WO1991014081A1 - Mecanisme stabilisateur pour moteurs - Google Patents

Mecanisme stabilisateur pour moteurs Download PDF

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Publication number
WO1991014081A1
WO1991014081A1 PCT/AU1991/000090 AU9100090W WO9114081A1 WO 1991014081 A1 WO1991014081 A1 WO 1991014081A1 AU 9100090 W AU9100090 W AU 9100090W WO 9114081 A1 WO9114081 A1 WO 9114081A1
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WO
WIPO (PCT)
Prior art keywords
gear
crankshaft
piston
rotatable
crankpin
Prior art date
Application number
PCT/AU1991/000090
Other languages
English (en)
Inventor
David Nicholas Buchhorn
George Kingsley Cureton
Joseph Scalzo
Marek Jacek Sykurski
Original Assignee
Scalzo Automotive Research Ltd.
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 Scalzo Automotive Research Ltd. filed Critical Scalzo Automotive Research Ltd.
Publication of WO1991014081A1 publication Critical patent/WO1991014081A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/08—Rotary-piston machines or engines of intermeshing engagement type, i.e. with engagement of co- operating members similar to that of toothed gearing
    • F01C1/10—Rotary-piston machines or engines 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
    • 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
    • F01C17/00—Arrangements for drive of co-operating members, e.g. for rotary piston and casing
    • F01C17/06—Arrangements for drive of co-operating members, e.g. for rotary piston and casing using cranks, universal joints or similar elements

Definitions

  • the present invention relates to devices comprising a rotary piston engine or pump of trochoidal construction.
  • Rotary piston engines or pumps of trochoidal construction hereinafter referred to jointly as engines, have a housing and a trochoidal piston eccentrically mounted in the housing.
  • the piston has the shape of a trochoid or of a curve inside and parallel to a trochoid and typically has the configuration of a cardioid, usually inflection-point-free.
  • the housing defines a compartment defining n+1 working chambers, where n is the number of lobes of the piston, and having a configuration corresponding to the outer enclosing curve or outer envelope of the trochoid.
  • the present invention is directed to providing a rotary piston engine or pump of trochoidal construction, having a gearing system for controlling or stabilising piston and crankshaft rotation which, in particular, obviates the constraint resulting from a stepped crankpin.
  • the present invention principally is concerned with one lobe, two chamber engines or pumps.
  • the invention also is applicable to engines or pumps having a piston with n lobes and n+1 chambers, where n is greater than one.
  • the invention also enables use of a shorter crankpin than is typically required for one lobe, two chamber arrangements; and that one form is preferred where the invention is applied to such arrangements in which n is greater than one.
  • a rotary piston engine or pump having a housing and a trochoidal piston eccentrically mounted in the housing, the housing defining a compartment of at least two working chambers and having a configuration corresponding to the outer enclosing curve of the piston, wherein the piston is rotatable on a crankpin of a crankshaft which is mounted in the housing for rotation on an axis thereof, and wherein the piston and crankshaft are oppositely rotatable at a relative speed determined by a stabilising gear system therebetween, the stabilising gear system including a first gear mounted on the piston co-axially around the crankpin and movable with the piston, a second gear with which the first gear is in meshing engagement during opposite rotation of the piston and crankshaft, and a drive train operable between the second gear and the crankshaft, one of said first and second gears being an external gear and the other thereof being an internal gear, the first gear having a pitch circle radius F which exceeds the throw E of the crankpin and the second gear being
  • the first gear is an external gear and the second gear is an internal gear.
  • the first gear preferably is on an axial extension of the piston.
  • the internal, second gear has a fixed centreline about which it is rotatable, with rotation of the external, first gear.
  • the internal, second gear is constrained against rotation on its centreline by constraining means which enables or causes its orbital movement, with rotation of the first gear.
  • the internal, second gear is angularly movable relative to the housing, rather than being fixed to or in relation to the housing.
  • the second gear may have a pitch circle radius of F+E.
  • the drive ratio between the first and second gears need not be 2:1 and preferably is less than 2:1.
