WO2019150336A1 - Moteur rotatif - Google Patents

Moteur rotatif Download PDF

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Publication number
WO2019150336A1
WO2019150336A1 PCT/IB2019/050882 IB2019050882W WO2019150336A1 WO 2019150336 A1 WO2019150336 A1 WO 2019150336A1 IB 2019050882 W IB2019050882 W IB 2019050882W WO 2019150336 A1 WO2019150336 A1 WO 2019150336A1
Authority
WO
WIPO (PCT)
Prior art keywords
chamber
rotor
lobe
closure member
passage
Prior art date
Application number
PCT/IB2019/050882
Other languages
English (en)
Inventor
Newton BOWER
Original Assignee
Bower Newton
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 Bower Newton filed Critical Bower Newton
Publication of WO2019150336A1 publication Critical patent/WO2019150336A1/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
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
    • F01C1/3566—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member the inner and outer member being in contact along more than one line or surface
    • 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
    • F01C11/00—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
    • F01C11/002—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
    • F04C—ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; ROTARY-PISTON, OR OSCILLATING-PISTON, POSITIVE-DISPLACEMENT PUMPS
    • F04C29/00—Component parts, details or accessories of pumps or pumping installations, not provided for in groups F04C18/00 - F04C28/00
    • F04C29/0092—Removing solid or liquid contaminants from the gas under pumping, e.g. by filtering or deposition; Purging; Scrubbing; Cleaning

