wall 109 and a second end wall 104 formed by the front cover 104 (front cover 105 or 106 if compressor function or pump function, respectively).
  • the walls 108 and 109 are preferably integrally cast.
  • the end wall or the cover 104 (alternatively the cover 105 or 106 which also can form an end wall) is preferably attached to the wall 108 using a plurality of attachment bolts 110, such as shown on Figs. 1 and 2.
  • a housing 111 for the controlling gear arrangement coupling 112 for any test bench brake, toothed disc 113 for ignition indicator related to an ignition device 114, e.g. a spark plug, which can be screwed into the end wall 104.
  • an ignition device 114 e.g. a spark plug
  • a flywheel 115 which is attachable onto a main drive shaft 116 (see inter alia Fig. 2) in a manner known per se.
  • the flywheel is therefore for sake of simplicity not shown on any of the other drawing figures.
  • the coupling 112 and the disc 113 can suitably also be attached onto the shaft 116 or be attached thereto via the flywheel 115.
  • the housings 107 and 111 are each provided with machine suspensions 117, 118, respectively.
  • Corresponding machine suspensions may of course also be provided on diametrically opposite side of the respective housing 107, 111.
  • the housings 107, 111 can e.g. consist of four interconnectable parts, but in a practical embodiment they can each consist of two halves, where one half of one housing is integrally cast with a half of the other housing, in such a way that the housings 107 and 111 consist of two integrally cast parts which may then be joined.
  • the housing 107 i.e. the walls 108 and 109 thereof
  • the housing 111 can be cast as only one item. This latter alternative is the currently preferred embodiment.
  • an oil filling nozzle stub 119 for the controlling gear arrangement 201 which is located inside the housing, and which is to be described in detail later.
  • an oil drain hole 120 At the bottom of the housing 111 there may be located an oil drain hole 120. Filling of oil may e.g. take place through injection of an oil mist, so that the interior of the housing is not filled completely with oil, and the oil can be drained out through the hole 120, be strained and be cooled before re-injection via the nozzle stub 119.
  • FIG. 1 shown an injection nozzle 122 for fuel, an air suction manifold 123 having at the top thereof an attachment 124 for an air filter, a speed handle 125, and an exhaust manifold 126.
  • Fig. 2 there is on the outside of the wall 104 a bracket 127 for attachment of the suction manifold 123 and the exhaust manifold 126 to respective suction aperture 128 and exhaust outlet aperture 129 from inside of the housing 107, i.e.. from the combustion chambers formed by means of the rotors 101 and 102 and the end walls 104, 109.
  • the wall or cover 104 is integrally connected with a protruding wall portion in the form of a front bushing or front cover 130.
  • the wall 104 surrounds a front shaft 131 for the outer rotor 102, and the front bushing 130 surrounds and clamps a roller bearing 132 for the front shaft 131 of the outer rotor 102.
  • the front bushing 130 surrounds a shaft 133 for the inner rotor 101.
  • a compensator 134 for mass inertia is attached by means of bolts 135 to the shaft 133 of the inner rotor.
  • the front bushing 130 is terminated by a front end lid 136 which is attached to the front bushing 130 by means of bolts 137.
  • An inlet 138 for cooling- and lubrication oil is suitably located in the front end lid 136.
  • Fig.3 illustrates the outer rotor 102 in further detail. It has, in the shown embodiment, two radially, inwardly directed, diametrically located wings 137.
  • the number of wings may possibly be increased, provided that the number of wings on the inner rotor is increased correspondingly. It may, however, require diametrical dimension increases of the machine.
  • An alternative could instead be to axially connect in parallel multiple units of the housing 107 and the rotors 101, 102, or possibly increase their axial dimensions.
  • the wings 139 are provided with a plurality of pressure drop grooves 140.
  • the advantage of such pressure drop grooves is the avoidance of sealing springs to slide along a wall and which require well controlled lubrication, and which as regards wear is a serious problem related to inter alia an engine type like the Wankel engine.
  • the rear cover 103 is attached to the rear side of the outer rotor 102 by using a large number of bolts 141 which are attached in corresponding attachment holes 142 (Fig. 3b) in the outer rotor 102.
  • the outer rotor 102 is in addition provided with cooling creative recesses 143 from outer circumference and inwardly in the wings 139, so that the wings in reality will not be solid, but hollow.
  • the recesses 143 co-operate with corresponding holes 144 (Fig.
  • the inner rotor 101 is shown in further detail on Figs. 4 and 5. It has a hub 146 and diametrically located wings 147.
  • the wings 147 are, as shown for the wings 139 of the outer rotor 102, also provided with pressure drop grooves 148 with technical advantages as discussed for the grooves 140.
  • the hub 146 is advantageously also provided with an oil cooling space 149 for the inner rotor.
  • FIG. 5 Details of the pressure drop grooves 148 are shown on Fig. 5 illustrating section V of Fig.4.
  • the pressure drop grooves 140 on the outer rotor 102 are advantageously configured in a similar manner.
  • the pressure drop grooves 150 which are located on the curved part of the wing 147 are preferably positioned mutually more closely than the grooves 151 located on the radial portion of the wings 147.
  • Fig. 6 shows an "idealized" view of how the inner and outer rotors are joined, and details related to cooling ribs and installation holes on the outer rotor are not included for sake of simplicity, and nor is the front bushing 130 visible.
  • the holes 152 are to co-operate with the bolts 110, the bolts being fixedly inserted into corresponding holes (not shown) in the circular, annular part 108 of the housing 107.
  • Wedge tracks 153 are located in the hub in order to provide for attachment to drive shaft 133 associated with the inner rotor 101. This drive shaft will be described further later on.
  • a device related to a machine comprising a non-rotary housing 107, i.e. with wall portions 104, 108, 109, 130; 105, 108, 109, 130; 106, 108, 109, 130 surrounding the two mutually movable parts 101, 102.
  • a first part 102, which forms the outer rotor is with its outer circumference controllably rotation-movable along an inside wall face, i.e. the cover 104 of the housing.
  • the other part, i.e. the inner rotor 101 is controllably movable relative to inner, curved circumferential face 150, i.e. wall portion, of the outer part 102.
  • at least one inlet manifold 123 and at least one outlet manifold 126 are located on and associated with the wall 104, i.e. the front cover of the housing 107.
  • the two mutually movable parts i.e. the rotors, 101 and 102
  • have co-axial rotary axes i.e. the indicated axis 155.
  • the rotor 102 has, as previously explained, internally at least two radially inwardly directed wings 139 with mutual angular distance along the rotor curved inside wall 154 (se Fig. 3a and 3b) between the wings 139.
  • the angular distance between radial mid-region of the two wings 139 being 180°, i.e. the wings 139 being located diagonally opposite each other.
  • the inner rotor 101 has the hub 146 with the at least two radially outwardly directed wings 147 with mutual angular distance between radial mid-region of the two wings 147 being 180°, i.e. the wings 147 being located diagonally opposite each other.
  • the portion 156 on the hub 146 is curved and is in slidable or adjacent contact with a curved, free end portion 157 of the wings 139.
  • each wing 147 on the inner rotor 101 is in slidable or adjacent contact with the curved, inside wall portion 154 on the outer rotor 102 which is located there between two neighbouring wings 139.
  • the rotors 101, 102 are both continuously rotationally movable, but with mutually variable movement, the wings 147 of the inner rotor 101 being movable between said respective, neighbouring and diametrically located wings 139 on the outer rotor 102, so that chambers 159, 160 and 161, 162 which appear between co-operating pairs 139, 147 of wings on the outer rotor 102 and the inner rotor 101 successively increase and decrease, and decrease and increase, respectively, in volume in the course of a rotation cycle for the created chambers.
  • a first axial end of the two parts 101, 102 is in slidable or adjacent contact with the first cover, i.e. the front cover 104 with apertures 128 and 129, possibly via the bracket 127, for controlled communication with the chambers, the first cover 104 constituting said wall.
  • a second end of the two rotors 101, 102 is covered by the second cover 103 which is attached to the outer rotor 102, as previously explained, and which is thereby rotary therewith. This implies thereby that the first rotor 101 becomes in slidable or adjacent contact with the second cover 103 when the rotor 101 rotates.
  • Movements of the two mutually movable rotors 101, 102 are influenced by a controlling arrangement 201 which operationally includes the rotary main drive shaft 116 for the machine.
  • the wings 139 have three holes 163. These holes are used for attaching the front shaft 131 for the outer rotor to these wings 139 by means of bolts 164 (see Fig.7), and where the roller bearing 132 co-operates with the front shaft 131 of the outer rotor.
  • the shaft 133 for the inner rotor 101 can be attached to the hub 146 of the inner rotor via the wedge tracks 153 in a manner known per se.
  • the shaft 133 is also visible on Fig. 2 and also on Figs. 8 and 9.
  • a needle bearing 165 for the inner rotor 101 there is advantageously present a needle bearing 165 for the inner rotor 101.
  • This needle bearing is not visible on the other drawing figures, but the inner shaft 133 has also a further needle bearing 166 located between the shaft 133 and the cover 103.
  • the cover 103 constitutes in its axial extension a drive shaft 167 for the outer rotor 102.
  • a roller bearing 168 for the shaft 167 of the outer rotor 102 is located with its outer circumference clamped into a flange 169 on the housing 111 (see Fig. 9).
  • a thrust bearing 170 for the drive shaft 167 of the outer rotor is clamped between the shaft 167 and the housing 111 (see Fig. 9).
  • Holes 171 and 172 shown on Fig. 8 are screw attachments for connection of the shaft 167 of the outer rotor and the shaft 133 of the inner rotor, respectively, to the structural elements of the controlling gear arrangement 201, as will be explained more closely.
  • the rotary main drive shaft 116 which also forms part of the controlling gear arrangement 201, is operationally co-operative via gearwheel couplings 202, 203; 202, 204 with a first rotary sub-drive shaft, i.e.
  • the rotor shaft 167 for the outer rotor 102 as well as operationally co-operative via gearwheel couplings 202, 205; 202, 206 with a second rotary sub-drive shaft, i.e. the rotor shaft 133 for the inner rotor 101, and wherein co-operative, elliptical gearwheels 207 - 211 are included in the respective gearwheel coupling.
  • the elliptical gearwheel 207 is located on the main drive shaft 116 and is common to all gearwheel couplings 202, 203; 202, 204 ; 202, 205; 202, 206.
  • the gearwheels in the parts 203; 204; 205; 206 of the respective gearwheel couplings are installed rotatable on a respective shafts 212; 213; 214; 215, and these shafts are installed onto an attachment plate 216 which is fixedly bolted to the housing 111 via holes 217 in the plate 216 and attachment holes 219 in the housing 111. Short attachment bolts 218 can pass through the attachment holes 219 in the plate 216.
  • Circular gearwheels 220; 221; 222; 223 are also included in the parts 203; 204 ; 205; 206.
  • the gear wheels 220, 221 are in gearwheel engagement with a circular gearwheel 224 which constitutes connection to the shaft 167 for the outer rotor 102.
  • the gear wheels 222, 223 are in gearwheel engagement with a circular gearwheel 225 which constitutes connection to the shaft 133 for the inner rotor 101.
  • the set of gearwheels being included in the parts 203; 204 has been shown in more detail on Fig. 13, from which is seen that the elliptical gearwheel 208; 209 is axially separate from, but rigidly connected with the circular gearwheel 220; 221 by a distance dl.
  • Bearings 226; 227 are arranged inside the elliptical gearwheel 208; 209 and on the circular gearwheel 220; 221 in order to arrange these to be rotatable on the shaft 212; 213.
  • Bolts 228 rigidly interconnect the gearwheels 208, 220 and 209, 221 with an intermediate piece 229.
  • the distance dl is somewhat larger than the thickness of the gearwheel 225, e.g. approximately 10-25% larger - even though this is only to consider as a non-limiting proposal.
  • the distance dl is present in order that the gearwheels 210, 222 and 211, 223 in a reliable manner may form a respective gearwheel engagement with the gear wheels 223, 224.
  • the set of gearwheels being included in the parts 205; 206 have been shown in more detail on Fig. 14, from which is seen that the elliptical gearwheel 210; 211 is axially separate from, but rigidly connected with the circular gearwheel 222; 223 by a distance d2, the distance d2 - in a non-limiting example - being e.g. 10-25% of dl.
  • Bearings 230; 231 are arranged inside the elliptical gearwheel 210; 211 and on the circular gearwheel 222; 223 in order to arrange these to be rotatable on the respective shaft 214; 215.
  • Bolts 232 rigidly interconnect the gearwheels 210, 222 and 211, 223 with an intermediate piece 233.
  • the distance d2 enables the gearwheel 225 to pass unobstructed with its outer circumference in this d2 -dimensioned interspace.
  • first pair of same parts 203, 204 and a second pair of same parts 205, 206 it will be appreciated that it will be possible to use only one of the parts of each pair, e.g. the parts 203 and 205. By using only one of the parts of each pair, this may yield a limitation to maximum transfer of momentum (torque) if strength specifications are not improved. In a practical, currently preferred embodiment, there is used pairs of parts 203, 204 and 205, 206 .
  • composition of sets of gearwheels just shown and described is the currently preferred one.
  • the power transfers are: 167 ⁇ 224C ⁇ 220C + 208E ⁇ 207E ⁇ 116 167 ⁇ 224C ⁇ 221C + 209E ⁇ 207E ⁇ 116 133 ⁇ 225C ⁇ 222C + 210E ⁇ 207E ⁇ 116 133 ⁇ 225C ⁇ 223C + 21 IE ⁇ 207E ⁇ 116