  • the second gear most preferably is rotatable by or with a drive train comprising a planetary gear drive, with such drive train providing a gear ratio relative to the crankshaft to produce a resultant 2:1 speed ratio between the piston and crankshaft in their rotation in opposite directions.
  • the drive train preferably includes a ring gear, preferably an internal ring gear, co-axially rotatable with, and typically of larger pitch circle radius than, the second gear.
  • the ring gear of the drive train and the second gear most preferably are provided on a common hub.
  • the drive train preferably includes at least one planetary gear which is rotatable on a fixed axis laterally offset from the axis of the crankshaft and which meshes with the ring gear. Most preferably, there is a plurality of planetary gears substantially uniformly spaced around the crankshaft. In one arrangement, the or each planetary gear is rotatable on a pin or a respective pin fixed on or in relation to the engine casing. The or each planetary gear rotates with rotation of the second gear and the ring gear, and meshes with a sun gear fixed concentrically on the crankshaft.
  • the second gear most preferably has a 2:1 speed ratio relative to the first gear, while the second gear is orbitable about a centre directly opposite to that of the crankpin at a position determined by the size selected for the first gear.
  • This orbital motion is achieved in one embodiment by an eccentric on the crankshaft in combination with stabilising cranks rotatable about fixed equidistant points on the engine casing around the periphery of the second gear.
  • the orbiting motion is achieved by an eccentric on the crankshaft combined with a crankshaft driven, synchronised crank at a suitable distance from the centre of the crankshaft.
  • the orbiting motion is produced by the second gear being supported on two crankshaft driven synchronised cranks positioned at 180 degrees from each other.
  • the first gear is an internal gear and the second gear is an external gear; the first gear preferably being mounted within one side of the piston.
  • the alternative first and second arrangements detailed for the first form are possible, although it is preferred that the second gear has a fixed centreline about which it is rotatable, with this being on the crankshaft axis.
  • the internal first gear most conveniently is mounted within or at one side of the piston, concentrically around the crankpin, for rotation with the piston.
  • the external second gear has its centre of rotation fixed on the crankshaft axis, within the first gear, with the offset centrelines of the first and second gears being equal to the throw of the crankpin.
  • the drive train operable between the second gear and the crankshaft is such as to cause the second gear to rotate in the opposite direction to the crankshaft, and preferably is such as to achieve a 2:1 speed ratio between the piston and the crankshaft.
  • the drive train preferably comprises an epicyclic gear system operable between the second gear and the crankshaft.
  • the epicyclic gear system comprises a ring gear concentrically mounted on and rotatable with the crankshaft, at least one planetary gear rotatable on a fixed axis laterally offset from the crankshaft and a sun gear journalled concentrically on the crankshaft.
  • the piston and crankshaft in that arrangement, are oppositely rotatable by driving engagement between the first and second gears and between the at least one planetary gear and both the ring gear and the sun gear, and by the sun gear being connected to and rotatable with the second gear.
  • Figure 1 is a schematic transverse cross-sectional view of a one lobe, two working chamber arrangement of the prior art for a rotary piston engine having a 1:1 epitrochoidal shape
  • Figure 2 is a schematic longitudinal cross-sectional view of the prior art engine, taken on line II-II of
  • Figure 3 is a schematic longitudinal cross-sectional view of a rotary, single piston engine according to a first embodiment of the present invention
  • Figure 4 is a schematic longitudinal cross-sectional view of a rotary, single piston engine according to a second embodiment of the present invention.
  • Figure 5 is a partial cross-sectional view taken along line V-V of Figure 4.
  • Figure 6 is a schematic longitudinal cross-sectional view through a rotary single piston engine according to a third embodiment of the present invention.
  • Figure 7 is a cross-sectional view taken along line VII-VII of Figure 6;
  • Figure 8 is a schematic longitudinal cross-sectional view through a two piston, rotary engine according to a fourth embodiment of the invention, based on the embodiment of the Figures 6 and 7;
  • Figure 9 is a cross-sectional view taken along line IX- IX of Figure 8 ;
  • Figure 10 is a schematic longitudinal cross-sectional view of a rotary, single piston engine according to a fifth embodiment of the present invention.
