US3523003A - Gearing system for rotary engine - Google Patents

Description

8" 1970 J. c. HAMBRIC 3,523,003

GEARING SYSTEM FOR ROTARY ENGINE Filed June 20, 1968 2 Sheets-Sheet l 1970 J. c. HAMBRIC 3,523,003

GEARING SYSTEM FOR ROTARY ENGINE Filed June 20, 1968 2 Sheets-Sheet 2 ITTAP/VIV;

United States Patent 3,523,003 GEARING SYSTEM FOR ROTARY ENGINE James C. Hambric, Los Angeles, Calif., assignor to Development Corporation, a corporation of California Filed June 20, 1968, Ser. No. 738,533 Int. Cl. F02b 53/00; F16h 55/18, 37/06 U.S. Cl. 418-195 4 Claims ABSTRACT OF THE DISCLOSURE A gearing system is disclosed for a rotary engine of the type in which a pair of intermeshed, segmented-disk rotors are perpendicularly mounted to revolve and develop spaces of compression and expansion therebetween so as to be useable as an internal combustion engine, compressor or the like. The perpendicular disks are carried on transversely-related shafts and include radially-extending lobes between which the intermeshed relationships are developed within a housing. The shafts are then interconnected as to provide an output drive when the system is employed as an internal combustion engine. The gearing system for interconnecting the two rotor shafts includes a pair of radially-movable idler gear wheels which may be employed to eliminate backlash in the gear train. The system also includes a reference structure for preserving a pre-established relationship between the rotary disks, with adjustments in the gear train, so that adjustment of the gear train does not vary the critical relationshin between the rotors.

BACKGROUND AND SUMMARY OF THE INVENTION Internal combustion engines have ben proposed in the past in which a pair of rotors, e.g. disks, carrying radiallyextending lobes serve as both pistons and cylinder heads by revolving in a pair of intersecting perpendicular angular passages. Specifically, for example, a structure of this type is shown and described in U.S. Pat. 2,674,982 issued Apr. 13, 1954 to William B. McCall. Another patent covering certain improvement features of such an engine issued to the same inventor on Oct. 30, 1962, bearing U.S. Pat. No. 3,060,910.

In general, engines of this type are capable of vibration-free operation in a number of different applications as compressors, pumps, internal combustion engines, and so on. As reciprocating components can be substantially eliminated from such engines, they may be operated on a prolonged maintenance cycle with improved economy over engines currently in widespread use. However, the initial alignment of a rotary engine of the type here considered requires critical positioning of the rotors with respect to each other. This alignment may be rather difiicult to accomplish without special jigs and fixtures. Additionally, the alignment problem is somewhat compounded by the requirement for a gearing system to interconnect the two rotors, which gearing system must be adjustable to substantially eliminate backlash. As a result, a considerable need exists with regard to rotary engines of the type considered above, or an effective gearing system to interconnect the rotors, incorporating structure for effective alignment of the system as indicated above.

In using a rotary engine as described above, some wear in the gear train must be anticipated, which wear will introduce backlash. Of course, various gearing systems incorporate adjustments whereby backlash can be substantially eliminated. However, in the structure under consideration, the elimnation of backlash must be accomplished without altering the critical relationship between the engine rotors. Therefore, it has been recognized that a need exists 3,523,003 Patented Aug. 4, 1970 for a system of gearing wherein adjustments are possible to eliminate backlash, and incorporating means for referencing the desired relationship between the engine rotors so as to preserve that relationship with adjustment of the gearing system.

In general, the present invention specifically contemplates a gearing system for a rotary engine of the type using a pair of intermeshed disk structures carried on transversely-related shafts, which gearing system includes an output gear wheel, gear wheels coupled to each of the rotary shafts, and a pair of radially-movable idler gears for coupling the shaft gear wheels to the output gear wheels. Furthermore, the system also contemplates a reference structure whereby metered movements may be synchronously accomplished between the engine rotors or disks, and the idler gears whereby to eliminate backlash in the gearing system while preserving the desired relationship between the engine rotors.

BRIEF DESCRIPTION OF THE DRAWINGS In the emobdiment of the present invention as described herein, with reference to the appended drawings which also form a part of this specification, and in which:

FIG. 1 is an interior, perspective view of an engine constructed in accordance with the principles of the present invention;

FIG. 2 is an enlarged, fragmentary elevation view of a portion of the structure of FIG. 1; and

FIG. 3 is a somewhat-diagrammatic illustration of a gear train incorporating the principles of the present invention.