  • the elliptical gearwheels in the gearwheel set parts 203, 204, 205 and 206 are preferably of the same configuration, and the circular gearwheels in the gear wheel set parts 203, 204, 205 and 206 have preferably the same configuration.
  • the controlling gear arrangement 201 in its currently preferred embodiment, exhibits a continuous rotary movement which controls a mutually varying movement of the outer rotor and the inner rotor, the rotational pattern of the movements of these parts being a function of the ratio between the largest and smallest diameter of the elliptical gearwheels 208 - 211 and largest and smallest diameter of the elliptical gearwheel on the main drive shaft 116.
  • controlling gear arrangement 201 it will correspondingly be the ratio between the largest and the smallest diameter on the elliptical gearwheels 220 - 225 which will be decisive for the co-operative rotational pattern of the outer rotor 102 and the inner rotor 101.
  • the housing 111 is at a rear edge region 176 provided with a plurality of attachment holes 177 for bolts 178 for attachment of a rear cover 179 which covers the controlling gear arrangement 201.
  • a bushing-like portion 180 which is integral with the cover 179,
  • a roller bearing 181 is located between the drive shaft 116 and the inside of the portion 180.
  • a thrust bearing 182 is located between the drive shaft 166 and the inside of the portion 180.
  • the thrust bearing 182 is kept in place by means of a locking ring 183.
  • the free end of the bushing like portion 180 is terminated by an end lid 184 which is attached by means of bolts 185 to the free end of the portion 180.
  • the drive shaft 116 passes through the end lid 184 and a sim-ring 186 which thereat forms sealing between the drive shaft 116 and the end lid 184.
  • the device may be configured as a combustion engine, and wherein one of the end walls of the housing 104 is provided with a suction gate 123 for air, exhaust gate 126 and ignition device, e.g. spark plug 114 and/ or injection nozzle 122 for the fuel, if diesel operation is an issue.
  • a suction gate 123 for air exhaust gate 126 and ignition device, e.g. spark plug 114 and/ or injection nozzle 122 for the fuel, if diesel operation is an issue.
  • the combustion engine can be configured for operation according to an Otto-process.
  • the spark plug 114 or the nozzle 122 is located, radially viewed, on opposite side of the rotary axis 155 of the two rotors, relative to said suction- and exhaust gates 128, 129 which are associated with the respective manifolds 123, 126.
  • one of the end walls 105 is provided with at least two fluid suction gates 172 and at least two fluid ejection gates 173.
  • one of the end walls is provided with at least two fluid suction gates 174 and at least two fluid ejection gates 175.
  • pairs of suction gates 172; 174 and ejection gates 173; 175 are neighbouring. Relative to the common rotary axis 155 of the two parts 101, 102, pairs of suction gates are located diametrically, and pairs of ejection ports are located diametrically.
  • the rotational velocity of the drive shaft 116 will thus be equal to the mean value of that of the rotors.
  • the rotors thus swing mutually about the steady rotation of the drive shaft: the pressure forces during combustion cause a larger momentum to occur from the wing on that rotor which moves faster than the other, and this momentum is transferred to the drive shaft.
  • the rotors subsequent to each ignition at that position which for each chamber may correspond to upper dead-point of a piston engine
  • change as regards to be the fastest they appear alternately corresponding to piston top and top cover.
  • the device according to the invention has some features in common with a four-stroke piston engine, but is also remarkably different from such an engine.
  • the machine has like piston engines a small combustion surface and relatively large sealing faces. Because the faces are so large and in addition do not touch each other, a labyrinth- and pressure trap sealing is possible, yielding that lubrication oil inside the chamber region advantageously can be omitted. Contrary to a four-stroke piston engine, each chamber performs suction, compression, expansion and ejection for each revolution. With four chambers as shown, the machine thus corresponds to - as regards cycles - an eight cylinder piston engine. With the invention, there is however required only one ignition device and no mechanically controlled valves.
  • FIG. 16 it is now referred to Fig. 16 as regards what is happening with one chamber 159 of the four chambers 159 - 162.
  • Fig. 16a represents an initial suction phase for fuel, e.g. mixture of petrol and air, related to the chamber 159, the chamber 159 being in a closed position just before suction is to start. A round spot indicates that chamber 159. The remaining three chambers 160 - 162 are in other parts of the cycle. In order to simplify the understanding we therefore follow only the chamber 159 through phases of suction, compression, ignition, combustion/ expansion, and ejection of exhaust gases.
  • fuel e.g. mixture of petrol and air
  • Fig. 16b represents an initial compression phase related to the chamber 159, the chamber 159 having completed suction through suction gate 128, and compression starts from the shown position, the suction gate being closed by the wing 147.
  • Fig.16c represents a terminal compression phase related to the chamber 159, where the chamber 159 has much of its volume decreased and the fuel gas approaches the space at the ignition plug 114. If the engine is to operate as a diesel engine, there will be only air which is compressed and approaches an ignition device 114 in the form of an injection nozzle for controlled injection of diesel oil and subsequent spontaneous ignition and expansion of the mixture of diesel oil and air.
  • Fig. 16d represents an ignition- and explosion phase related to the chamber 159. In this phase the ignition plug 114 is uncovered towards the chamber 159, and dependent on rotational velocity a certain pre-ignition takes place, early if the rotational velocity is high, and somewhat later of the rotational velocity is low.
  • Fig 16e represents an expansion phase related to the chamber 159, i.e. illustrating the chamber 159 during fuel combustion and thereby expansion.
  • Fig. 16f shows a blow-out phase related to the chamber 159, where the chamber 159 opens towards the exhaust outlet aperture or -gate 129 and in such a manner the combusted gases are ejected thereat.
  • the inner rotor 101 is cooled by an oil passing through, entering via the inlet 138 on the front end lid 136 and dispersing in axial direction towards the interior of the housing 111, the oil on its way lubricating and cooling the bearings for the shafts of the rotors, and being drained out from the housing 111 via the outlet 120 together with lubrication oil which has entered the housing the nozzle stub 119.
  • the machine according to the invention may use a turbo-charger almost similar to a piston engine in order to enhance the performance.
  • the charger will in this case work under excellent dynamic conditions as the turbine part will receive an almost uniform flow of exhaust gas.
  • the machine according to the invention may operate free of oil internally between the rotors. This is of great advantage as regards friction and emissions of pollutions to the environment, and yields little or no consumption of oil or replacement of oil because it in reality is not being polluted by combustion products.
  • Figs.17a and 17b are typically related to letting the machine function as a compressor, external power being delivered to the drive shaft 161.
  • Fig. 17a represents a suction phase for fluid, e.g. air and/or gas, related to the chamber 160
  • Fig. 17b represents an ejection phase of compressed fluid, e.g. air and/ or gas fluid, related to the chamber 160.
  • Remaining chambers are present in other rotary phases, but the chambers 160 and 162 perform in reality simultaneously the same phases of compressor function, and correspondingly for the chambers 159 and 161.
  • the machine performs four suctions and four ejections per revolutions, corresponding to a four-cylinders piston engine.
  • Figs. 17a and 17b show, in the same manner as in Figs. 16a - 16f, that we, for a simple understanding of the operation follow a specific chamber, here the chamber 160, marked with a black spot, but here with a simpler progress.
  • the end cover 105 is used with diametrically positioned sets of two suction gates 172 and two ejection gates 173. These corresponding gates can, as indicated above, either be interconnected or operate separately.
  • the machine can be used to mix two different gases with separate suction inflow via the gates 172 and with common ejection via gates 173 which have a common outlet manifold, whereby two different gases having separate gates can be compressed, where the ratio between the gases can be controlled by choking the respective suction inflows.
  • the suction- and ejection gates 172 and 173 are also possible to mix two different gases with separate suction inflow via the gates 172 and with common ejection via gates 173 which have a common outlet manifold, whereby two different gases having separate gates can be compressed, where the ratio between the gases can be controlled by choking the respective suction inflows.
  • the cycle is here quite simple, as in Fig. 17a the gas or gases (possibly just air alone or gas and air) being sucked in through the gates 172, being compressed and ejected thereafter out through the gates 173, as shown in Fig. 17b.
  • the geometrical ratio between the rotors i.e. the formed chambers
  • the geometrical ratio between the rotors can be changed to almost zero at smallest volume in the chambers. This can be done by e.g. increasing the width of the rotor wings, or change the ratio between largest and smallest dimension on the controlling elliptical gearwheels in the controlling gear arrangement 201. The latter may provide greater volume passed through.
  • Adapted compression rate is determined by size, shape and location of the ejection apertures 173.
  • the compression ratio is not used as a term, but instead the displacement ratio which indicates how much of the cylinder gross volume is displaced.
  • the portion not being displaced is denoted as "harmful space”.
  • the displacement ratio in a compressor should be as high as possible in order to avoid harmful space to the extent possible. Due to this reason it may, as just mentioned, in the machine according to the present invention, be necessary also to change something on the configuration of the elliptical gearwheels in the controlling gear arrangement 201, in order to obtain largest displacement ratio possible.
  • embodiment of the machine may be used as a gas powered engine.
  • a corresponding situation like that just explained for Figs. 17a and 17b is present for the pump solution which is illustrated with reference to Fig. 18a and Fig. 18b.
  • a pump is like the compressor as regards structure, but with the difference that the outlets are changed to have same size and shape as the inlets. This is because the displacement must take place out from the chambers from when they are at largest volume until the reach the smallest volume. As previously described it is only required to switch the front cover 104 to the embodiment of the cover 106 in order to use the invention in pump version.
  • Figs. 18a and 18b clearly illustrate that there are great similarities to the compressor application as shown on Figs. 17a -17b.
  • the significant differences are the shape and the size of the ejection gates 175, which are here shaped like the suction gates 174. This is due to liquid not being compressible in a way similar to that of air and/ or gas, whereby ejection must start as soon as a decreasing of the chambers commences. Otherwise, the functions are identical to the compressor function in Fig. 17, but here in the pump function, the mixture ratio is difficult to control and can therefore be locked to 1 : 1.
  • the rotors 101 and 102 could possibly have had a larger number of wings, but in practice this will yield reduced displacement volume and increased surface exposed to heat, and as a combustion engine this will considerably increase the thermal losses, which therefore does not appear to yield any technical advantages when viewed in full. As a compressor a larger number of wings will on the contrary be desirable, as increased heat transfer during compression reduces the polytrophic index and thereby reduces the energy consumption.
  • the controlling gear arrangement 201 may possibly be constructed using technical solutions other than those implying elliptical gearwheels.
  • the almost same movement can be obtained using circular gearwheels instead of elliptical, but where the center of rotation of the gearwheels in such a case is located eccentrically in the gearwheel.
  • This will, however, yield an extremely complex structure and is in practice hardly practical or economical to carry out.
  • the solution which is shown and described is therefore the one which is currently preferred, although also the previously described technical equivalent can be envisaged.
  • the machine can be made with multiple sets of rotors in axial direction, and also possibly have other fields of use than those described.
  • the invention provides a machine structure which solves problematic issues related to both sealing and surface ratios during a phase of combustion, such as free choice of compression ratio, while at the same time yielding a compact and light-weight structure which is vibration-less as regards mass-forces, and which exhibits to a large extent technical simplicity as well as few movable parts.
  • gearwheels are shown without teeth, but it will be appreciated that such teeth are present. Whether the teeth are parallel with the axis of rotation of the gearwheel, are inclined relative to the axis of rotation, or have a V-shape, is a matter of choice of structure.
  • Inclined teeth provide a larger gripping face for inter-engagement of the teeth and yield less operational noise, similarly to teeth having V-shape.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Rotary Pumps (AREA)
  • Applications Or Details Of Rotary Compressors (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Transmission Devices (AREA)
  • Structure Of Transmissions (AREA)
  • Steering Controls (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • General Details Of Gearings (AREA)
  • Details And Applications Of Rotary Liquid Pumps (AREA)
  • Gear Transmission (AREA)
  • Processing Of Stones Or Stones Resemblance Materials (AREA)