  • Figure 11 is a sectional view on line XI-XI of Figure 10, showing the gear mounting and position.
  • the engine 10 has an engine casing 11 in which rotary piston 12 is rotatably mounted on crankpin 13 which forms part of crankshaft 14 and has a throw of radius R.
  • Crankshaft 14 is rotatably mounted in casing 11 via bearings 15; while piston 12 is rotatable on crankpin 13 by provision of bearing 16 therebetween.
  • Piston 12 has a trochoidal configuration, while the interior surface 17 of casing 11 has a shape corresponding to the outer enclosing curve of the trochoid.
  • Two working chambers 18,19 are defined between piston 12 and surface 17 of casing 11; with chamber 19 being occupied by piston 12 in the condition shown for engine 10.
  • Piston 12 is movable between variable-volume chambers 18,19, with rotation of crankshaft 14, thereby varying the volume of the chambers. Sealing strips 20 located in casing 11 sealing bear against the peripheral face of piston 12, and isolate chambers 18,19 from each other.
  • Engine 10 in the form illustrated, is an internal combustion engine.
  • a portion of each chamber 18,19 defines a respective combustion chamber 18a,19a in which a fuel/air mixture is alternately compressed by piston 12 and ignited by a respective spark plug 21.
  • Fuel/air induction and combustion gas exhaust facilities have not been shown for simplicity of illustration.
  • Piston 12 is constrained to rotate in the opposite direction to crankshaft 14 but at the same speed.
  • the relative speed between piston 12 and crankshaft 14 is twice that of the crankshaft.
  • This relative movement, or stabilisation is achieved by 2:1 gear drive between a small gear 22, fixed to axial extension 12a of piston 12, and a larger internal gear 23 which is fixed to engine casing 11 and with which gear 22 meshes.
  • the 2:1 ratio means that gear 22. must have a pitch circle radius which does not protrude past the centreline A of crankshaft 14. This constraint necessitates crankpin 13 having an extension 13a which is within piston extension
  • crankshaft 14 is substantially reduced, to an extent such that coupling further pistons to provide a multi-piston engine is effectively precluded, and even the single piston engine is severely limited in its torque transmitting capacity.
  • FIG 3 illustrates an engine 110 in accordance with a first embodiment of the invention.
  • engine 110 is a rotary piston engine having a gear stabiliser combined with an epicyclic gear.
  • Trochoidal rotary piston 112 is rotatably mounted in crankpin 113 via bearing 116.
  • Crankpin 113 has a throw E which, relative to centreline A of crankshaft 114, is determined by design, while the diameter of crankpin 113 also is determined by design but preferably is within the lateral extent of flanges 114a of crankshaft 114 to ensure rigid construction.
  • gears 25 and 26 and epicyclic gear train 27 which overall provide the required 2:1 speed ratio between piston 112 and crankshaft 114.
  • Gear 25, of pitch circle radius F with F>E is fixed on extension 112a of piston 112; extension 112a being shown as portion of a separate component which is secured to and rotatable with piston 112.
  • Gear 25 meshes with larger internal gear 26 of pitch circle radius (F+E) , with gear 26 being concentric with centreline A of crankshaft 114 and rotatably mounted on a bearing 28 fixed to engine casing 111.
  • gears 25,26 produces a gear ratio of less than the required 2:1 speed ratio between piston 112 and crankshaft 114, and compensation must be provided. Compensation is provided by epicyclic gear train 27, which causes opposite rotation between gear 26 and, hence piston 112 on the one hand and crankshaft 114 on the other hand.
  • Gear train 27 includes a ring gear 29 which is attached to and runs concentrically with gear 26.
  • gears 26,29 are formed internally on a common hub 30 which is stepped so that gear 29 is of larger diameter than gear 26.
  • Gear train 27 also includes a planetary gear 31 which meshes with gear 29 and is rotatably mounted, via a bearing 32, on a pin 33 fixed to engine casing 111 at a location laterally offset from centreline A.
  • Train 27 further includes a central sun gear 34 which is fixed to and concentric with crankshaft 114 and with which the planetary gear 31 meshes.