Definitions

  • This invention relates to an internal combustion engine, in particular a rotary engine.
  • Internal combustion engines operate on the principle that a combustion chamber is filled with a fuel mixture and ignited to create a rapidly expanding volume of gas, which can drive a mass - typically in the form of a piston.
  • the mass is connected to a shaft which causes the shaft to be rotated, which produces useful motion.
  • a series of ignitions causes the shaft to be rotated continuously, which also allows for each mass (the piston) to be reset, once ignited, for the next round ignition.
  • rotary engines typically include a main chamber within which a shaped lobe rotates.
  • the lobe is shaped with 3 tips and rotates within a chamber to create combustion chambers.
  • the rotary lobe used in this does not have to violently change direction during its rotation, hence allowing for much smoother operation, compactness, simplicity and higher power to weight ratios compared to conventional piston type internal combustion engines.
  • a rotary piston internal combustion engine comprising a set of spaced apart chambers in fluid connection by means of a passage provided with a one-way valve;
  • each chamber provided with a rotor assembly rotatably secured to a shaft common to both chambers, each rotor assembly having at least one circumferential lobe to form a curved periphery with the lobe configured for its apex to extend to proximate the operatively inner surface of the chamber within which it is located, and with the lobe apex being sealed against the chamber inner surface;
  • each chamber provided with each chamber being provided with at least one closure member reciprocally located with respect to the chamber’s rotor to be movable between an inner position in which an end of the closure member extends into the chamber and an outer position in which the end of the closure member is substantially aligned with the chamber inner surface;
  • a first of the chambers including an air inlet associated with and located rotationally ahead of each closure member
  • the second of the chambers including an exhaust outlet associated with and located rotationally behind each closure member, in respect of the direction of rotation of the rotor, and a fuel inlet located rotationally ahead of the closure member
  • a rotary piston internal combustion engine comprising a housing defining a set of spaced apart chambers
  • each chamber being ring shaped with a diameter greater than its depth and rotatably locating a rotor assembly, each rotor assembly being secured to a drive shaft common between at least two rotor assemblies;
  • the set of chambers comprising a first chamber being an intake and compression chamber, and a second chamber being a combustion and exhaust chamber, with the two chambers being in fluid communication by means of a passage extending between them, the passage being provided with a one-way valve to allow fluid flow from the first chamber to the second chamber only;
  • each rotor assembly comprising a rotor secured between an inner rotor disc and an outer rotor disc, and having a central mass from which at least two lobes extend to form a curved periphery with each lobe configured for its apex to extend to proximate the operatively inner surface of the chamber within which it is located, and with the lobe apex being sealed against the chamber inner surface;
  • each lobe of the rotor in the first chamber being angularly offset with respect to a lobe of the rotor in the second chamber with the second chamber rotor leading the first chamber rotor by an amount configured to allow the space ahead of a first chamber rotor lobe to be in fluid communication, through the passage, with the space behind its associated angularly offset adjacent second chamber rotor lobe;
  • each chamber being provided with at least one closure member reciprocally located with respect to the chamber’s rotor to be movable between an inner position in which an end of the closure member extends into the chamber and an outer position in which the end of the closure member is substantially aligned with the ring inner surface
  • the end of the closure member being complimentary shaped and sized to the periphery of the rotor and being provided with a seal to seal the lobe apex against the chamber inner surface
  • the sides of the closure member end being complimentary shaped and sized and being provided with seals to assist in forming a seal against the operatively inner surfaces of the inner rotor disc and outer rotor disc rotor respectively, thereby assisting the closure member end to maintain contact with the rotating rotor periphery through reciprocation between the inner and outer positions and to create a seal between a space forward of the closure member end and a space behind the closure member end;
  • each inner rotor disc being provided with a rotor vent radially aligned with the passage between the first and second chambers and configured upon rotation of the rotor assembly within the chamber for both rotor vents to substantially simultaneously align with the passage to put the first chamber in fluid communication through the one-way valve with the second chamber;
  • the first chamber further including an air inlet associated with and located rotationally ahead of each closure member and the second chamber including an exhaust outlet associated with and located rotationally behind each closure member, in respect of the direction of rotation of the rotor;
  • the second chamber including a fuel inlet located rotationally ahead of each closure member
  • the first rotor vent aligns with the passage and the second rotor vent, allowing the compressed air to be forced through the passage and the one-way valve into a combustion space located between an operative forward lobe of the second rotor and a rearward closure member located rotationally behind it and the passage;
  • the second chamber to include an optional spark plug located rotationally ahead of each closure member in association with the second chamber’s fuel inlet, and for the fuel that is injected into the combustion space to be ignited by means of the spark plug, instead of or in addition to the auto ignition thereof.
  • each lobes to extend in radially opposing directions, and for each rotor to have an outwardly curved periphery, and more preferably for the rotor to be elliptically shaped.
  • each rotor is elliptically shaped, alternatively to have a trochoidal peripheral shape, including a curtate trochoidal or epitrochoidal shape, and preferably to have a set of lobes in multiples of two, including two lobes, four lobes or eight lobes, with each set of two lobes extending in radially opposing directions.
  • Figure 1 is a schematic diagram of a side view a rotary cylinder internal combustion engine according to the invention
  • Figure 2 is a part sectional end view onto the engine of Figure 1 ;
  • Figure 3 is a schematic representation showing several embodiments of rotor designs of the invention.
  • Figure 4 is another schematic diagram of a side view a rotary cylinder internal combustion engine according to the invention, with components annotated;