Abstract

A device for a machine of displacement type, comprising two mutually continuously movable parts (101, 102) having co-axial rotation axes (155) and mutually variable movement, wherein the first part (102) internally has at least two radially inwardly directed wings (139) with mutual angular distance along the curved inside wall (150) of the part between the wings (139), wherein the second part (101) has a hub (146) which has at least two radially outwardly directed wings (147) with mutual angular distance, wherein a portion of the hub (146) between the wings of the second part is in slidable or adjacent contact with a curved, free end portion (157) of the wings on the first part (102), wherein a curved, free end portion (158) of each wing on the other part (101) is in slidable or adjacent contact with the curved inside wall (150) on the first part (102) which is located between respective ones of two neighbouring wings (139) on the first part (102), wherein the wings (147) of the second part (101) being movable between respective neighbouring wings (139) on the first part, so that chambers which are created between co-operative pairs of wings on the first part and the second part successively increase and decrease, and decrease and increase, respectively, in volume during the course of a rotation cycle of the created chambers,and wherein movements of said mutually movable parts are caused by a controlling gear arrangement (201) which operationally co-operates with a rotatable main drive shaft (116) of the machine.

Description

A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement
The present invention relates to a device for a machine of displacement type, comprising: a) a non-rotatable housing which surrounds two mutually movable parts, b) a first part which with its outer circumference is controllably rotationally movable along inside wall of the housing, c) a second part which is controllably movable relative to inner circumferential face of the first part, and d) at least one inlet aperture and at least one outlet aperture associated with a wall of the housing. Further, the invention relates, in a first aspect, to a controlling gear arrangement to cause continuous, mutually variable movement of a first part and a second part which are co-axial, and wherein said first and second parts are in operational co-operation with a main drive shaft, and in a second aspect relates to a controlling gear arrangement in operational cooperation with machine device to control two continuously rotating, mutually movable functional parts in the machine device, thereby causing continuous, mutually variable movement in the machine device of a first part and a second part which are co-axial, said first and second parts being in operational co-operation with a rotary main drive shaft which forms part of the controlling gear arrangement,
the main drive shaft being in operational gearwheel coupling with a first rotary sub-drive shaft for the first part and with a second rotary sub-drive shaft for the second part, respectively, and
said gearwheel coupling including therein co-operating elliptical gearwheels, and the rotary main drive shaft is equipped with a fixedly attached elliptical gearwheel, The invention relates also to a usage of such a controlling gear arrangement.
From the literature and as a product there is known a very large number of different types of displacement type machines, such as combustion engines, compressors and pumps. Such machines are, however, most often structured with two parallel or two eccentrically located axes of rotation. Best known as combustion engine based on volumetric changes based on rotary geometries is the Wankel engine, and it is still being developed today. However, other internal combustion rotary engines based on geometrical volumetric changes have not found any commercial exploitation.
The known Wankel engine has only one rotor which rotates eccentrically in a stationary enclosing housing. In its first embodiments it was structured in such a way that what is the housing, in to-days well-known version, rotated about its own axis, implying that this first variant of the Wankel engine in reality appeared as a two-rotors engine.
However, the Wankel engine has not been a great commercial success, despite its capability of exhibiting high revolutions per time unit range and almost a vibration-less operation, small structural size and low weight. This is caused by substantial disadvantages such as relatively high manufacturing costs due to requirements related to fine polishing and coating of movement path of the inner circumference of the stator, significant sealing problems between stator and rotor, in particular towards the periphery. This is due to these sealing faces becoming extremely narrow, almost like a stripe, and where the angle of abutment is noticeably changed during rotation. Some of these problems have to a certain extent been solved from a technical view, but challenges related to geometry seem to be almost unsolvable. Inter alia, the combustion surface in the chambers between rotor and stator at the periphery becomes quite large, and the compression ratio is geometrically quite small. This results in the Wankel engine regrettably exhibiting low efficiency and a high fuel consumption. In the literature and in numerous patent publications there are in addition found a substantial number of proposals related to machines having one or two rotors which exhibit eccentric axis of rotation.
The following patent publications are referred to as a representation of related prior art: US 2012/0080006-A1, US 3430573-A, US 2004/0187803-A1, WO 03/008764-A1, US
5622149-A, GB 1021626-A, GB 1028098-A, US 3356079-A and US 3112062-A.
Pure displacement or expansion machines with rotary geometries appear most often as compressors for gases and to some extent as expansion machines for gases. Screw compressors with two parallel rotors and axes of rotation are to-day widely used, in particular for producing pressurized air. Within the field of expansion machines which convert pressure into mechanical power, there is present in particular lamellae based machines with an eccentric axis of rotation, and these are also used for tools powered by pressurized air.
Other structures of similar types appear as e.g. liquid pumps, being so-called displacement machines. Eccentric geometries are also often used in pumps, e.g. pumps for lubricants in car engines.
The invention has as an object to find a solution to the challenges and known problems related to both sealing and surface ratios during normal operation for devices of types mentioned in the introduction, such as e.g. combustion engines, as it is according to the invention intended to provide a machine which exhibits many of the advantages of a rotary machine, such as having compact and light-weight structure, being vibration-less as regard mass forces, and which exhibits a mechanically simple structure with a minimum of movable parts, simultaneously with selection of required compression ratio being present.
According to the invention, the initially mentioned machine is characterized in: e) that the two mutually movable parts have co-axial axes of rotation, f) that the first part internally has at least two radially, inwardly directed wings with arranged mutual angular distance along the curved inside wall of the part between the wings, g) that the second part has a hub which has at least two radially, outwardly directed wings with mutual angular distance, h) that portion of the hub between the wings of the second part is in slidable or adjacent contact with a curved, free end portion of the wings on the first part, i) that a curved, free end portion of each wing on the other part is in slidable or adjacent contact with the curved inside wall on the first part which is located between respective ones of two neighbouring of said wings on the first part, j) that the first part and the second part are both continuously rotatably movable, but with mutually variable movement, the wings of the second part being movable between respective neighbouring wings on the first part, so that chambers which are created between co-operative pairs of wings on the first part and the second part successively increase and decrease, and decrease and increase, respectively, in volume during the course of a rotation cycle of the created chambers, k) that one first axial end of the two parts is in slidable or adjacent contact with a first cover having apertures for controlled communication with the chambers, the first cover constituting said wall, and that a second axial end of the two parts is covered by a second cover which is attached to the first part and rotary therewith, and the second part being in slidable or adjacent contact with the second cover, and
1) that movements of said mutually movable parts are caused by a controlling gear arrangement which operationally co-operates with a rotatable main drive shaft of the machine.
According to an embodiment, the rotary main drive shaft co-acting with the controlling gear arrangement is operational gearwheel coupling with a first, rotary sub-drive shaft for the first part and with a second, rotary sub-drive shaft for the second part, respectively, cooperating, elliptical gearwheels being incorporated in the respective gearwheel coupling. Further, the main drive shaft and said first and second sub-drive shafts are co-axial.
Further embodiments of the device, according to the invention, appear from the attached claims 4 - 15.
According to said first aspect, said controlling gear arrangement mentioned in the introduction is characterised, according to the invention, in that the rotary main drive shaft, which forms part of the controlling gear arrangement, is in operational gearwheel coupling with a first, rotary sub-drive shaft for the first part and with a second, rotary sub-drive shaft for the second part, respectively, co-operative elliptical gearwheels being included in the respective gearwheel coupling, and wherein the main drive shaft and said first and second sub-drive shafts are co-axial. Further embodiments of first aspect of the controlling gear arrangement appear from attached claims 17 - 19.
According to said second aspect of the controlling gear arrangement mentioned in the introduction, the arrangement is characterised in:
- the main drive shaft and said first and second sub-drive shafts being co-axial, - at least one first co-axial set of a rotary, elliptical gearwheel and a rotary, circular gearwheel which are fixedly interconnected with a first mutual axial distance, a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft, the elliptical gear wheel of the first set forming gearwheel engagement with the elliptical gearwheel which is rigidly attached on the main drive shaft, and the circular gearwheel of the first set forming gearwheel engagement with a circular gearwheel on a sub-drive shaft for the first part for rotation thereof, and
- at least one second co-axial set of a rotary, elliptical gearwheel and a rotary, circular gearwheel which are fixedly interconnected with a second mutual axial distance, a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft, the elliptical gearwheel of the second set forming gearwheel engagement with the elliptical gearwheel which is rigidly attached on the main drive shaft, and the circular gearwheel of the second set forming gearwheel engagement with a circular gearwheel on a sub-drive shaft for the second part for rotation thereof. Further embodiments of second aspect of the controlling gear arrangement appear from attached claims 20 - 22.
The usage of the controlling gear arrangement is to control two continuously rotating, mutually movable functional parts of a machine device in order in an operation cycle of the machine device to develop successive displacement varying suction-, compression- and ejection chambers in the machine device when it is a combustion engine or a compressor, or to successively develop varying displacement spaces in the machine device when it is a pump.
The invention is now to be explained more closely with reference to the attached drawings which illustrate a currently preferred, relative to the invention, non-limiting embodiment of the respective parts of the device and the controlling gear arrangement.
Fig. 1 shows in perspective view a main drawing of the machine device, according to the invention, in an engine variant.
Fig.2 shows in another perspective view the embodiment of Fig. 1 with machine covers partly cut away. Figs. 3a and 3b show in perspective views from the front and the rear, respectively, a first part of two mutually movable parts of the device, where the first part is in the form of an outer rotor.