  • gear 26 is rotatable in the same direction as piston 112 and gear 25, with ring gear 29 and planetary gear 31 also being caused to rotate in that direction.
  • sun gear 34 and, hence, crankshaft 114 is caused to rotate in the opposite direction.
  • the gear ratio between ring gear 29 and sun gear 34 is selected by design to produce the necessary compensation to achieve the required 2:1 speed ratio between rotation of piston 112 and crankshaft 114.
  • crankpin 112 and hence gear 25 move around centreline A.
  • crankshaft 114 throughout, including that at any part of crankpin 113, and also the throw E of crankpin 113, can be chosen as a matter of design rather than subject to the constraint of attaining the 2:1 piston to a crankshaft speed ratio.
  • Crankshaft 114 thus can be designed throughout for torque transmitting capacity, enabling use of a crankshaft having an appropriate torque transmitting capacity. Indeed, that capacity can be such that the torque requirements of a multi-piston engine, based on the arrangement of Figure 3, can be accommodated.
  • each piston most preferably is provided with a respective stabiliser comprising a gear train 27.
  • gear train 27 of engine 110 of Figure 3 only one planetary gear 31 is illustrated. However, there preferably is a plurality of uniformly spaced gears 31. Two diametrically opposed gears 31 can be used, although most preferably at least three gears 31 are provided at a uniform angular spacing around centreline A.
  • Figures 4 and 5 illustrate an engine 210 in accordance with a first embodiment of the invention.
  • components of engine 210 corresponding to those of engine 110 of Figure 3 have the same reference numeral plus 100, and are referred to only in so far as is necessary for a full understanding.
  • engine 210 is a rotary piston engine having a 2:1 gear stabiliser combined with an eccentric driven, orbiting large gear stabilised by peripheral cranks.
  • trochoidal rotary piston 212 is rotatably mounted on crankpin 214 via bearing 216; crankpin 216 having a throw E relative to centreline A of crankshaft 214 and a diameter each chosen by design.
  • engine 210 of Figures 4 and 5 has a gear 125, of pitch circle radius F with F>E, fixed on extension 212a of piston 212.
  • gear 125 there is provided an internal gear 36 with which gear 125 meshes.
  • Gear 36 has a pitch circle radius twice that of gear 125 and has its centreline offset from the centreline of crankpin 213 and gear 125, around centreline A of crankshaft 214 by 180°.
  • the rotational centre of gear 36 is at a distance of (F-E) , where E and F are as previously explained.
  • gear 36 is mounted so as to be orbitable around centreline A of crankshaft 214, via an eccentric 37 fixed to crankshaft 214, and at a pitch circle radius of (F-E).
  • gear 36 is provided on an internal, peripheral wall of dished hub or cradle 38, with eccentric 37 being rotatable in hub 38 via a bearing 39 concentric with gear 36.
  • hub 38 is constrained to orbital movement, without rotation, by at least three constraining systems 40 provided at locations spaced around gear 36.
  • Each system 40 has a secondary crankshaft 41 of which the ends 42,42a are journalled, via bearings 43, in engine casing 211.
  • Each crankshaft 41 has a crankpin 44, with the axis of the crankpins being equidistance radially from, and uniformly spaced angularly around, the centreline of gear 36.
  • each crankpin 44 has a throw the same as that of eccentric 37, that is (F-E), and is at the same angular position relative to the axis of its crankshaft 41 as eccentric 37 is relative to centreline A of crankshaft 214.
  • each crankpin 44 is rotatable via a bearing 45 in a respective boss 46 of hub 38.
  • systems 40 constrain hub 38 to orbital movement in a circular path, without rotation.
  • systems 40 allow internal gear 36 to be orbited in a circular path, as represented by orbital path C of Figure 5 for the centreline of gear 36.
  • gear 36 In its orbital movement, gear 36 is maintained in meshed engagement with gear 125,. while that movement results in rotation of eccentric 37 and hence, crankshaft 214.
  • crankshaft 214 can be designed throughout for strength and torque transmitting capacity, such that a multi-piston engine can be based on the arrangement of Figures 4 and 5.
