WO2016092379A9 - Moteur rotatif à combustion interne à quatre temps - Google Patents

Moteur rotatif à combustion interne à quatre temps Download PDF

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Publication number
WO2016092379A9
WO2016092379A9 PCT/IB2015/050071 IB2015050071W WO2016092379A9 WO 2016092379 A9 WO2016092379 A9 WO 2016092379A9 IB 2015050071 W IB2015050071 W IB 2015050071W WO 2016092379 A9 WO2016092379 A9 WO 2016092379A9
Authority
WO
WIPO (PCT)
Prior art keywords
vanes
vane
cylinder
shaft
shafts
Prior art date
Application number
PCT/IB2015/050071
Other languages
English (en)
Other versions
WO2016092379A1 (fr
Inventor
Joseph Portelli
Original Assignee
Joseph Portelli
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 Joseph Portelli filed Critical Joseph Portelli
Publication of WO2016092379A1 publication Critical patent/WO2016092379A1/fr
Publication of WO2016092379A9 publication Critical patent/WO2016092379A9/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/14—Shapes or constructions of combustion chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
    • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
    • F01C1/073—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them having pawl-and-ratchet type drive
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • crankshafts This machine was invented, designed and built with these specific aims: to surpass other types of internal combustion engines in efficiency power output and at the same time be smaller and simpler to build. These aims could not be achieved so long as a way was not found to eliminate the use of any form of crankshaft, connecting rods and valves and their ancillary parts in the engine. I consider the use of crankshafts to be to blame for internal combustion engines in current use to be relatively inefficient dirty heavy and bulky.
  • the invention is a Rotary type of four stroke internal combustion engine; a list of the component parts is given at sheet 5. Below is a description of the parts and their functions.
  • the main part is of course the outer shell housing the water jacket (if liquid cooled) surrounding the cylinder.
  • the shape of the actual space (chamber) within which the pistons or vanes (hereinafter called vanes) move is a perfect sphere. (Diag 1)
  • the cylinder viewed from the front is perfectly round and closed at both ends with outlets for the shaft (Diag. 2) centred on the horizontal axis. Viewed from the side, the cylinder looks like two half circles divided by a space which is taken up by the shaft (Diag. 1).
  • the shaft itself is made up of two separate pieces which fit together, one passing through the other to form a complete unit, and exit two from the front and only one from the rear of the cylinder. (Diags. l parts 10 &11).
  • the former have splines at the ends where the gears forming part of a differential arrangement will go.
  • a part on the shafts where they emerge from the chamber with a slot for a Woodruff key is reserved for the cam- wheels which are fitted just outside each end of the cylinder.
  • Vanes Two vanes are attached to each shaft, one opposite the other such that each vane is half of its length on and attached to one shaft and the other half lying on the other shaft but not fixed. When viewed from the front the vanes form an X which can vary in shape to produce the 'strokes' (As shown in Diag 2, Section YY.
  • the shape of the vanes is semi -circular, their centre lying exactly on the vertical axis of the chamber viewed from the side; it is also the point where the shafts meet when fitted into each other.
  • Diag 1 axis Y The vanes are 'V shaped with a flat apex rounded to fit snugly on the shaft.
  • the space inside the 'V is hollow all the way through; The top is partly bridged for strength and stiffness.
  • This design was adopted a) for lightness b) to keep the centre of gravity and therefore centrifugal, inertial and lateral forces as close to the shaft axis as possible c) to assist cooling and d) to keep the holding bolts short.
  • the shafts which exit from the front have gears (Diag. 1) affixed at their ends adjacent to and facing each other and meshing with two planetary gears (Diag. l parts 3 et. ) to form a differential arrangement.
  • This is contained within a housing ( Diag.1 part 2 ) through which the two shafts pass but are not fixed to it.
  • the planetary gears are mounted on opposite sides of the housing, facing each other meshing with the sun wheels. The differential locks when the compression ratio is reached, thus preventing the adjacent vanes from touching.
  • the housing (diag 1 part 2 ) is bolted on to the flywheel (diag 1 parti) to form one whole.
  • the assembly is mounted on bearings on the longer (the inner one) and the outer shafts,; when one shaft rotates and the other remains stationary the 'sun' gear at its end, drives the planetary gear (Diagl.part.3) and this carries the complete housing and hence the fly wheel in a forward direction.
  • the vane is held stationary by the cam till the exhaust port is exposed.
  • the differential arrangement therefore combines the alternate power cycles of the vanes (and the shafts) to produce smooth unidirectional rotation assisted by the fly wheel / differential assembly.
  • the weight of the differential makes it possible to reduce the weight of the fly-wheel otherwise required. Their combined weight and momentum is sufficient to move the vanes and shafts during the final end of each cycle, when no power is being produced, to the point where the next one begins that is the ignition point.
  • the vanes at this stage are close together having the fuel/air mixture compressed between them ready for ignition. Keeping one vane stationary during the expansion cycle ensures that as much energy as possible is extracted before the expanding gases are exhausted. This function is done by the cam-wheels (see para 12 )
  • This arrangement is very robust, simple and relatively light translating into more power. They take the place of the conventional crankshaft. The speed of the fly-wheel will obviously be half that of the vanes and shafts but the torque will be double.
  • the planetary gears Shortly before the exhaust stroke, the planetary gears are designed to 'lock' the differential when the predetermined compression ratio is reached thus preventing the vanes from colliding or touching at any time. _The locking is achieved by specially designed planetary gears which have irregular teeth spacing. 11 Weighty and bulky synchronising gears, cranks, discs and relative counter weights are thus obviated and the function of co-ordinating the actions of the vanes (ie the four strokes) is done by the cam wheels (Diag.3 part 5) and their followers (Diag. 3 part 4) and the differential/flywheel (Diag. 1 parts 1&2). The energy, parts and space thus saved are considerable.
  • the two cam wheels are securely mounted one on each shaft as they exit from the front and rear of the engine; they are perfectly round but have two pairs of two differently shaped lobes on opposite sides of the periphery. The distance between a pair, determine the beginning and end of each movement of the vanes as they are 'caught' and 'released' by two cam- followers (Diag.3 part 4 and diag.4 part 7 ) to perform each of the four strokes.
  • These spring loaded followers, one to each cam are placed tangentially to the wheels with one end touching the wheel and the other fixed to a common shaft which goes through from the front to the back of the cylinder block. They are identical and move together. Their function is to catch and release the cams and hence the vanes at the proper time during the cycles.
  • the cam- wheels whose job as explained is essentially that of co-ordinating the movements of the vanes throughout the whole cycle can also be used to actuate the 'make-and break' device (mechanical or optical) of the spark/ ignition circuit. As explained, they are like the crankshaft in conventional engines, essential for the machine to complete all four strokes especially when starting from rest and to provide engine-braking but minus the drawbacks.
  • the piston-con-rod crankshaft engine on the other hand is at its worst possible position, that is the top dead centre position. At this point the potential energy is at maximum but the piston is held or slowed down because it has to follow the crank.
  • crankshaft engines show that the torque starts at the bottom of the curve and increases with speed reaching the maximum half way along the curve and declines thereafter