Fig.4 shows in perspective view a second part of two mutually movable parts of the device, where the second part is in the form of an inner rotor.
Fig. 5 shows an enlarged detailed section V of Fig. 4.
Fig. 6 shows a sketch of the two mutually movable parts joined, as seen from the side of the first part as shown on Fig. 3b.
Fig.7 is a perspective view of a part of the device with the mutually movable parts and with the front cover removed for sake of clarity.
Fig.8 is a perspective view of a part of the device with the two mutually movable parts, with the front cover removed for sake of clarity, and portions of the non-rotatable housing for the parts cut away.
Fig. 9 is a perspective view of a part of the device which includes the two mutually movable parts, but without controlling gear arrangement included therein for sake of clarity, and with a half of the non-rotary housing for the mutually movable, rotary parts and a half of the nonrotary housing for the controlling gear arrangement cut away.
Fig. 10 is a perspective view of the controlling gear arrangement, according to the invention.
Fig. 11 shows the device with the two mutually movable parts and with their surrounding housing partly cut away, as well as the controlling gear arrangement and its surrounding housing partly cut away for sake of clarity.
Fig. 12 shows the device as shown on Fig. 10 with the controlling gear arrangement shown in a partly exploded view.
Figs. 13a, 13b and 13c illustrate a first type of gearwheel set for use in the controlling gear arrangement, as seen in planar view, side view and in the section XIIIc-XIIIc, respectively.
Figs. 14a, 14b and 14c illustrate a second type of gearwheel set for use in the controlling gear arrangement, as seen in planar view, side view and in the section XIVc-XIVc,
respectively Fig. 15 shows relative curves for number of revolutions per unit of time for the two mutually movable parts relative to a uniform number of revolutions per unit of time for the machine drive shaft.
Figs. 16a - 16f illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to an engine with a front cover adapted to engine mode of operation.
Figs. 17a-17b illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to a compressor with a front cover adapted to compressor mode of operation. Figs. 18a-18b illustrate positions of the two mutually movable parts at six different positions of a duty cycle of the device, related to a pump with a front cover adapted to pump mode of operation.
In connection with the following description, it should be pointed out that as an outset the way of operation of the two mutually movable parts, denoted as inner rotor 101 and outer rotor 102, respectively (see in particular Figs. 3a, 3b, 4, 5 , 6 and 7) , as well as the controlling gear arrangement 201 is the same, irrespective of the device being used for engine operation, compressor operation or pump operation, even though there is provided respective and different front covers 104 (Figs.l, 2 and Figs. 16a-16f), 105 (Figs.17a- 17b) and 106 (Figs.18a- 18b) for the respective fields of use, as will be explained later in connection with the respective function cycles. The variable chambers formed by the rotation of the inner rotor 101 and the outer rotor 102 are limited in axial direction by said front cover 104 (alternatively the front cover 105 or 106) and a rear cover 103, as shown on Figs.2, 8, 9, 11 and 12. The rear cover 103 is fixedly bolted to the circumference of the outer rotor, as will be further explained in connection with Fig.3b. On Fig. 1 there is shown an embodiment of the device, according to the invention, configured for engine function.
It is thereon shown a housing 107 having a circular wall 108, a first end wall 109 and a second end wall 104 formed by the front cover 104 (front cover 105 or 106 if compressor function or pump function, respectively). The walls 108 and 109 are preferably integrally cast. The end wall or the cover 104 (alternatively the cover 105 or 106 which also can form an end wall) is preferably attached to the wall 108 using a plurality of attachment bolts 110, such as shown on Figs. 1 and 2.
In Fig. 1 there is in addition shown a housing 111 for the controlling gear arrangement, coupling 112 for any test bench brake, toothed disc 113 for ignition indicator related to an ignition device 114, e.g. a spark plug, which can be screwed into the end wall 104. Further, there is shown on Fig.l a flywheel 115 which is attachable onto a main drive shaft 116 (see inter alia Fig. 2) in a manner known per se. The flywheel is therefore for sake of simplicity not shown on any of the other drawing figures. The coupling 112 and the disc 113 can suitably also be attached onto the shaft 116 or be attached thereto via the flywheel 115. The housings 107 and 111 are each provided with machine suspensions 117, 118, respectively. Corresponding machine suspensions may of course also be provided on diametrically opposite side of the respective housing 107, 111. The housings 107, 111 can e.g. consist of four interconnectable parts, but in a practical embodiment they can each consist of two halves, where one half of one housing is integrally cast with a half of the other housing, in such a way that the housings 107 and 111 consist of two integrally cast parts which may then be joined. As an alternative, the housing 107 (i.e. the walls 108 and 109 thereof) and the housing 111 can be cast as only one item. This latter alternative is the currently preferred embodiment.
At the top of the housing 111 there is located an oil filling nozzle stub 119 for the controlling gear arrangement 201 which is located inside the housing, and which is to be described in detail later. At the bottom of the housing 111 there may be located an oil drain hole 120. Filling of oil may e.g. take place through injection of an oil mist, so that the interior of the housing is not filled completely with oil, and the oil can be drained out through the hole 120, be strained and be cooled before re-injection via the nozzle stub 119. There is on the housing 107 shown at least one aperture 121 for blow-out of cooling air from the inside of the housing.
Further, there is on Fig. 1 shown an injection nozzle 122 for fuel, an air suction manifold 123 having at the top thereof an attachment 124 for an air filter, a speed handle 125, and an exhaust manifold 126. As shown on Fig. 2 there is on the outside of the wall 104 a bracket 127 for attachment of the suction manifold 123 and the exhaust manifold 126 to respective suction aperture 128 and exhaust outlet aperture 129 from inside of the housing 107, i.e.. from the combustion chambers formed by means of the rotors 101 and 102 and the end walls 104, 109.
It will be noted that the wall or cover 104 is integrally connected with a protruding wall portion in the form of a front bushing or front cover 130. The wall 104 surrounds a front shaft 131 for the outer rotor 102, and the front bushing 130 surrounds and clamps a roller bearing 132 for the front shaft 131 of the outer rotor 102. Further, the front bushing 130 surrounds a shaft 133 for the inner rotor 101. A compensator 134 for mass inertia is attached by means of bolts 135 to the shaft 133 of the inner rotor. The front bushing 130 is terminated by a front end lid 136 which is attached to the front bushing 130 by means of bolts 137. An inlet 138 for cooling- and lubrication oil is suitably located in the front end lid 136. However, it is also possible to visualize such an inlet placed instead in the front bushing 130.
Fig.3 illustrates the outer rotor 102 in further detail. It has, in the shown embodiment, two radially, inwardly directed, diametrically located wings 137. The number of wings may possibly be increased, provided that the number of wings on the inner rotor is increased correspondingly. It may, however, require diametrical dimension increases of the machine. An alternative could instead be to axially connect in parallel multiple units of the housing 107 and the rotors 101, 102, or possibly increase their axial dimensions.
The wings 139 are provided with a plurality of pressure drop grooves 140. The advantage of such pressure drop grooves is the avoidance of sealing springs to slide along a wall and which require well controlled lubrication, and which as regards wear is a serious problem related to inter alia an engine type like the Wankel engine.
As indicated above, and as shown on Figs. 8 and 9, the rear cover 103 is attached to the rear side of the outer rotor 102 by using a large number of bolts 141 which are attached in corresponding attachment holes 142 (Fig. 3b) in the outer rotor 102. The outer rotor 102 is in addition provided with cooling creative recesses 143 from outer circumference and inwardly in the wings 139, so that the wings in reality will not be solid, but hollow. The recesses 143 co-operate with corresponding holes 144 (Fig. 8) in the rear cover 103, in order that cooling air may circulate via the holes and via the recesses 143 in the wings 139 and can pass over cooling ribs 145 which are located along the outer circumference of the outer rotor 102, where blowing out of cooling air can take place via said blowout aperture 121. The inner rotor 101 is shown in further detail on Figs. 4 and 5. It has a hub 146 and diametrically located wings 147. The wings 147 are, as shown for the wings 139 of the outer rotor 102, also provided with pressure drop grooves 148 with technical advantages as discussed for the grooves 140. The hub 146 is advantageously also provided with an oil cooling space 149 for the inner rotor. Details of the pressure drop grooves 148 are shown on Fig. 5 illustrating section V of Fig.4. The pressure drop grooves 140 on the outer rotor 102 are advantageously configured in a similar manner. The pressure drop grooves 150 which are located on the curved part of the wing 147 are preferably positioned mutually more closely than the grooves 151 located on the radial portion of the wings 147. Fig. 6 shows an "idealized" view of how the inner and outer rotors are joined, and details related to cooling ribs and installation holes on the outer rotor are not included for sake of simplicity, and nor is the front bushing 130 visible. The holes 152 are to co-operate with the bolts 110, the bolts being fixedly inserted into corresponding holes (not shown) in the circular, annular part 108 of the housing 107. Wedge tracks 153 are located in the hub in order to provide for attachment to drive shaft 133 associated with the inner rotor 101. This drive shaft will be described further later on.
In summary, related to the definition of the invention associated with the two mutually movable parts, there is thus present a device related to a machine comprising a non-rotary housing 107, i.e. with wall portions 104, 108, 109, 130; 105, 108, 109, 130; 106, 108, 109, 130 surrounding the two mutually movable parts 101, 102. A first part 102, which forms the outer rotor is with its outer circumference controllably rotation-movable along an inside wall face, i.e. the cover 104 of the housing. The other part, i.e. the inner rotor 101 is controllably movable relative to inner, curved circumferential face 150, i.e. wall portion, of the outer part 102. As shown on Fig. 1 at least one inlet manifold 123 and at least one outlet manifold 126 are located on and associated with the wall 104, i.e. the front cover of the housing 107.
As clearly appearing from inter alia Fig. 6, the two mutually movable parts, i.e. the rotors, 101 and 102, have co-axial rotary axes, i.e. the indicated axis 155. The rotor 102 has, as previously explained, internally at least two radially inwardly directed wings 139 with mutual angular distance along the rotor curved inside wall 154 (se Fig. 3a and 3b) between the wings 139. In the illustrated example, the angular distance between radial mid-region of the two wings 139 being 180°, i.e. the wings 139 being located diagonally opposite each other. The inner rotor 101 has the hub 146 with the at least two radially outwardly directed wings 147 with mutual angular distance between radial mid-region of the two wings 147 being 180°, i.e. the wings 147 being located diagonally opposite each other. The portion 156 on the hub 146 is curved and is in slidable or adjacent contact with a curved, free end portion 157 of the wings 139.
A curved, free end portion 158 of each wing 147 on the inner rotor 101 is in slidable or adjacent contact with the curved, inside wall portion 154 on the outer rotor 102 which is located there between two neighbouring wings 139.
The term "curved" in connection with the two preceding paragraphs is interpreted as e.g. circular arc segment shaped.