  • a two piston engine can be provided by extending casing 211 and crankshaft 214 to the right-hand side of Figure 4, to accommodate the second piston 212 on a second crankpin 213.
  • secondary crankshafts 41 can be extended beyond their ends 42a and provided with additional crankpins 44 by which a second hub 48 is constrained for orbital movement.
  • the second hub 48 would have a second internal gear 36 meshing with a gear 125 on the end of the second piston 212 facing first piston 212.
  • the second crankpins 44 would have a different phase to those shown for the piston.
  • the one eccentric 37 would suffice to achieve orbiting motion for the two internal gears 36.
  • the stabilising crankshafts 41 are located at a pitch circle radius outside the envelope of the pistons 212 and working chambers 218,219, the one eccentric 37 can suffice for an engine having more than two pistons 212, since secondary crankshafts 41 can be extended somewhat in the sense in which an overhead camshaft extends in a conventional reciprocating engine.
  • Engine 310 of Figures 6 and 7 is a rotary piston engine having a 2:1 gear stabiliser combined with an eccentric driven large gear stabilised by one crankshaft driven outrigger.
  • Engine 310 in large part, is the same as engine 210 of Figures 4 and 5, and similar components therefore have the same reference numerals.
  • an internal gear 36 again is provided, but by a different form of orbitable hub 46 in which eccentric 37 is rotatable via bearing 39.
  • orbiting, non-rotational motion of hub 46 is produced by the combined action of eccentric 37 and one constraining system 47 operable via a radially projecting arm 48 of hub 47.
  • System 47 comprises a secondary crankshaft 49 parallel to crankshaft 214 and having its opposed ends 50 rotatable in bearings 51 mounted in engine casing 211, in a similar manner to crankshafts 42 of engine 210.
  • Crankshaft 49 has a crankpin 52 rotatable in a bearing 53 provided in the outer end of arm 48.
  • Crankpin 52 has the same throw of (F-E) as eccentric 37, where F and E are as described for engine 210.
  • crankpin 52 is at the same angular position relative to the axis of crankshaft 49 as eccentric 37 is relative to centreline A of crankshaft 214.
  • Crankshaft 49 is rotatable by a 1:1 speed ratio drive (not shown) , such as a belt drive, from crankshaft 214, and thus is synchronised to maintain a constant distance between the centreline of its crankpin 52 and the centre of eccentric 37.
  • a 1:1 speed ratio drive such as a belt drive
  • Hub 46 thus is constrained so as to be orbitable, but non-rotational; as represented by orbital path D of Figure 7 for the centreline of gear 36 during its resultant orbital movement.
  • gear 36 and hence hub 46 is caused to orbit in the same direction.
  • eccentric 37 and hence crankshaft 214 are caused to rotate but in the opposite direction.
  • gear 36 of engine 310 has a pitch circle radius twice that of gear 125, with its centreline offset from the centreline of crankpin 213, around the centreline
  • crankshaft 214 by 180°.
  • engine 310 is not subject to the design constraints and torque capacity limitations detailed in relation to prior art engine 10 .
  • Figures 8 and 9 illustrate a two-piston rotary engine 410, based on engine 310 of Figures 6 and 7, but having two crankshaft driven outrigger synchronised cranks.
  • parts corresponding to those of engine 310 are identified by the same reference numerals and, for brevity, description is limited to differences in structure.
  • a respective internal gear 36 for each piston 212 is provided on a modified form of hub 55 which does not have crankshaft 214 journalled therein, while the latter does not have an eccentric corresponding to eccentric 37 of engine 310. Rather, the orbiting motion of each hub 55 is stabilised by respective constraining systems 47, each operable via a respective one of two opposed, radially projecting arms 48 of hub 55.
  • Each system 47 is of the form described above for system 47 of engine 310, with the crankpin 52 of each having the same throw of (F-E), where E is the throw of crankpin 213 and F is the pitch circle radius of gear 125, with F>E. Also, as shown, the angular position of each crankpin 52 relative to the centreline of its crankshaft 49 is the same.
  • a 1:1 speed ratio drive (not shown), such as a belt drive, is provided between crankshafts 49 and crankshaft 214, such that all crankshafts rotate in the same direction.