  • Figure 5 is as part sectional side of a first step in the sequence of operation of the engine of Figure 4;
  • Figure 6 is as part sectional side of a next step in the sequence of operation of the engine of Figure 4;
  • Figure 7 is as part sectional side of a next step in the sequence of operation of the engine of Figure 4;
  • Figure 8 is as part sectional side of a next step in the sequence of operation of the engine of Figure 4;
  • Figure 9 is as part sectional side of a next step in the sequence of operation of the engine of Figure 4.
  • Figure 10 is as part sectional side of a next step in the sequence of operation of the engine of Figure 4;
  • Figure 11 is as part sectional side of the last step in the sequence of operation of the engine of Figure 4, before the step depicted in Figure 5 is performed again; and Figure 12 is as part sectional side of the engine of Figure 4 with some features indicated.
  • the rotary piston internal combustion engine (1) comprises a housing (2) defining a set of spaced apart chambers (3A, 3B). Each chamber (3A, 3B) is ring shaped and rotatably locates a rotor assembly (4A, 4B) that is secured to a drive shaft (5). A plurality of these assemblies may be secured adjacent each other to a drive shaft (5), to sequentially drive it for a smooth operation.
  • Each chamber (3A, 3B) is formed in the shape of a ring (6A, 6B) located within its housing (2A, 2B), the ring (6A, 6B) having a diameter which exceeds its depth.
  • Each chamber (3A, 3B) includes a first chamber (3A) being an intake and compression chamber, and a second chamber (3B) being a combustion and exhaust chamber.
  • the two chambers (3A, 3B) are in fluid communication by means of a passage (7) in the housing (2) between the chambers (3A, 3B), the passage (7) being fitted with a non-return valve (not shown), which allows fluid flow from the first chamber (3A) to the second chamber (3B) only.
  • Each chamber (3A, 3B) contains a rotor assembly (8) which comprises an elliptically shaped rotor (9) located between an inner rotor disc (10A) and an outer rotor disc (10B).
  • the elliptically shaped rotor runs against the inner surface of the ring (6A, 6B), i.e. at the periphery of its lobes (1 1).
  • Each chamber (3A, 3B) also includes a set of stationary closure members (12), or gates, which are located substantially at a right angle to the drive shaft (5).
  • the gates (12) in each chamber are located on opposing sides of the chamber (3A, 3B), 180° apart.
  • the gates (12) of the first (3A) and second chambers (3B) are located in the same position, i.e. at the top and at the bottom of the chambers, but slightly offset from each at about 5°.
  • Each gate (12) is movable between an extended position and a retracted position.
  • the gates (12) are configured to bear against the periphery of the rotor (9).
  • Each gate (12) is biased, typically by means of a spring (not shown), towards the extended position in which it maintains contact with the periphery of the rotor (9), effectively riding on the periphery of the rotor (9) and reciprocating between the extended and retracted positions.
  • Each gate (12) is sealed against the periphery of the rotor (9) with which it is associated, and against the sides of the inner rotor disc (10A) and outer rotor disc (10B) respectively.
  • the gates (12) create two sealed spaces (13A, 13B) between the periphery of the rotor (9) and the chamber’s inner surface.
  • Each of these sealed spaces (13) becomes a sub-chamber with a predetermined volume within the chamber (3A, 3B) wherein it is formed.
  • Each chamber (3A, 3B) thus contains two sub-chambers (13A, 13B) formed on either side of the two lobes (1 1) of its elliptical rotor (9).
  • each chamber includes a first chamber (3A) being an intake and compression chamber, and a second chamber (3B) being a combustion and exhaust chamber.
  • the first chamber (3A) has an intake sub-chamber (13A1) and a compression sub-chamber (13B1).
  • the second chamber (3B) has a combustion sub-chamber (13A2) and an exhaust sub chamber (13B2).
  • the chambers (3) also include an air intake port (14), a fuel injector (15A), a spark plug (15B) and an exhaust port (16), all arranged proximate the top of the chambers (3), proximate it’s Top Dead Centre (“TDC”).
  • TDC Top Dead Centre
  • the rotors (9) of the two chambers (3) have an angular offset of about 5°, with the rotor (9B) of the combustion and exhaust chamber (3B) leading the rotor (9A) of the intake and compression chamber (3A) in the direction of rotation. This is substantially the same offset of the gates (12), but in the opposite direction.
  • the offset of rotors (9) and gates (12) allows for the smallest distance between the rotors (9). This lessens the loss of compression ratio, due to the centre plate void being outside what would otherwise be the combustion chamber.
  • the offset between the rotors (9) allows for enough space for compressed air to flow into the combustion sub-chamber (13A2) from the compression chamber (13B1).
  • the offset creates space for the airflow, and when the passage (7) between the first and second chambers (3A, 3B) opens it leads to open space in combustion chamber (13A2) with a straight path.
  • the outer rotor discs (10A, 10B) create a seal against the rotor housing and each gate (12) creates a seal against the inner rotor and rotor discs (10A, 10B). These seals allow the combustion of injected fuel and air create a compressive force in front of the rotor and a vacuum behind the rotor (9).
  • the space (17) into which the fresh air has been drawn is now contained between the rearward lobe (11 B) and the forward first chamber gate (12A). With a small amount of further rotation, the rearward lobe (11 B) passes the air intake port (14) which closes the mentioned space for air intake. The space is thus filled with fresh air and sealed. Air is compressed in front of each lobe (11), driven by the rotor (9).
  • the gate top seal and side seals allow compression of air in front of each lobe and the formation of a vacuum behind it.
  • the first rotor (9A) rotates further which moves the rearward lobe (11 B) towards the forward first chamber gate (12A), which compresses the air therein since the space (17) is sealed.
  • the compression reaches a maximum at which point the first rotor vent (7A) aligns with the central passage (7). This happens 180° forward from where the fresh air was drawn into the space (17) in the first chamber (3A).
  • a shown in Figure 8 when the top seal and gate meet, there is a zero event (21) . There is no compression, and no vacuum or combustion is occurring.
  • the fresh air has thus been drawn into and compressed inside the first chamber (3A) - hence it being called the intake and compression chamber.
  • the compressed air is now located in a very small space in the first chamber 180° forward from where air was drawn into the first chamber (3A).
  • the second rotor (9B) has rotated in the second chamber (3B) to a point where its forward lobe (1 1A) has passed the central base passage (7).
  • a very small space (18) is defined between the forward lobe (11 A) of the second rotor (9B) and the rearward gate (12B) behind it.
  • This space (18) had just been exhausted from combustion gasses from a previous ignition cycle and is essentially empty.