The rotors 101, 102 are both continuously rotationally movable, but with mutually variable movement, the wings 147 of the inner rotor 101 being movable between said respective, neighbouring and diametrically located wings 139 on the outer rotor 102, so that chambers 159, 160 and 161, 162 which appear between co-operating pairs 139, 147 of wings on the outer rotor 102 and the inner rotor 101 successively increase and decrease, and decrease and increase, respectively, in volume in the course of a rotation cycle for the created chambers.
A first axial end of the two parts 101, 102 is in slidable or adjacent contact with the first cover, i.e. the front cover 104 with apertures 128 and 129, possibly via the bracket 127, for controlled communication with the chambers, the first cover 104 constituting said wall. A second end of the two rotors 101, 102 is covered by the second cover 103 which is attached to the outer rotor 102, as previously explained, and which is thereby rotary therewith. This implies thereby that the first rotor 101 becomes in slidable or adjacent contact with the second cover 103 when the rotor 101 rotates.
Movements of the two mutually movable rotors 101, 102 are influenced by a controlling arrangement 201 which operationally includes the rotary main drive shaft 116 for the machine.
It will be noted from Fig. 3a that the wings 139 have three holes 163. These holes are used for attaching the front shaft 131 for the outer rotor to these wings 139 by means of bolts 164 (see Fig.7), and where the roller bearing 132 co-operates with the front shaft 131 of the outer rotor. The shaft 133 for the inner rotor 101 can be attached to the hub 146 of the inner rotor via the wedge tracks 153 in a manner known per se. The shaft 133 is also visible on Fig. 2 and also on Figs. 8 and 9.
As seen from Fig. 8 there is advantageously present a needle bearing 165 for the inner rotor 101. This needle bearing is not visible on the other drawing figures, but the inner shaft 133 has also a further needle bearing 166 located between the shaft 133 and the cover 103. The cover 103 constitutes in its axial extension a drive shaft 167 for the outer rotor 102. A roller bearing 168 for the shaft 167 of the outer rotor 102 is located with its outer circumference clamped into a flange 169 on the housing 111 (see Fig. 9). A thrust bearing 170 for the drive shaft 167 of the outer rotor is clamped between the shaft 167 and the housing 111 (see Fig. 9).
Holes 171 and 172 shown on Fig. 8 are screw attachments for connection of the shaft 167 of the outer rotor and the shaft 133 of the inner rotor, respectively, to the structural elements of the controlling gear arrangement 201, as will be explained more closely. As shown with particular reference to Figs.10 - 14 the rotary main drive shaft 116, which also forms part of the controlling gear arrangement 201, is operationally co-operative via gearwheel couplings 202, 203; 202, 204 with a first rotary sub-drive shaft, i.e. the rotor shaft 167 for the outer rotor 102, as well as operationally co-operative via gearwheel couplings 202, 205; 202, 206 with a second rotary sub-drive shaft, i.e. the rotor shaft 133 for the inner rotor 101, and wherein co-operative, elliptical gearwheels 207 - 211 are included in the respective gearwheel coupling.
The elliptical gearwheel 207 is located on the main drive shaft 116 and is common to all gearwheel couplings 202, 203; 202, 204 ; 202, 205; 202, 206. The gearwheels in the parts 203; 204; 205; 206 of the respective gearwheel couplings are installed rotatable on a respective shafts 212; 213; 214; 215, and these shafts are installed onto an attachment plate 216 which is fixedly bolted to the housing 111 via holes 217 in the plate 216 and attachment holes 219 in the housing 111. Short attachment bolts 218 can pass through the attachment holes 219 in the plate 216. Circular gearwheels 220; 221; 222; 223 are also included in the parts 203; 204 ; 205; 206. The gear wheels 220, 221 are in gearwheel engagement with a circular gearwheel 224 which constitutes connection to the shaft 167 for the outer rotor 102. The gear wheels 222, 223 are in gearwheel engagement with a circular gearwheel 225 which constitutes connection to the shaft 133 for the inner rotor 101. The set of gearwheels being included in the parts 203; 204 has been shown in more detail on Fig. 13, from which is seen that the elliptical gearwheel 208; 209 is axially separate from, but rigidly connected with the circular gearwheel 220; 221 by a distance dl. Bearings 226; 227 are arranged inside the elliptical gearwheel 208; 209 and on the circular gearwheel 220; 221 in order to arrange these to be rotatable on the shaft 212; 213. Bolts 228 rigidly interconnect the gearwheels 208, 220 and 209, 221 with an intermediate piece 229. The distance dl is somewhat larger than the thickness of the gearwheel 225, e.g. approximately 10-25% larger - even though this is only to consider as a non-limiting proposal. The distance dl is present in order that the gearwheels 210, 222 and 211, 223 in a reliable manner may form a respective gearwheel engagement with the gear wheels 223, 224.
The set of gearwheels being included in the parts 205; 206 have been shown in more detail on Fig. 14, from which is seen that the elliptical gearwheel 210; 211 is axially separate from, but rigidly connected with the circular gearwheel 222; 223 by a distance d2, the distance d2 - in a non-limiting example - being e.g. 10-25% of dl. Bearings 230; 231 are arranged inside the elliptical gearwheel 210; 211 and on the circular gearwheel 222; 223 in order to arrange these to be rotatable on the respective shaft 214; 215. Bolts 232 rigidly interconnect the gearwheels 210, 222 and 211, 223 with an intermediate piece 233. The distance d2 enables the gearwheel 225 to pass unobstructed with its outer circumference in this d2 -dimensioned interspace. Even though there is shown one first pair of same parts 203, 204 and a second pair of same parts 205, 206, it will be appreciated that it will be possible to use only one of the parts of each pair, e.g. the parts 203 and 205. By using only one of the parts of each pair, this may yield a limitation to maximum transfer of momentum (torque) if strength specifications are not improved. In a practical, currently preferred embodiment, there is used pairs of parts 203, 204 and 205, 206 .
The composition of sets of gearwheels just shown and described is the currently preferred one.
Transfer of power from the engine, where the rotors 102, 101 co-operate via respective shafts 103', 131, to the output shaft 116 thus takes place via respective sets of gearwheel connections (where C= circular gearwheel and E = elliptical gearwheel).
Quite schematically the power transfers are: 167→ 224C→ 220C + 208E→207E→116 167→ 224C→ 221C + 209E→ 207E→ 116 133→ 225C→ 222C + 210E→207E→116 133→ 225C→ 223C + 21 IE→ 207E→ 116 In this embodiment there are 6 circular gearwheels and 5 elliptical gearwheels.
A technical equivalent, which due to practical reasons is not shown on the drawings, as it is currently not the preferred embodiment, could be structured as follows (where C= circular gearwheel and E = elliptical gearwheel):
167→ 224E→ 220E + 208C→207C→ 116 167→ 224E→ 221E + 209C→ 207C→ 116
133→ 225E→ 222E + 210C→207C→ 116
133→ 225E→ 223E + 211C→ 207C→ 216
In this embodiment there are 6 elliptical gearwheels and 5 circular gearwheels.
This technical equivalent would then imply that the circular gearwheels 224, 225 on the shafts 167, 133 are made elliptical, that the circular gearwheels 220, 221, 222, 223 are made elliptical, that the elliptical gearwheels 208, 209, 210, 211 are made circular, and that the common elliptical gearwheel 207 is made circular. Initial mutual angular positioning of the elliptical gearwheels must be like that of the currently preferred embodiment, so that the operative co-operation between the rotors becomes correct. If the machine device operates as a compressor or pump, i.e. with external driving power applied to the drive shaft 116, the direction of arrows in the two presentations above will be in the opposite direction.
It is in particular seen from Fig.12 that the main drive shaft 116, and the drive shafts 167, 133 are co-axial (axis 155).
The elliptical gearwheels in the gearwheel set parts 203, 204, 205 and 206 are preferably of the same configuration, and the circular gearwheels in the gear wheel set parts 203, 204, 205 and 206 have preferably the same configuration. It will be appreciated that the controlling gear arrangement 201, in its currently preferred embodiment, exhibits a continuous rotary movement which controls a mutually varying movement of the outer rotor and the inner rotor, the rotational pattern of the movements of these parts being a function of the ratio between the largest and smallest diameter of the elliptical gearwheels 208 - 211 and largest and smallest diameter of the elliptical gearwheel on the main drive shaft 116.
In the alternative, technically equivalent embodiment (not shown) of the controlling gear arrangement 201 it will correspondingly be the ratio between the largest and the smallest diameter on the elliptical gearwheels 220 - 225 which will be decisive for the co-operative rotational pattern of the outer rotor 102 and the inner rotor 101.
The housing 111 is at a rear edge region 176 provided with a plurality of attachment holes 177 for bolts 178 for attachment of a rear cover 179 which covers the controlling gear arrangement 201. A bushing-like portion 180, which is integral with the cover 179,
surrounds the drive shaft 116. A roller bearing 181 is located between the drive shaft 116 and the inside of the portion 180. Further, a thrust bearing 182 is located between the drive shaft 166 and the inside of the portion 180. The thrust bearing 182 is kept in place by means of a locking ring 183. The free end of the bushing like portion 180 is terminated by an end lid 184 which is attached by means of bolts 185 to the free end of the portion 180. As shown on Fig. 11, the drive shaft 116 passes through the end lid 184 and a sim-ring 186 which thereat forms sealing between the drive shaft 116 and the end lid 184.
As described in connection with Fig. 1, the device may be configured as a combustion engine, and wherein one of the end walls of the housing 104 is provided with a suction gate 123 for air, exhaust gate 126 and ignition device, e.g. spark plug 114 and/ or injection nozzle 122 for the fuel, if diesel operation is an issue.
The combustion engine can be configured for operation according to an Otto-process.
It will be appreciated, based on viewing of Fig. 1 and Fig. 16, that the spark plug 114 or the nozzle 122 is located, radially viewed, on opposite side of the rotary axis 155 of the two rotors, relative to said suction- and exhaust gates 128, 129 which are associated with the respective manifolds 123, 126. In the case of the device being configured as a compressor, such as shown on Fig. 17, one of the end walls 105 is provided with at least two fluid suction gates 172 and at least two fluid ejection gates 173. When the device is configured as a pump, such as shown on Fig. 18, one of the end walls is provided with at least two fluid suction gates 174 and at least two fluid ejection gates 175.
As shown on Figs. 17 and 18 pairs of suction gates 172; 174 and ejection gates 173; 175 are neighbouring. Relative to the common rotary axis 155 of the two parts 101, 102, pairs of suction gates are located diametrically, and pairs of ejection ports are located diametrically.
With reference to Fig.15 it will be observed that, for only a selected, non-limiting example, with constant rotational velocity being 3000 r.p.m. (revolutions per minute) for the drive shaft 116, the rotational velocity for the rotor 101 and the rotor 102 will vary between 2000 and 4000 revolutions per minute (r.p.m.) with a sinusoid variation, and where the velocities for the rotor 101 and the rotor 102 are in counter-phase and have the same velocity upon respective passing at 0°, 90°, 180°, 270° and 360° of the rotation of the shaft 116. These sinusoidal variations are caused by the use of the elliptical gearwheels in the controlling gear arrangement.
The rotational velocity of the drive shaft 116 will thus be equal to the mean value of that of the rotors. The rotors thus swing mutually about the steady rotation of the drive shaft: the pressure forces during combustion cause a larger momentum to occur from the wing on that rotor which moves faster than the other, and this momentum is transferred to the drive shaft. As the rotors subsequent to each ignition (at that position which for each chamber may correspond to upper dead-point of a piston engine), change as regards to be the fastest, they appear alternately corresponding to piston top and top cover.