  • gear 36 and hence hub 55 are caused to orbit in that one direction, under the stabilising influence of systems 47.
  • Resultant orbital movement of arms 48 rotates secondary crankshafts 49, but with the latter rotating in the opposite direction to pistons 212.
  • Rotation of crankshafts 49 rotates crankshaft 214, also in that opposite direction, due to the 1:1 speed drive therebetween.
  • gear 36 has a pitch circle radius twice that of gear 125, with its centreline offset from the centreline of crankpin 213, around the centreline A, by 180°.
  • gears 125,36 provide a 2:1 drive ratio which, given the 1:1 ratio drive between crankshafts 49 and crankshaft 214, establishes the 2:1 speed ratio between pistons 212 and crankshaft 214. That speed ratio is achieved without necessary constraint on the cross-section of crankshaft 214 which, throughout, can be determined by design requirements consistent with the required torque transmitting capacity for engine 410.
  • crankshafts 49 and crankshaft 214 can be extended to enable provision of additional crankshafts 49, where required for stabilisation and support for additional hubs 55 and internal gears 36 in an engine having more than two pistons 212.
  • a multi-piston engine necessitates selected phasing from one piston 212 to the next, as illustrated in Figure 8 in which the pistons 212 are 90° out of phase.
  • hubs 55 contribute to balancing of the engine. They can eliminate the need for or reduce the size of any necessary additional balance weight.
  • Engine 510 of Figures 10 and 11 is a rotary piston engine having gear stabilisation by means admirably of an alternative system of epicyclic gearings. In so far as components of engine 510 are similar to those of engine 310 of Figures 6 and 7, they are identified by the same reference numerals plus 200.
  • Engine 510 of Figures 10 and 11 has a rotary piston 512 rotatably mounted on crankpin 513 of crankshaft 514, via bearing 516; crankpin 513 having a throw E relative to centreline A of crankshaft 514.
  • crankshaft 514 has two parts 514a,514b joined by an hydraulically assisted taper 60 between the crankpin 513 and flange 514c of completed crankshaft 514.
  • Bolt 62, an extension of crankpin 513 provides an additional locking system and also assists during disassembly of the crankshaft 514.
  • Hydraulic oil pressure is able to be supplied via an oil hole 63, which communicates with an oil groove 64 formed around and within flange 514c to separate slightly the taper in flange 514c to assist assembly and disassembly of the crankshaft 514.
  • Rotary piston 512 is suitably constructed, as indicated in Figure 11, so that its centre of mass is located at the centreline of bearing 516, and may be constructed of light metal such as aluminium.
  • Piston 512 defines, in one side face, an annular recess 512a in which an internal, first gear 65 is mounted concentric to bearing 516 by a number of solid or spring roll pins 66.
  • Gear 65 also allows for a groove 67 to house a circular oil seal (not shown).
  • a gear member 68 comprising a hub 69 and axially spaced external, second gear 70 and further external gear 71, is supported by a bearing 72 to the engine case 511, concentric with crankshaft 514.
  • Gear 70 engages with internal gear 65 fixed to the inside of rotary piston 512.
  • crankshaft 514 An internal bearing 73, fixed to the inside bore of hub 69 of gear member 68, rotatably supports the crankshaft 514.
  • the relative sliding velocity between crankshaft 514 and bearing 73 is greater than two but less than three, and is a function of the relative sizes of gears 65 and 70.
  • the diameters of crankpin 513, and the portion of crankshaft 514 which is rotatable within bearing 73, are designed to be as large as possible within the constraints of meshing gears 65 and 70.
  • Ring gear 75 is attached to crankshaft 514, via key 77 (or other fixing means), concentrically to the centreline A of crankshaft 514.
  • Planetary gear 76 which meshes with gear 75, is rotatably mounted, via bearing 78, on a pin 79 fixed to a planet carrier 80, while carrier 80 is rigidly bolted to engine casing 511 such that gear 76 is at a location laterally offset from centreline A.