  • This space (18) is under vacuum since it has been exhausted and with the forward lobe (11A) of the second rotor (9B) passing the rearward gate (12B) the space (18) is effectively increasing from zero - which places it in a vacuum.
  • the second rotor vent (7B) now aligns with the central passage (7), at substantially the same time that first rotor vent (7A) aligns with the central passage (7). Due to the high pressure in the first chamber (3A) and the vacuum in the second chamber (3B) the one-way valve (not shown) opens which allows the compressed air to flow from the first chamber (3A) into the second chamber (3B). This is also driven by the rotation of the first rotor (9A) which still decreases the volume of the first chamber (3A) and pushes the compressed fresh air through the central passage (7) into the second chamber (3B).
  • fuel is injected (15) into the second chamber (3B) to mix with the compressed air that is being drawn into the second chamber (3B) through the central passage (7).
  • the spark plug (15B) is then activated to ignite the fuel and air mixture, which causes combustion and generation of large amount of gas under high pressure.
  • the increased pressure in the second chamber (3B) flows back up the central base passage (7) against the one-way valve (not shown), which causes it to close.
  • the first and second rotor vents (7A, 7B) have respectively rotated past the central passage (7) which also closes it.
  • the first chamber (3A) In respect of the first chamber (3A), once the first rotor vent (7A) has rotated past the central passage (7) the first chamber (3A) is closed. It now has a small and uncompressed volume that is defined between its forward lobe (1 1A) and the forward first chamber gate (12A), which is now located behind the forward lobe (11 A) due to the further rotation of the first rotor (9A). This space (17) is sealed and increases in volume with further rotation of the first rotor (9A), which creates a vacuum within it.
  • the central base which includes a passage (7) with a non-return valve.
  • the central base facilitates induction of fresh air from the 1 st rotor via its rotor vent to the 2 nd rotor.
  • the rotor vent (7A, 7B) is a small hole cut on the inside (meaning against the central base) “inner rotor disc” on both rotors.
  • the rotor vent () lines up with the non-return valve in the central base, the pressure differential created by compression in the 1 st rotor (9A) is greater than the vacuum behind the 2 nd rotor (9B).
  • the non-return valve is now closed due to the positive pressure created behind 2 nd rotor (9B).
  • the fuel behind the 2 nd rotor (9B) is ignited, the expansion of gasses resulting from the combustion forces the 2 nd rotor (9B) forward. Since both the 1 st and 2 nd rotors (9A, 9B) are fixed to the driven shaft (5), the 2 nd rotor (9B) is rotated around the shaft (5), which in turn is rotated to generate useful motion.
  • This motion also forces exhaust gasses (left over from the previous rotation cycle) out through the exhaust valve of the 2 nd sub-chamber.
  • the 1 st rotor (3A) has started compression in front of it and a relative negative pressure differential behind in order to intake new fresh air.
  • each rotor (9) has two apexes (11) and two gates (12) this means that the engine will produce 4 power strokes per rotation.
  • the rotary piston internal combustion engine according to the invention provides notable advantages over prior art engines, including prior art rotary piston internal combustion engines.
  • the engine (1) minimises fuel inefficiency and large friction coefficients from reciprocating masses. Instead, the engine’s only reciprocating masses are the gates (12).
  • the gates (12) only move a fraction of the distance that a conventional reciprocating piston would, and they weigh only a fraction of the weight of such a piston, and its associated connecting rod and crankshaft.
  • the engine (1) according to the present invention is expected to weigh in the range of 1/5 th to 1/10 th the weight of a conventional piston internal combustion engine, providing significant weight benefits.
  • the engine (1) would only have 2-4 moving parts compared to 100-150 parts for a conventional 4-cylinder piston internal combustion engine.
  • the conventional problem of pre-detonation which is a common issue in piston engines, is not present in the engine (1) according to the present invention.
  • the engine (1) has no possible way of pre-detonation, since fuel in only introduced after TDC.
  • the compression ratio of the engine (1) may be varied, thus providing it with a variable compression ratio. This allows the engine (1) in effect to become its own supercharger. This may be achieved by taking advantage of the different rotors used in the engine to facilitate intake/compression and power/exhaust. Some rotors may be deactivated to decrease compression or to facilitate higher than atmospheric pressures.
  • the engine (9) has no valves, which increases efficiency and also decreases pumping loses due to a choking effect on the engine (1), which increases power.
  • the engine (1) has very small oiling areas within the combustion chamber, typically only at the bottom and sides of the gates (12), and it also employs scavenging effects (trailing gates (20) being oiled by residue on the oiled surfaces). This assists the engine in maintaining very low emissions.
  • the engine (1) is capable of operating reliably across a wide rpm range. Depending on rotor and gate layout, the engine (1) could operate reliably at anywhere from 30 to 30 000 rpm.
  • the design of the engine (1) allows it to provide an increase of between 100-300% in torque, depending on the radius of rotor and its application, compared to conventional engines. As shown in Figure 3, it is possible to use variations of rotors with different numbers of lobes, for example:
  • the assembly which forms the engine may also be applied in pumping and compression applications. In respect of this, it can be used as a pump or an air/liquid compressor.
  • the engine (1) according to the present invention is the only engine that can create a larger exhaust chamber than its intake chamber. This allows the engine (1) to be extremely thermodynamically efficient since it allows more time and volume for the combustion gasses to expand, thus increasing to use of energy contained therein to drive the rotor (and the driven shaft), when compared to the energy usage of a conventional a reciprocating piston internal combustion engine.
  • an engine (1) according to the present invention compares as follows with conventional piston and rotary engines: Weight
  • a gate it is for example possible to install a gate to be radially movable with respect to its chamber. This allows for variation of the shape of the relevant sub-chamber, which may be used to modify performance of the engine.
  • connection passage between the 1 st and 2 nd chambers may be angled which will offset the apertures of the passage in the 1 st and 2 nd chambers respectively, achieving the same result as offsetting the rotors by a few degrees.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)