DESCRIPTION OF THE ILLUSTRATIVE EMBODIMENT As required, a detailed illustrative embodiment of the invention is disclosed herein. However, it is to be understood that the embodiment merely exemplifies the invention which may be embodied in many forms which differ radically from the specific illustrative embodiment. Therefore, structural and functional details disclosed herein are not to be interpreted as limiting but merely as a basis of the claims defining the scope of the invention.

Referring initially to FIG. 1, rather generally, there is shown a pair of meshed rotors 10 and 12, mounted for rotation about axes that are in perpendicular relationship. At their outer peripheries, these rotors define lobes which function both as pistons and as heads in the instance when the engine is utilized as an internal combustion apparatus.

More specifically, the periphery of the rotor 10 defines radially-extending lobes 14 and 16 While the rotor 12 defines similar lobes 18 and 20. The leading and trailing edges of these lobes are tapered to accommodate a closely intermeshed synchronous motion between the lobes as the rotors 10 and 12 revolve on the perpendicularly axial shafts 22 and 24. Thus, when the rotors are enclosed by a housing 26 (shown in fragments and phantom) closed chambers or cavities are developed between the rotors which may be utilized to compress or expand fluids in various applications of the unit as, for example, an internal combustion engine.

The detailed operation of a system incorporating the rotors 10 and 12 (for use in various applications) is described in considerable detail in the above-referenced patent. However, in general, the engine may operate as an internal combustion unit by utilizing fuel that is supplied independently to the annular chambers containing the separate rotors 10 and 12. Specifically, a circular arrow 27 indicates the path of fuel supplied to the rotor 10 while a similar arrow 28 similarly indicates the path of fluid supplied to the rotor 12. The paths of the arrows 27 and 28 are shown to be continuous; however, in fact, the gas flow is intermittent in charges which are carried between the lobes of the rotors and 12. The somewhat-circuitous paths of the gas with regard to each of the rotors is prevented from closing by rotary, arcuate valve plates 30 and 32 which separate intake from exhaust. Valve plates 30 and 32 are coupled (as indicated by dashed line), to the shafts 22 and 24 respectively, which coupling may be accomplished in accordance with the structure disclosed in the above-referenced patents.

In the operation of the structure as shown in FIG. 1 as an internal combustion engine, a charge of air is accepted in a cavity 34 (defined between the ends or faces of the lobes 14 and 16) for compression at a location beyond the meshing intersection of the rotors 10 and 12. Specifically, the air charge is forced into a generallycylindrical vertical combustion chamber 36 (indicated at the rear of the engine). Fuel is atomized into the compressed charge in the chamber 36, then ignited by spark plugs 40 which are affixed at the ends of the chamber 36 and are connected to be energized as well known in the prior art.

The expanded gases resulting from the combustion within the chamber 36 move to encounter a chamber defined by: the housing 26, a side surface of the lobe and a radial end surface of the lobe 16. The force applied to the side surface of the lobe 20 represents an axial force on the rotor 12 which has substantially no effect but to contain the combustion products for enforced application to the radial surface of the lobe 16 which is thus yeildably driven. Therefore, the gaseous products of combus tion expand and drive the rotor 10, as they are expended and finally dispensed to the exhaust from the rotary channel as indicated by the arrow 27. In this regard, it is to be noted that the rotary valve segregates the spent exhaust products of combustion from the fresh charge of air that is recevied for another cycle of operation. The operation of the rotor 12 is precisely similar to that described above for the rotor 10 which is somewhat apparent in view of the symmetry of the two rotor structures. Specifically, a charge of air is accepted between the lobes of the rotor 12 for compression into a chamber 44; atomized fuel is then supplied through a port 46 to complete a charge which is ignited by spark plugs 48 to drive the rotor 12.

It may therefore be seen that the rotors 10 and 12 synchronously drive the shafts 22 and 24, respectively. Those shafts are interconnected by a gearing system 50, providing rotary drive power to an output shaft 52 from the engine. In view of the established critical relationship between the rotors 10 and 12, it is particularly important that the gearing system 50 closely couple the rotors together. That is, it is important in the unit that the gearing system 50 is substantially free from backlash. It is therefore important that the gearing system 50 be aligned with substantially no backlash, and as a related consideration, it is also important that adjustments in the gearing system 50 can be accomplished without altering the precise relationship between the rotors 10 and 12.