  • planetary gear 76 Only a single planetary gear 76 is shown, although there preferably is a plurality of planetary gears 76 uniformly spaced around, and at the same pitch circle radius of pin 79, relative to centreline A.
  • the or each planetary gear 76 meshes with central sun gear 71, while gear 71 is concentric with crankshaft 514.
  • crankshaft 514 rotates with crankshaft 514 and, via the or each planetary gear 76, causes rotation of sun gear 71.
  • the rotation of gear 71 causes rotation of piston 512, via gears 70 and 65, in the opposite direction to crankshaft 514.
  • the overall speed ratio between the ring gear 75 and internal gear 65 must (for the one lobe piston 512 shown) be 2:1 in opposite rotation to one another, and the ratios of the respective gear trains are selected to achieve the required 2:1 ratio.
  • Crankshaft 514 is rotatably supported and axially located by radial bearings 81,82.
  • crankshaft 514 is axially located by thrust bearings 83,84, respectively fixed to front and rear plates 85,86 of crankcase 511.
  • Balance weights are required to be attached to the crankshaft 514 to balance the mass of the rotary piston 512 and crankpin 513.
  • a balance weight 87 is incorporated within the ring gear 75 and represents half of the total balance weight necessary to balance the engine 510.
  • Balance weight 87 is located on the inner side of radial bearing 82.
  • the other half of the balancing weight is provided by a weight 88 on flange 514c of crankshaft 514 at a position opposite to crankpin 513, and by an additional balance weight 89 incorporated into a drive pulley 90 bolted to the crankshaft 514.
  • Weight 88 may be of a heavy metal, such as tungsten, and secured to flange 514a such as by electron beam welding.
  • the placement of internal gear 65 within piston 512 enables crankpin 513 to be short and enables crankshaft 514 to be rigid and with large journal diameters.
  • the main support bearings 81,82 for crankshaft 514 are relatively widely spaced along axis A, the effective support bearings, where deflection of crankshaft 514 may occur at high engine speed, are bearing 81 and bearing 72 via bearing 73 in gear member 69. It is evident from the arrangement that close support of the rigid crankshaft 514 by these effective bearings allows high speed engine operation to be achieved.
  • crankshaft 514 The rigidity of crankshaft 514 also allows high torque transmitting capacity particularly necessary for multi-piston engines.
  • each piston most preferably is provided with a respective stabiliser comprising of gear train 74 and gears 65 and 70.
  • the invention relates to both a rotary piston engine and a rotary pump. The description principally is directed to the invention as applicable to an engine, although its application to a pump readily will be understood. Thus, in the latter case, drive will be from the crankshaft to the piston (that is, to a rotor of the form of the piston). Also, the chambers defined by the housing and rotor will be adapted for flow of a fluid, rather than for combustion of a fuel/air mixture.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Retarders (AREA)

Abstract

Un moteur ou une pompe à piston (110) possède un piston trochoïde (112) monté de manière excentrique dans un boîtier (111), lequel définit au moins deux chambres de travail (118, 119) qui correspondent à la courbe de ceinture externe du piston. Le piston peut tourner autour du maneton (113) d'un vilebrequin (114) monté dans le boîtier pour tourner autour de son axe (AA). Le piston et le vilebrequin tournent dans des sens contraires et à une vitesse relative déterminée par un système d'engrenages stabilisateurs intercalé entre eux. Ce système comprend un premier engrenage (25) dont le rayon du cercle primitif (F) est supérieur au double rayon (E) du maneton monté de manière rigide et coaxiale sur un prolongement de piston (112a) entourant ledit maneton, ainsi qu'un deuxième engrenage (26) avec lequel s'engrène le premier engrenage. L'un de ces engrenages est un engrenage extérieur tandis que l'autre est interne. Le système d'engrenages comprend également une transmission (27) afin d'obtenir le rapport de vitesses et le sens de rotation nécessaires au piston et le vilebrequin.