As a combustion engine, the device according to the invention has some features in common with a four-stroke piston engine, but is also remarkably different from such an engine.
The machine, according to the invention, has like piston engines a small combustion surface and relatively large sealing faces. Because the faces are so large and in addition do not touch each other, a labyrinth- and pressure trap sealing is possible, yielding that lubrication oil inside the chamber region advantageously can be omitted. Contrary to a four-stroke piston engine, each chamber performs suction, compression, expansion and ejection for each revolution. With four chambers as shown, the machine thus corresponds to - as regards cycles - an eight cylinder piston engine. With the invention, there is however required only one ignition device and no mechanically controlled valves.
For sake of simplicity, it is now referred to Fig. 16 as regards what is happening with one chamber 159 of the four chambers 159 - 162.
Fig. 16a represents an initial suction phase for fuel, e.g. mixture of petrol and air, related to the chamber 159, the chamber 159 being in a closed position just before suction is to start. A round spot indicates that chamber 159. The remaining three chambers 160 - 162 are in other parts of the cycle. In order to simplify the understanding we therefore follow only the chamber 159 through phases of suction, compression, ignition, combustion/ expansion, and ejection of exhaust gases.
Fig. 16b represents an initial compression phase related to the chamber 159, the chamber 159 having completed suction through suction gate 128, and compression starts from the shown position, the suction gate being closed by the wing 147.
Fig.16c represents a terminal compression phase related to the chamber 159, where the chamber 159 has much of its volume decreased and the fuel gas approaches the space at the ignition plug 114. If the engine is to operate as a diesel engine, there will be only air which is compressed and approaches an ignition device 114 in the form of an injection nozzle for controlled injection of diesel oil and subsequent spontaneous ignition and expansion of the mixture of diesel oil and air. Fig. 16d represents an ignition- and explosion phase related to the chamber 159. In this phase the ignition plug 114 is uncovered towards the chamber 159, and dependent on rotational velocity a certain pre-ignition takes place, early if the rotational velocity is high, and somewhat later of the rotational velocity is low. If the engine, as alternative, is intended for diesel operation, the injection of diesel oil via said nozzle (which replaces the ignition plug 114) takes place relatively late close to the state of the chamber just before it reaches a minimum of volume. This is in order to have a sufficiently high compression for the diesel fuel together with compressed air to immediately ignite spontaneously. Only one single nozzle will be required for a diesel engine. Fig 16e represents an expansion phase related to the chamber 159, i.e. illustrating the chamber 159 during fuel combustion and thereby expansion. Fig. 16f shows a blow-out phase related to the chamber 159, where the chamber 159 opens towards the exhaust outlet aperture or -gate 129 and in such a manner the combusted gases are ejected thereat.
It will be observed from Fig. 16e that there is started already a new suction phase with compression in Fig. 16f for the chamber 161 which is diagonally located relative to the chamber 159 which labelled with the black spot. The three other chambers 160, 161 and 162 perform the same cycle based process like that of the chamber 159, but they are in other phases during the rotation in that which is shown on Fig. 16a - 16f. It will be observed that per revolution there takes place four four-stroke processes, yielding that the machine corresponds to an eight-cylinders four-stroke engine.
There is a great advantage in having all gas- or fluid exchange as well as ignition in the end cover 104 of the machine, as it is then avoided having apertures/ gates towards the periphery of the outer rotor 102, something which would have caused a hot gas exposed passage to the surrounding housing 107. The latter problem is well known from the Wankel engine.
If Fig.6 is once more studied, it will be noted that the air cooling being available there for the rotor 102 would have been more or less impossible if peripherally located suction- and exhaust-/ ejection gates were to be used.
The inner rotor 101 is cooled by an oil passing through, entering via the inlet 138 on the front end lid 136 and dispersing in axial direction towards the interior of the housing 111, the oil on its way lubricating and cooling the bearings for the shafts of the rotors, and being drained out from the housing 111 via the outlet 120 together with lubrication oil which has entered the housing the nozzle stub 119.
As an engine, the machine according to the invention may use a turbo-charger almost similar to a piston engine in order to enhance the performance. The charger will in this case work under excellent dynamic conditions as the turbine part will receive an almost uniform flow of exhaust gas.
Due to touch-free rotors with pressure drop traps 148, 150, 151 and 157, the machine according to the invention may operate free of oil internally between the rotors. This is of great advantage as regards friction and emissions of pollutions to the environment, and yields little or no consumption of oil or replacement of oil because it in reality is not being polluted by combustion products.
Figs.17a and 17b are typically related to letting the machine function as a compressor, external power being delivered to the drive shaft 161.
Fig. 17a represents a suction phase for fluid, e.g. air and/or gas, related to the chamber 160, whereas Fig. 17b represents an ejection phase of compressed fluid, e.g. air and/ or gas fluid, related to the chamber 160. Remaining chambers are present in other rotary phases, but the chambers 160 and 162 perform in reality simultaneously the same phases of compressor function, and correspondingly for the chambers 159 and 161. As a compressor, the machine performs four suctions and four ejections per revolutions, corresponding to a four-cylinders piston engine. As two suctions and two ejections take place simultaneously and if the two suction gates 172 possibly have common supply manifold and the two ejection gates 173 possibly have common outlet manifold, cycle-wise the machine is more so to consider as a two-cylinders compressor.
Figs. 17a and 17b show, in the same manner as in Figs. 16a - 16f, that we, for a simple understanding of the operation follow a specific chamber, here the chamber 160, marked with a black spot, but here with a simpler progress. In order to use the machine as a compressor, the end cover 105 is used with diametrically positioned sets of two suction gates 172 and two ejection gates 173. These corresponding gates can, as indicated above, either be interconnected or operate separately. An alternative to said modes of operation is also that the machine can be used to mix two different gases with separate suction inflow via the gates 172 and with common ejection via gates 173 which have a common outlet manifold, whereby two different gases having separate gates can be compressed, where the ratio between the gases can be controlled by choking the respective suction inflows. Obviously, the suction- and ejection gates 172 and 173,
respectively interconnected as mentioned, compress one single gas with full capacity from all chambers and to a common outlet manifold.
The cycle is here quite simple, as in Fig. 17a the gas or gases (possibly just air alone or gas and air) being sucked in through the gates 172, being compressed and ejected thereafter out through the gates 173, as shown in Fig. 17b.
It should be mentioned that in order to obtain maximum efficiency through this usage, the geometrical ratio between the rotors, i.e. the formed chambers, can be changed to almost zero at smallest volume in the chambers. This can be done by e.g. increasing the width of the rotor wings, or change the ratio between largest and smallest dimension on the controlling elliptical gearwheels in the controlling gear arrangement 201. The latter may provide greater volume passed through. Adapted compression rate is determined by size, shape and location of the ejection apertures 173.
In a compressor the compression ratio is not used as a term, but instead the displacement ratio which indicates how much of the cylinder gross volume is displaced. The portion not being displaced is denoted as "harmful space". The displacement ratio in a compressor should be as high as possible in order to avoid harmful space to the extent possible. Due to this reason it may, as just mentioned, in the machine according to the present invention, be necessary also to change something on the configuration of the elliptical gearwheels in the controlling gear arrangement 201, in order to obtain largest displacement ratio possible.
It may be worth mentioning that upon a gas flow in opposite direction, the same
embodiment of the machine may be used as a gas powered engine. A corresponding situation like that just explained for Figs. 17a and 17b is present for the pump solution which is illustrated with reference to Fig. 18a and Fig. 18b.
As an outset a pump, according to the invention, is like the compressor as regards structure, but with the difference that the outlets are changed to have same size and shape as the inlets. This is because the displacement must take place out from the chambers from when they are at largest volume until the reach the smallest volume. As previously described it is only required to switch the front cover 104 to the embodiment of the cover 106 in order to use the invention in pump version.
Figs. 18a and 18b clearly illustrate that there are great similarities to the compressor application as shown on Figs. 17a -17b. The significant differences are the shape and the size of the ejection gates 175, which are here shaped like the suction gates 174. This is due to liquid not being compressible in a way similar to that of air and/ or gas, whereby ejection must start as soon as a decreasing of the chambers commences. Otherwise, the functions are identical to the compressor function in Fig. 17, but here in the pump function, the mixture ratio is difficult to control and can therefore be locked to 1 : 1.
The rotors 101 and 102 could possibly have had a larger number of wings, but in practice this will yield reduced displacement volume and increased surface exposed to heat, and as a combustion engine this will considerably increase the thermal losses, which therefore does not appear to yield any technical advantages when viewed in full. As a compressor a larger number of wings will on the contrary be desirable, as increased heat transfer during compression reduces the polytrophic index and thereby reduces the energy consumption.
The controlling gear arrangement 201 may possibly be constructed using technical solutions other than those implying elliptical gearwheels. As an example, the almost same movement can be obtained using circular gearwheels instead of elliptical, but where the center of rotation of the gearwheels in such a case is located eccentrically in the gearwheel. This will, however, yield an extremely complex structure and is in practice hardly practical or economical to carry out. The solution which is shown and described is therefore the one which is currently preferred, although also the previously described technical equivalent can be envisaged. The machine can be made with multiple sets of rotors in axial direction, and also possibly have other fields of use than those described.
The invention provides a machine structure which solves problematic issues related to both sealing and surface ratios during a phase of combustion, such as free choice of compression ratio, while at the same time yielding a compact and light-weight structure which is vibration-less as regards mass-forces, and which exhibits to a large extent technical simplicity as well as few movable parts. For sake of simplicity all gearwheels are shown without teeth, but it will be appreciated that such teeth are present. Whether the teeth are parallel with the axis of rotation of the gearwheel, are inclined relative to the axis of rotation, or have a V-shape, is a matter of choice of structure. Inclined teeth provide a larger gripping face for inter-engagement of the teeth and yield less operational noise, similarly to teeth having V-shape.