Abstract

L'invention concerne un moteur à combustion interne à piston rotatif (1) qui comprend un ensemble de chambres espacées (3A, 3B) qui sont en connexion fluidique au moyen d'un passage (7) pourvu d'une soupape unidirectionnelle. Chaque chambre (3A, 3B) comprend un rotor (9) pourvu d'un lobe circonférentiel (11) scellé contre la surface interne de la chambre (3A, 3B). La première chambre (3A) comprend une entrée d'air (14) et la seconde chambre (3B) comprend un injecteur de carburant (15A) et un orifice d'échappement (16). Chaque chambre (3A, 3B) comporte au moins un élément de fermeture pour former dans la première chambre (3A) un espace de compression (13B1) et dans la seconde chambre (3B) un espace de combustion (13A2). Avec l'air aspiré dans la première chambre (3A) et comprimé entre le lobe (11) et l'élément de fermeture par la rotation du rotor (9), de l'air comprimé est transféré au moyen d'une soupape unidirectionnelle à la seconde chambre (3B), est mélangé avec du carburant injecté et puis brûlé, pour entraîner le lobe (11) du second rotor de chambre vers l'avant et ainsi générer un mouvement utile.
PCT/IB2019/050882 2018-02-04 2019-02-04 Moteur rotatif WO2019150336A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ZA201705272 2018-02-04
ZA2017/05272 2018-02-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210372622A1 (en) * 2016-12-07 2021-12-02 Raytheon Technologies Corporation Main mixer in an axial staged combustor for a gas turbine engine

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014016858A1 (fr) * 2012-07-27 2014-01-30 Pianta Remo Moteur à combustion interne rotatif

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2014016858A1 (fr) * 2012-07-27 2014-01-30 Pianta Remo Moteur à combustion interne rotatif

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20210372622A1 (en) * 2016-12-07 2021-12-02 Raytheon Technologies Corporation Main mixer in an axial staged combustor for a gas turbine engine
US11815268B2 (en) * 2016-12-07 2023-11-14 Rtx Corporation Main mixer in an axial staged combustor for a gas turbine engine
US20240068665A1 (en) * 2016-12-07 2024-02-29 Rtx Corporation Main mixer in an axial staged combustor for a gas turbine engine

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