PCT/AU1991/000090 1990-03-14 1991-03-13 Mecanisme stabilisateur pour moteurs WO1991014081A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
AUPJ9102 1990-03-14
AUPJ910290 1990-03-14
AUPJ9869 1990-04-27
AUPJ986990 1990-04-27
AUPJ9949 1990-05-04
AUPJ994990 1990-05-04

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WO1991014081A1 true WO1991014081A1 (fr) 1991-09-19

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010012245A1 (fr) * 2008-07-29 2010-02-04 Jiri Dvorak Moteur rotatif pour milieux compressibles
EP2241718A1 (fr) * 2009-04-15 2010-10-20 Thanh Dam Ngo Démarreur de moteur
WO2015176692A1 (fr) 2014-05-22 2015-11-26 Dvořák Jiří Moteur rotatif à entraînement par engrenages pour utiliser des dispositif d'entraînement de milieux compressibles
US10968899B2 (en) 2015-11-20 2021-04-06 Positec Power Tools (Suzhou) Co., Ltd. Pump unit and handheld high pressure washer

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DE1158752B (de) * 1961-05-25 1963-12-05 Daimler Benz Ag Rotationskolben-Brennkraftmaschine
US3208666A (en) * 1963-01-14 1965-09-28 Beteiligungs & Patentverw Gmbh Circular piston engine
US3268156A (en) * 1962-11-08 1966-08-23 Radziwill Maciej Engine or power driven machine with the rotary piston
DE1551089A1 (de) * 1966-04-09 1970-01-29 Dornier System Gmbh Rotationskolbenmaschine,insbesondere Rotationskolbenbrennkraftmaschine mit einem auf einer Exzenterwelle gelagerten trochoidenfoermigem Kolbenlaeufer und einem hierzu parallelachsigen Umschliessungskoerper
GB2095334A (en) * 1981-03-20 1982-09-29 Trochoid Power Corp Rotary positive-displacement fluidmachines

Patent Citations (5)

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Publication number Priority date Publication date Assignee Title
DE1158752B (de) * 1961-05-25 1963-12-05 Daimler Benz Ag Rotationskolben-Brennkraftmaschine
US3268156A (en) * 1962-11-08 1966-08-23 Radziwill Maciej Engine or power driven machine with the rotary piston
US3208666A (en) * 1963-01-14 1965-09-28 Beteiligungs & Patentverw Gmbh Circular piston engine
DE1551089A1 (de) * 1966-04-09 1970-01-29 Dornier System Gmbh Rotationskolbenmaschine,insbesondere Rotationskolbenbrennkraftmaschine mit einem auf einer Exzenterwelle gelagerten trochoidenfoermigem Kolbenlaeufer und einem hierzu parallelachsigen Umschliessungskoerper
GB2095334A (en) * 1981-03-20 1982-09-29 Trochoid Power Corp Rotary positive-displacement fluidmachines

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010012245A1 (fr) * 2008-07-29 2010-02-04 Jiri Dvorak Moteur rotatif pour milieux compressibles
CZ302294B6 (cs) * 2008-07-29 2011-02-09 Dvorák@Jirí Rotacní motor na stlacitelná média
JP2011529540A (ja) * 2008-07-29 2011-12-08 ドヴォジャーク、イジー 圧縮媒体用ロータリモータ
RU2468209C2 (ru) * 2008-07-29 2012-11-27 Иржи ДВОРЖАК Ротационный двигатель, работающий на сжимаемой среде
US8721310B2 (en) 2008-07-29 2014-05-13 Jiri Dvorak Rotary motor for compressible media
EP2241718A1 (fr) * 2009-04-15 2010-10-20 Thanh Dam Ngo Démarreur de moteur
WO2015176692A1 (fr) 2014-05-22 2015-11-26 Dvořák Jiří Moteur rotatif à entraînement par engrenages pour utiliser des dispositif d'entraînement de milieux compressibles
US9771800B2 (en) 2014-05-22 2017-09-26 Jirí DVORÁK Rotary motor with geared transmission for use of compressible media drive
US10968899B2 (en) 2015-11-20 2021-04-06 Positec Power Tools (Suzhou) Co., Ltd. Pump unit and handheld high pressure washer
USRE49589E1 (en) 2015-11-20 2023-07-25 Positec Power Tools (Suzhou) Co., Ltd Pump unit and handheld high pressure washer

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