Considering the gearing system in greater detail, the shaft 22 carrying the rotor 10 is journaled through the housing 26 and terminated with a bevel gear wheel 54 that meshes with a wheel 56 for driving a horizontal shaft 58 supported in the engine housing 26. The external end of the shaft 58 carries a gear wheel 60 which meshes with an idler gear wheel 62 that is in turn meshed with a larger gear wheel 64 carried on the drive shaft '52.

In a somewhat similar configuration, the shaft 24, carrying the rotor 12, terminates in a gear wheel 66 which is coupled to the larger gear wheel 64 through an idler gear wheel 68. The idler gear wheels 62 and 68 are each movably supported on a shank 70 which is threada'bly received through the housing 26. Generally, the idler gear wheels 62 and 68 are mounted so as to 'be variously moved along a radial path somewhat tangential to the gear wheel 64 at its point of being contiguous to the gear wheel 60 and 68, respectively. As will be considered in greater detail below, the movement of the gear wheels 62 and 68 enables the substantial elimination of backlash from the gearing system 50. However, additionally, such displacements are accompanied by an interrelated movement of the rotors 10 and 12 which can alter the critical relationship between these elements. Accordingly, the present system incorporates reference structures in the form of a pair of metering pins 72 and 74, supported in the housing 26 and employed to preserve the desired relationship between the rotors 10 and 12.

'Ihe similar structures of the pins 72 and 74 along with the apparatus for moving the idler wheels 62 and 68 are disclosed in detail in FIG. 2 wherein previously-identified component parts bear previously assigned reference numerals. The rotor 12 is depicted in FIG. 2 along with its support shaft 24, carrying the gear wheel 66, which drives the output gear 64 through the idler gear wheel 68. However, it is to be understood that the gear drive from the rotor 10 is similar, excepting the inclusion of the bevel gear as previously described.

R ecapitulating, the leading and trailing edges of the radial lobes 18 and 20 are tapered to accommodate a closely-intermeshed synchronous motion in cooperation with the lobes of the rotor 10. Thus, when the rotors are enclosed by the housing 26, spaces are developed between the rotors which sequentially increase and reduce in size so as to accomplish compression and expansion cycles as may be employed in internal combustion engines as well as in other engines. However, the critical relationship between the rotors 10 and 12 and the maintenance of that relationship is exceedingly important. In this regard, generally, the pins 72 and 74 engage metering detents 76 n the rotors to establish the desired relationship. That is, for example, various identical relationships between the pins and the detents indicate an established relationship between the rotors. In this regard, the pins, e.g. pin 74, are locked in position by being threadably received through the housing 26 and carrying an exterior lock nut 80.

Somewhat similarly, with regard to the idler gear wheels, the shank 70 is threadably received in the housing 26 and the threaded section 82 thereof also receives a lock nut 84. The shank 70 is further supported by a keyed bushing 82 supported in a brace 84 which may be aiiixed to the housing 26. The shank 70 incorporates an internal yoke 84 which supports a stub shaft 86 carrying the idler gear wheel 68 on a bearing 88. As indicated, bearings 88 actually separate the shaft 86 from the internal surfaces of the yoke 84.

The shank 70 also carries an elongate radial key 90 which is received in a keyway 92 defined in the bushing 82. Thus, the lower portion of the shank 70 is supported against rotation while the upper threaded section 83 is free to rotate. In this regard, the two sections of the shank 70 are interconnected by a rotary lock coupling 94 including a reverse tapered stud 96 concentrically locked within an externally tapered segmentally-formed mating annular recess.

Of course, a wide variety of diiferent techniques may be employed in the manufacture and assembly of the engine as illustratively described herein. The component elements may be formed of various metals, for example, utilizing any of a variety of metal-forming techniques as well known in the prior art. Subsequently, these component parts may be variously assembled inside the housing 26 (FIG. 1) which defines the annular cavities in which the rotors 10 and 12 operate. Additionally, the housing 26 affords various bearing and support surfaces as shown in FIG. 1, for supporting the various rotary shaft pins, and support shanks. The housing 26 may comprise two separate units for enclosing the rotors and the gearing system or alternatively, these housings may be somewhat integrally formed. In any event, the alignment of the system for initial operation involves meshing the teeth of the gear 68 (FIG. 2) with the teeth of each of the gears 64 and 66 so that substantially no backlash exists between these gears wheels. Additionally, the gear wheel 62 (FIG. 1) is similarly meshed with the gear wheels 60 and 64.