Claims

C L A I M S
1. A device for a machine of displacement type, comprising:
a) a non-rotatable housing (107) which surrounds two mutually movable parts (101; 102), b) a first part (102) which with its outer circumference is controllably rotationally movable along inside wall of the housing (107),
c) a second part (101) which is controllably movable relative to inner circumferential face of the first part (102), and
d) at least one inlet aperture (128) and at least one outlet aperture (129) associated with a wall of the housing (107),
characterised in
e) that the two mutually movable parts (101; 102) have co-axial axes (155) of rotation, f) that the first part (102) internally has at least two radially inwardly directed wings (139) arranged with mutual angular distance along a curved inside wall of the part (102) between the wings (139),
g) that the second part (101) has a hub (146) which has at least two radially outwardly directed wings (147) arranged with mutual angular distance,
h) that portion of the hub (146) between the wings (147) of the second part (101) is in slidable or adjacent contact with a curved, free end portion (157) of the wings on the first part (102),
i) that a curved, free end portion (158) of each wing on the second part (101) is in slidable or adjacent contact with the curved inside wall (152) on the first part (102) which is located between respective ones of two neighbouring of said wings (139) on the first part (102), j) that the first part (102) and the second part (101) are both continuously rotatable movable, but with mutually variable movement, the wings (147) of the second part (101) being movable between respective neighbouring wings (139) on the first part, so that chambers (159 - 162) which are created between co-operative pairs of wings (139; 147) on the first part (102) and the second part (101) successively increase and decrease, and decrease and increase, respectively, in volume during the course of a rotation cycle of the created chambers,
k) that one first axial end of the two parts (102; 101) is in slidable or adjacent contact with a first cover (104; 105; 106) having apertures (128; 129) for controlled communication with the chambers (159 - 162), the first cover (104; 105; 106) constituting said wall, and that a second axial end of the two parts (102; 101) is covered by a second cover (103) which is attached to the first part (102) and rotary therewith, and the second part (101) being in slidable or adjacent contact with the second cover (103), and
1) that movements of said mutually movable parts (102; 101) are caused by a controlling gear arrangement (201) which operationally co-operates with a rotatable main drive shaft (116) of the machine.
2. The device according to claim 1, wherein the rotary main drive shaft (116) is in operational gearwheel coupling (202 - 206) with a first rotary sub-drive shaft (167; 131) for the first part (102) and with a second rotary sub-drive shaft (133) for the second part (101), respectively, wherein co-operating elliptical gearwheels (207 - 211) are included in the respective gearwheel coupling (202 - 206).
3. The device according to claim 2, wherein the main drive shaft (116) and said first and second sub-drive shafts (167, 131; 133) are co-axial.
4. The device according to claim 1, 2 or 3, wherein the controlling gear arrangement (201) comprises: :
- the rotary main drive shaft (116) which is equipped with a fixedly attached elliptical gearwheel (207),
- at least one first co-axial set of a rotary, elliptical gearwheel (208; 209) and a rotary, circular gearwheel (220; 221) which are fixedly interconnected with a first mutual axial distance (dl), a rotation axis of the gearwheels (208; 209; 220; 221) being parallel to a rotation axis of the main drive shaft (116), the elliptical gearwheel of the first set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (220; 221) of the first set forming gearwheel engagement with a circular gearwheel (224) on a sub-drive shaft (167) for the first part (102) for rotation thereof, and
- at least one second co-axial set of a rotary, elliptical gearwheel (210; 211) and a rotary, circular gearwheel (222; 223) which are fixedly interconnected with a second mutual axial distance (d2), a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft (116), the elliptical gearwheel (210; 211) of the second set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (222; 223) of the second set forming gearwheel engagement with a circular gearwheel (225) on a sub-drive shaft (133) for the second part (101) for rotation thereof.
5. The device according to any one of claims 2 - 4, wherein the controlling gear arrangement (201) exhibits a continuous rotational movement which controls a mutually varying movement of said first and second mutually movable, rotary parts (102; 101), the rotation pattern for movement of these parts (102; 101) being a function of the ratio between largest and smallest diameter on the elliptical gearwheels (208; 209; 210; 211) of said first and second sets and on the elliptical gearwheel (207) on the main drive shaft (116).
6. The device according to any one of claims 1 - 5, wherein the housing (107) has at least one radially located aperture (121) for blow-out of cooling air from at least one wing (137) in the first part (102), an outwardly facing portion of the wing (137) being configured with a recess or concavity (143) ,
7. The device according to any one of claims 1 - 6, wherein the device is configured as a combustion engine, and wherein the first cover (104) is provided with a suction gate (128), an exhaust gate (129) and an ignition device (114) for fuel.
8. The device according to claim 7, wherein the ignition device (114) is a spark plug and/ or a suction gate for suction for fuel or fuel mixture.
9. The device according to claim 7 or 8, wherein the combustion engine is configured for operation according to an Otto-process.
10. The device according to claim 7, wherein the ignition device is an injection nozzle for diesel fuel, and wherein the suction gate is for suction of air.
11. The device according to claim 7, wherein the ignition device (114) is located, viewed radially, on opposite side of the rotation axis (155) of the two mutually movable, rotary parts (102; 101), relative to said suction- and exhaust gates (128; 129).
12. The device according to any one of claims 1 - 6, wherein the device is configured as a compressor or pump, and wherein the first cover (105) is provided with at least two fluid suction gates (128) and at least two fluid ejection gates (129).
13. The device according to claim 12, wherein pairs of suction gate (128) and ejection gate (129) being neighbouring.
14. The device according to claim 12 or 13, wherein pair of suction gates (128) being located diametrically relative to rotation axis (155) of the two parts (102; 101), and wherein pair of ejection gates (129) being located diametrically relative to rotation axis of the two parts.
15. The device according to claim 1,
wherein pressure drop grooves or so-called pressure drop traps (140; 148; 150; 151) are provided on faces of each wing (139; 147) of said first part (102) and said second part (101),
wherein pressure drop grooves are provided on two of the faces on the wings (147) of the second part (101) which are facing said first cover (104; 105; 106) and said second cover (103), respectively, and on one of the faces on the wings (139) of the first part (102) is facing said first cover (104; 105; 106), and
wherein further pressure drop grooves are provided on a radial end face (157) of the wing (139) on the first part (102) facing the hub (146) on the second part (101), and at a radial end face (157) of the wing (147) of the second part (101) facing the inside circumference portion (154) of the first part (102).
16. A controlling gear arrangement (201) to cause continuous, mutually variable movement of a first part (102) and a second part (lOl)which are co-axial, and said first and second parts being in operational co-operation with a main drive shaft (116), characterised in that the rotary main drive shaft (116), which forms part of the controlling gear arrangement (201), is in operational gearwheel coupling (202 - 206) with a first rotary sub- drive shaft (167) for the first part (102) and with a second rotary sub-drive shaft (133) for the second part (101), respectively, wherein co-operating elliptical gearwheels (207 - 211) are included in the respective gearwheel coupling (202 - 206), and wherein the main drive shaft (116) and said first and second sub-drive shafts (167, 131; 133) are co-axial.
17. The controlling gear arrangement according to claim 16, wherein the controlling gear arrangement comprises: :
- the rotary main drive shaft (116) which is equipped with a fixedly attached elliptical gearwheel (207),
- at least one first co-axial set of a rotary, elliptical gearwheel (208; 209) and a rotary, circular gearwheel (220; 221) which are fixedly interconnected with a first mutual axial distance (dl), a rotation axis of the gearwheels (208; 209; 220; 221) being parallel to a rotation axis of the main drive shaft (116), the elliptical gear wheel of the first set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (220; 221) of the first set forming gearwheel engagement with a circular gearwheel (224) on a sub-drive shaft (167) for the first part (102) for rotation thereof, and
- at least one second co-axial set of a rotary, elliptical gearwheel (210; 211) and a rotary, circular gearwheel (222; 223) which are fixedly interconnected with a second mutual axial distance (d2), a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft (116), the elliptical gearwheel (210; 211) of the second set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (222; 223) of the second set forming gearwheel engagement with a circular gearwheel (225) on a sub-drive shaft (133) for the second part (101) for rotation thereof.
18. The controlling gear arrangement according to claim 17, wherein the difference (dl
- d2) between said first and second mutually axial distances (dl; d2) corresponds at least to thickness of the circular gearwheel (222; 223) which moves the sub-drive shaft (133) for the second part (101).
19. The controlling gear arrangement according to any one of claims 16 - 18, wherein the controlling gear arrangement (201) exhibits a continuous rotation movement which controls mutually varying movement of said first and second parts (102; 101), the rotation pattern for the movements of these parts being a function of the ratio between largest and smallest diameter on the elliptical gearwheels (208; 209; 210; 211) of said first and second sets and on the elliptical gearwheel (207) on the main drive shaft (116).
20. A controlling gear arrangement (201) in operational co-operation with a machine device to control two continuously rotating, mutually movable functional parts (102; 101) in the machine device, thereby causing continuous, mutually variable movement in the machine device of a first part (102) and a second part (101) which are co-axial,
said first and second parts being in operational co-operation with a rotary main drive shaft (116) which forms part of the controlling gear arrangement (201),
the main drive shaft (116) being in operational gearwheel coupling (202 - 206) with a first rotary sub-drive shaft (167) for the first part (102) and with a second rotary sub-drive shaft (133) for the second part (101), respectively,
said gearwheel coupling (202 - 206) including therein co-operating elliptical gearwheels (208- 211), and
the rotary main drive shaft (116) is equipped with a fixedly attached elliptical gearwheel (207),
characterised in
- the main drive shaft (116) and said first and second sub-drive shafts (167,131; 133) being co-axial,
- at least one first co-axial set of a rotary, elliptical gearwheel (208; 209) and a rotary, circular gearwheel (220; 221) which are fixedly interconnected with a first mutual axial distance (dl), a rotation axis of the gearwheels (208; 209; 220; 221) being parallel to a rotation axis of the main drive shaft (116), the elliptical gear wheel of the first set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (220; 221) of the first set forming gearwheel engagement with a circular gearwheel (224) on a sub-drive shaft (167) for the first part (102) for rotation thereof, and
- at least one second co-axial set of a rotary, elliptical gearwheel (210; 211) and a rotary, circular gearwheel (222; 223)which are fixedly interconnected with a second mutual axial distance (d2), a rotation axis of the gearwheels being parallel to a rotation axis of the main drive shaft (116), the elliptical gearwheel (210; 211)of the second set forming gearwheel engagement with the elliptical gearwheel (207) which is rigidly attached on the main drive shaft (116), and the circular gearwheel (222; 223) of the second set forming gearwheel engagement with a circular gearwheel (225) on a sub-drive shaft (133) for the second part (101) for rotation thereof.
21. The controlling gear arrangement according to claim 20, wherein the difference (dl - d2) between said first and second mutually axial distances (dl; d2) corresponds at least to the thickness of the circular gearwheel (222; 223) which moves the sub-drive shaft (133) for the second part.
22. The controlling gear arrangement according to claim 20 or 21, wherein the controlling gear arrangement exhibits a continuous rotation movement which controls mutually varying movement of said first and second parts (102; 101), the rotation pattern for the movements of these parts being a function of the ratio between largest and smallest diameter on the elliptical gearwheels (208; 209; 210; 211) of said first and second sets and the elliptical gearwheel (207) on the main drive shaft (116).
23. Usage of a controlling gear arrangement according to any one of claims 16 - 19 or 20 - 22 to control two continuously rotating, mutually movable functional parts of a machine device in order in an operation cycle of the machine device to develop successive displacement varying suction-, compression- and ejection chambers in the machine device when it is a combustion engine or a compressor, or to successively develop varying displacement spaces in the machine device when it is a pump.
PCT/NO2014/050011 2013-01-21 2014-01-20 A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement WO2014112885A2 (en)

Priority Applications (13)

Application Number Priority Date Filing Date Title
CA2897153A CA2897153C (en) 2013-01-21 2014-01-20 A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement
EP14703937.4A EP2946075B1 (en) 2013-01-21 2014-01-20 Rotary piston machine and controlling gear arrangement
US14/762,141 US10184474B2 (en) 2013-01-21 2014-01-20 Displacement type rotary machine with controlling gears
ES14703937T ES2792916T3 (en) 2013-01-21 2014-01-20 Rotary piston machine and control gear arrangement
DK14703937.4T DK2946075T3 (en) 2013-01-21 2014-01-20 Rotary piston machine and gear for steering gear
CN201480005555.3A CN105143604B (en) 2013-01-21 2014-01-20 Rotary piston machine and control geared system
MX2015008935A MX368801B (en) 2013-01-21 2014-01-20 Rotary piston machine and controlling gear arrangement.
BR112015017231-8A BR112015017231B1 (en) 2013-01-21 2014-01-20 Device for a displacement type machine
PL14703937T PL2946075T3 (en) 2013-01-21 2014-01-20 Rotary piston machine and controlling gear arrangement
KR1020157022837A KR101711778B1 (en) 2013-01-21 2014-01-20 Rotary piston machine and controlling gear arrangement
DE212014000032.7U DE212014000032U1 (en) 2013-01-21 2014-01-20 Device for a displacement machine, control gear arrangement for this device, and use of the control transmission arrangement
RU2015135353A RU2651000C2 (en) 2013-01-21 2014-01-20 Device for machine of displacement type, controlling gear arrangement for device and use of controlling gear arrangement
JP2015553673A JP2016508558A (en) 2013-01-21 2014-01-20 Device for positive displacement machines, control gear mechanism for the device and use of the control gear mechanism

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NO20130132A NO336578B1 (en) 2013-01-21 2013-01-21 Device by displacement type machine
NO20130132 2013-01-21

Publications (2)

Publication Number Publication Date
WO2014112885A2 true WO2014112885A2 (en) 2014-07-24
WO2014112885A3 WO2014112885A3 (en) 2015-02-19

Family

ID=50073402

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NO2014/050011 WO2014112885A2 (en) 2013-01-21 2014-01-20 A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement

Country Status (17)

Country Link
US (1) US10184474B2 (en)
EP (1) EP2946075B1 (en)
JP (2) JP2016508558A (en)
KR (1) KR101711778B1 (en)
CN (2) CN108533331B (en)
BR (1) BR112015017231B1 (en)
CA (1) CA2897153C (en)
DE (1) DE212014000032U1 (en)
DK (1) DK2946075T3 (en)
ES (1) ES2792916T3 (en)
HU (1) HUE049265T2 (en)
MX (1) MX368801B (en)
NO (1) NO336578B1 (en)
PL (1) PL2946075T3 (en)
PT (1) PT2946075T (en)
RU (2) RU2730811C2 (en)
WO (1) WO2014112885A2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4303472A1 (en) 2022-07-08 2024-01-10 John Crane UK Ltd. Seal arrangement

Families Citing this family (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11041456B2 (en) 2017-03-30 2021-06-22 Quest Engines, LLC Internal combustion engine
US10590834B2 (en) 2017-03-30 2020-03-17 Quest Engines, LLC Internal combustion engine
US10598285B2 (en) 2017-03-30 2020-03-24 Quest Engines, LLC Piston sealing system
US10590813B2 (en) 2017-03-30 2020-03-17 Quest Engines, LLC Internal combustion engine
US10465629B2 (en) 2017-03-30 2019-11-05 Quest Engines, LLC Internal combustion engine having piston with deflector channels and complementary cylinder head
US10526953B2 (en) 2017-03-30 2020-01-07 Quest Engines, LLC Internal combustion engine
US10989138B2 (en) 2017-03-30 2021-04-27 Quest Engines, LLC Internal combustion engine
US10753308B2 (en) 2017-03-30 2020-08-25 Quest Engines, LLC Internal combustion engine
KR102468662B1 (en) 2017-04-28 2022-11-18 퀘스트 엔진스, 엘엘씨 Variable volume chamber device
WO2018204684A1 (en) * 2017-05-04 2018-11-08 Quest Engines, LLC Variable volume chamber for interaction with a fluid
GB201711757D0 (en) * 2017-07-21 2017-09-06 Jenner Philip Gearing assembly
US10808866B2 (en) 2017-09-29 2020-10-20 Quest Engines, LLC Apparatus and methods for controlling the movement of matter
JP2021507163A (en) 2017-12-13 2021-02-22 エクスポネンシャル テクノロジーズ, インコーポレイテッドExponential Technologies, Inc. Rotary fluid flow device
WO2019147797A2 (en) 2018-01-26 2019-08-01 Quest Engines, LLC Audio source waveguide
US10753267B2 (en) 2018-01-26 2020-08-25 Quest Engines, LLC Method and apparatus for producing stratified streams
CN108443150B (en) * 2018-01-30 2023-11-14 天津大学 Integrated electric double-rotor compressor for new energy automobile
CN110359962B (en) * 2019-07-17 2021-01-05 顾新钿 Pneumatic motor
DE102020124450A1 (en) 2020-09-18 2022-03-24 Dr. Sabet Consulting GmbH rotary engine
CN114658539B (en) * 2022-03-18 2023-10-27 北京理工大学 Gear ring power output device of rotary opposed piston engine