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)

Abstract

L'invention concerne un moteur rotatif à combustion interne dans lequel le cylindre est divisé en quatre segments par les aubes qui sont montées sur deux arbres, deux sur chaque arbre opposées l'une à l'autre de telle sorte que quand un arbre coulisse à l'intérieur de l'autre les aubes forment une lettre variable en X qui effectue une action similaire à celle de ciseaux pour effectuer les quatre temps. Une came est fixée au même arbre que l'aube qui, à son tour, est maintenue fixe par un dispositif exécutant une action d'encliquetage qui lui permet seulement d'avancer. À son tour, elle retient l'aube pour l'empêcher de continuer à avancer tandis que la compression a lieu pour la maintenir fixe jusqu'à ce que le rapport de compression exact soit atteint. Les cames coordonnent les actions des aubes pour s'assurer que leurs actions successives et alternées sont mises en œuvre comme il faut. L'énergie créée à l'intérieur du cylindre est acheminée en sortie jusqu'au volant par l'intermédiaire des deux arbres et de là jusqu'au différentiel et enfin jusqu'au volant.
PCT/IB2015/050071 2014-12-10 2015-01-05 Moteur rotatif à combustion interne à quatre temps WO2016092379A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
MT4358 2014-12-10
MTP4358 2014-12-10

Publications (2)

Publication Number Publication Date
WO2016092379A1 WO2016092379A1 (fr) 2016-06-16
WO2016092379A9 true WO2016092379A9 (fr) 2016-10-20

Family

ID=52432871

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2015/050071 WO2016092379A1 (fr) 2014-12-10 2015-01-05 Moteur rotatif à combustion interne à quatre temps

Country Status (1)

Country Link
WO (1) WO2016092379A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
RU2734069C9 (ru) * 2019-10-07 2020-12-14 Венир Назибович Кинзябаев Роторно-лопастной двигатель внутреннего сгорания

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB106386A (en) * 1916-08-26 1917-05-24 Thomas William Hutson Improvements in and relating to Rotary Engines.
GB412006A (en) * 1932-04-22 1934-06-21 Masasuke Murakami Improvements in rotary engines
US3909162A (en) * 1970-12-03 1975-09-30 Ata Nutku Toroidal chamber rotating piston machine
US4279577A (en) * 1979-08-06 1981-07-21 Appleton John M Alternating piston rotary engine with latching control mechanism and lost motion connection
EP0215194B1 (fr) * 1985-09-09 1991-10-02 John E. Stauffer Machine rotative à combustion interne
US5400754A (en) * 1993-08-19 1995-03-28 Blanco Palacios; Alberto F. Rotary internal combustion engine with paddle and ratchet assembly
WO1995034749A1 (fr) * 1994-06-10 1995-12-21 Robert Schnetzer Moteur a combustion interne
US6991441B2 (en) * 2002-01-23 2006-01-31 Eugene Bahniuk Expansible chamber device having rotating piston braking and rotating piston synchronizing systems
WO2011035789A2 (fr) * 2009-09-23 2011-03-31 Loayza Penaloza Pablo Alfredo Moteur à combustion interne à palettes rotatives
CN101696653A (zh) * 2009-10-26 2010-04-21 金哲根 旋转翼活塞发动机

Also Published As

Publication number Publication date
WO2016092379A1 (fr) 2016-06-16

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