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3112062A (en) 1960-08-19 1963-11-26 David G Way Rotary pumps and engines
GB1021626A (en) 1962-04-28 1966-03-09 Rudolf Alber Machine for equalizing tooth crowns of saw blades
GB1028098A (en) 1964-04-03 1966-05-04 Kauertz Proprietary Ltd Rotary-piston internal combustion engines
US3356079A (en) 1966-11-29 1967-12-05 Virmel Corp Rotary internal combustion engine
US3430573A (en) 1965-10-01 1969-03-04 Aero Commerce Gmbh Rotary piston apparatus
US5622149A (en) 1993-12-02 1997-04-22 Wittry; David B. High-power rotary engine with varaiable compression ratio
WO2003008764A1 (en) 2001-07-16 2003-01-30 Hangan V Vasile The oscillating-rotary engine
US20040187803A1 (en) 2003-03-28 2004-09-30 Aron Regev Rotary vane motor
US20120080006A1 (en) 2010-10-04 2012-04-05 Chun-Chiang Yeh Rotary modulation engine

Family Cites Families (45)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1348675A (en) 1918-08-03 1920-08-03 Weed Differentialrotary Motor Rotary engine
US1921747A (en) * 1929-02-19 1933-08-08 Oil Well Supply Co Rotary pump or the like
FR992725A (en) * 1944-08-12 1951-10-22 New movement transformation mechanism and applications of said
US3117563A (en) * 1960-09-28 1964-01-14 Lenard D Wiegert Rotary combustion engine
US3061180A (en) * 1960-10-31 1962-10-30 Harry E Durgin Compressor
US3034486A (en) * 1960-11-25 1962-05-15 Harry L Buxton Pulsating rotary engine
US3203405A (en) * 1961-02-03 1965-08-31 Sabet Huschang Rotary engine
GB1031626A (en) * 1965-03-15 1966-06-02 Kauertz Proprietary Ltd Improvements relating to internal combustion engines of the rotary piston type
US3398643A (en) * 1965-07-30 1968-08-27 Schudt Hans Rotary piston engine, pump or other machine
US3769946A (en) * 1969-07-14 1973-11-06 W Scherrer Rotary engines
US3798897A (en) * 1970-12-03 1974-03-26 A Nutku Toroidal chamber rotating piston machine
US3730654A (en) * 1972-02-14 1973-05-01 W Mcmahon Gear arrangement for providing an oscillating rotational motion
NL7503040A (en) 1974-03-25 1975-09-29 Johann Hutterer Ing ROTARY PISTON MACHINE.
DE2435823A1 (en) * 1974-07-25 1976-02-12 Becher Friedrich Ulrich Rotary piston engine with variable combustion chambers - has gear connected hollow shafts connected to pistons
US3955428A (en) * 1974-11-01 1976-05-11 Ward Carter J Mechanical automatic torque converter
US3930415A (en) 1975-01-16 1976-01-06 Eugene Hoganson Motion converter
JPS5227955A (en) * 1975-08-26 1977-03-02 Shimadzu Corp Gear reduction device
CA1099989A (en) * 1976-09-01 1981-04-28 George J. Doundoulakis Angular compression expansion cylinder with radial pistons
US4169697A (en) * 1976-09-01 1979-10-02 Doundoulakis George J Angular compression expansion cylinder with radial pistons
ZA776719B (en) 1977-11-10 1979-04-25 Griffenthal Pty Ltd Rotary engine
DE2902915A1 (en) * 1979-01-26 1980-07-31 Sabet Huschang CENTER AXLE PISTON INTERNAL COMBUSTION ENGINE
US4257752A (en) * 1979-04-02 1981-03-24 Fogarty Raymond M Rotary alternating piston machine with coupling lever rotating around offset crankpin
EP0062087A1 (en) * 1981-04-08 1982-10-13 Gerhard Rödiger Rotary-piston machine with periodically variable rotating speed
JPS5851224A (en) * 1981-09-20 1983-03-25 Koshiro Nakabayashi Wing shaft rotating device utilizing elliptic gear
JPS597061B2 (en) * 1981-12-28 1984-02-16 崇 高橋 Locked train transmission
DE3204542A1 (en) * 1982-02-10 1983-08-18 Alwin 7913 Senden Böhm Rotary piston machine unit
IT8584916A0 (en) 1985-03-19 1985-03-19 Soave Giuseppe Ruzzenenti Gius MOTOR-DEVICE, PREFERABLY APPLICABLE ON KINEMATICS SUITABLE FOR CONVERTING THE RECEIVED IMPULSE INTO UNIFORM ROTARY MOTION.
US4844708A (en) 1987-04-02 1989-07-04 Astrl Corporation Elliptical-drive oscillating compressor and pump
DE4131847C1 (en) * 1991-09-25 1992-10-01 Friedrich Ulrich 7520 Bruchsal De Becher Control and conversion engine etc. drive - has several rotors, each with oval gearwheels, eccentric, parallel, and symmetrical w.r.t. rotor axis
GB2262965B (en) * 1991-12-31 1995-09-13 Firooz Farrokhzad Rotary piston internal combustion engine and compressor
RU2067187C1 (en) * 1993-03-19 1996-09-27 Анатолий Николаевич Шибаев Torus-ring piston machine
IL119105A0 (en) * 1996-08-21 1996-11-14 Volftsun Leonid Rotary vane machine
DE19740133C2 (en) * 1997-09-12 2001-11-15 Martin Sterk Rotary piston engine
DE19753134A1 (en) * 1997-11-29 1999-06-10 Martin Sterk Rotary piston engine
GB9811112D0 (en) * 1998-05-23 1998-07-22 Driver Technology Ltd Rotary machines
FR2778945B1 (en) * 1998-05-25 2001-08-24 Alfred Lang    OSCILLATING PISTON CIRCULAR MOTOR
US6139290A (en) 1998-05-29 2000-10-31 Masterson; Frederick Method to seal a planetary rotor engine
US7827956B2 (en) * 2003-02-13 2010-11-09 Vishvas Ambardekar Revolving piston internal combustion engine
CN100458118C (en) * 2003-03-29 2009-02-04 孟良吉 Interactive speed variable double rotor engine
CA2450542C (en) * 2003-11-21 2011-01-04 Anatoly Arov Arov engine/pump
US7222601B1 (en) * 2005-07-08 2007-05-29 Kamen George Kamenov Rotary valveless internal combustion engine
AT504547B1 (en) 2006-10-17 2008-08-15 Thomas Dipl Ing Dr Sonnweber Automotive gearbox has input shaft to elliptical or oval gear wheels with eccentric axis of rotation
DE102007015009A1 (en) * 2007-03-28 2008-10-02 Kurowski, Waldemar, Dr. Rotary piston machine with external rotating mechanism
EP2138740A1 (en) * 2008-06-24 2009-12-30 Josep Galceran Sole Drive mechanism for an oscillating piston rotor
US20140056747A1 (en) * 2011-03-23 2014-02-27 Jong-Mun Kim Rotational clap suction/pressure device

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3112062A (en) 1960-08-19 1963-11-26 David G Way Rotary pumps and engines
GB1021626A (en) 1962-04-28 1966-03-09 Rudolf Alber Machine for equalizing tooth crowns of saw blades
GB1028098A (en) 1964-04-03 1966-05-04 Kauertz Proprietary Ltd Rotary-piston internal combustion engines
US3430573A (en) 1965-10-01 1969-03-04 Aero Commerce Gmbh Rotary piston apparatus
US3356079A (en) 1966-11-29 1967-12-05 Virmel Corp Rotary internal combustion engine
US5622149A (en) 1993-12-02 1997-04-22 Wittry; David B. High-power rotary engine with varaiable compression ratio
WO2003008764A1 (en) 2001-07-16 2003-01-30 Hangan V Vasile The oscillating-rotary engine
US20040187803A1 (en) 2003-03-28 2004-09-30 Aron Regev Rotary vane motor
US20120080006A1 (en) 2010-10-04 2012-04-05 Chun-Chiang Yeh Rotary modulation engine

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4303472A1 (en) 2022-07-08 2024-01-10 John Crane UK Ltd. Seal arrangement
WO2024009115A1 (en) 2022-07-08 2024-01-11 John Crane Uk Limited Seal arrangement

Also Published As

Publication number Publication date
PT2946075T (en) 2020-06-16
BR112015017231A2 (en) 2017-07-11
DK2946075T3 (en) 2020-06-15
HUE049265T2 (en) 2020-09-28
JP2016508558A (en) 2016-03-22
RU2651000C2 (en) 2018-04-18
ES2792916T3 (en) 2020-11-12
PL2946075T3 (en) 2020-09-07
EP2946075A2 (en) 2015-11-25
RU2015135353A (en) 2017-02-22
CN108533331A (en) 2018-09-14
JP2018119551A (en) 2018-08-02
CA2897153C (en) 2019-04-02
MX368801B (en) 2019-10-17
BR112015017231B1 (en) 2022-04-05
RU2730811C2 (en) 2020-08-26
US20150354570A1 (en) 2015-12-10
WO2014112885A3 (en) 2015-02-19
DE212014000032U1 (en) 2015-10-07
CN108533331B (en) 2020-11-03
KR101711778B1 (en) 2017-03-02
NO20130132A1 (en) 2014-07-22
RU2018112451A3 (en) 2020-07-14
CN105143604A (en) 2015-12-09
MX2015008935A (en) 2015-12-15
RU2018112451A (en) 2019-02-28
US10184474B2 (en) 2019-01-22
EP2946075B1 (en) 2020-03-11
CN105143604B (en) 2019-06-07
KR20150110725A (en) 2015-10-02
NO336578B1 (en) 2015-09-28
CA2897153A1 (en) 2014-07-24

Similar Documents

Publication Publication Date Title
CA2897153C (en) A device for a machine of displacement type, a controlling gear arrangement for the device, and usage of the controlling gear arrangement
EP2419608B1 (en) Rotary machine with roller controlled vanes
US5083539A (en) Concentric rotary vane machine with elliptical gears controlling vane movement
EP2240695B1 (en) Variable-volume rotary device, an efficient two-stroke spherical engine
US20070125320A1 (en) Oil-cooled internal combustion engine with rotary piston wall
EP2999852B1 (en) Rotary machine
WO1986004387A1 (en) Oscillating vane rotary pump or motor
CN103452836A (en) Capacity varying mechanism of rotor fluid machine
WO1999027233A1 (en) Internal combustion rotary engine
US20210381425A1 (en) Rotary vane internal combustion engine
RU2693550C1 (en) Internal combustion rotor engine with asymmetric compression and expansion
NO20140414A1 (en) Steering gear for a displacement type machine, and use of the steering gear
RU2670471C1 (en) Combined powerplant and internal combustion engine thereof
EP2198126A1 (en) Rotary internal combustion engine or pump
RU2009341C1 (en) Birotatory engine
FI67918C (en) MASKIN FOER UTFOERANDE AV EXPANSION ELLER KOMPRIMERING AV GASER ELLER AONGOR
WO1999057420A1 (en) Rotary piston engine
WO2013051025A2 (en) Rotary internal combustion engine
CA2826526A1 (en) Internal orbital engine

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 201480005555.3

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14703937

Country of ref document: EP

Kind code of ref document: A2

DPE1 Request for preliminary examination filed after expiration of 19th month from priority date (pct application filed from 20040101)
ENP Entry into the national phase

Ref document number: 2897153

Country of ref document: CA

WWE Wipo information: entry into national phase

Ref document number: MX/A/2015/008935

Country of ref document: MX

ENP Entry into the national phase

Ref document number: 2015553673

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 14762141

Country of ref document: US

Ref document number: U20154135

Country of ref document: FI

WWE Wipo information: entry into national phase

Ref document number: ATGM 9005/2014

Country of ref document: AT

Ref document number: 212014000032

Country of ref document: DE

Ref document number: 2120140000327

Country of ref document: DE

REG Reference to national code

Ref country code: BR

Ref legal event code: B01A

Ref document number: 112015017231

Country of ref document: BR

WWE Wipo information: entry into national phase

Ref document number: 2014703937

Country of ref document: EP

ENP Entry into the national phase

Ref document number: 2015135353

Country of ref document: RU

Kind code of ref document: A

Ref document number: 20157022837

Country of ref document: KR

Kind code of ref document: A

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14703937

Country of ref document: EP

Kind code of ref document: A2

ENP Entry into the national phase

Ref document number: 112015017231

Country of ref document: BR

Kind code of ref document: A2

Effective date: 20150720