With each of these gear wheels so aligned and mated, the rotors and 12 are set in their interrelated positions in which the pins 72 and 74 engage mating detents, e.g. detent 76 (FIG. 2), to accomplish the desired relationship. Of course, prior to operation, the pins 72 and 74 are withdrawn from their detents so that the rotors may revolve in an obstructed manner. In this regard,

the pins 72 and 74 are threaded for precise metering, so that each revolution thereof moves the pins in identically precise radial distances. Thus, the pins are turned by a similar number of revolutions so as to be position-related.

Although the structure hereof may be particularly useful in aligning the engine hereof prior to initial use, the description of the system is best related to operation subsequent to an interval of use resulting in wear of the gearing system. Therefore, recognizing the usefulness of the structure for initial alignment, the operation of the structure may be best understood by assuming a period of use of the engine during which the various gear wheels in the gearing system 50 have become worn so that realignment is necessary to remove backlash which has developed as a result of Wear. The operation of realignment will therefore now be considered with reference to FIGS. 2 and 3.

Assuming an increment of wear in the teeth of the gear wheels 64, 66 and 68 (FIG. 2), the idler gear wheel 68 must be moved into the breach between the gear wheels 64 and 68, a slight distance to eliminate backlash attendant such wear. However, such movement also displaces the rotor 12 (acting through the gear wheel 66) which motion could otherwise disturb the critical positional relationship between the rotor 12 and the rotor 10. In general, the system hereof accommodates adjustment of the idler gear wheel 68 by enabling a metered, similar displacement by each of the rotors 10 and 12, under control of the pins 72 and 74. In this regard, it is to be noted that the idler gear wheel 68 may be moved along a path indicated by a line 100, simply by releasing the lock nut 84 and screw turning the shank 70 by means of a slot 102. Somewhat similarly, by releasing the lock nut 80 on the pin 74, the pin may be variously turned within the housing 26 to extend varying depths into the detent 76 and thereby meter the position of the rotor 12.

To analyze the relative displacements within the system on performing an adjustment, reference will now be had to FIG. 3. Initially, it is to be noted that the direction of rotation for each of the gear wheels depicted in FIG. 3 is indicated by a solid arrow.

Considering a radial movement of the idler gear wheel 68, it may be seen that as the center of the gear moves along a line indicated by an arrow .105, the teeth of the gear are advanced to positions 107 (indicated in phantom). As a result, the gear wheel 66 is actually revolved in a direction indicated by the arrow 110. In a similar manner, radial movement of the idler gear wheel 62 so that its center moves along the line :111, advances the teeth thereof causing the gear wheel 60 to be turned in a direction indicated by the arrow [112.

It may therefore be seen that the gear wheel 66 is revolved counterclockwise (as shown in FIG. 3) just as the gear wheel 60 is revolved in a counterclockwise direction (FIG. 3). Translating these movements to the rotors as shown in FIG. 1, it may be seen that the counterclockwise motion of the gear wheel 66 turns the rotor in a clockwise direction while counterclockwise rotation of the gear wheel '60 turns the rotor 10 in a clockwise direction (viewed from the top). As a result, the displacement of the rotors 10 and 12 is completely tolerable, providing the rotors are each displaced by a similar amount.

Referring back to FIG. 3, it is to be noted that the movement as indicated for either of the gear wheels 62 or 68 accomplishes a similar rotation by the drive gear wheel 64. Thus, the gear system 50 (as shown in FIG. 3) may be adjusted to eliminate backlash, without difficulty, so long as the two rotors 10 and 12 (FIG. 1) are displaced equally as a result of the adjustment. That similar displacement is accomplished by use of the metering pins 72 and 74. Specifically, depending upon the depth to which the metering pins 72 and 74 are turned into the mating detents, e.g. detents 76 (FIG. 2), the rotors 10 and 12 may be variously displaced. For example, at the beginning of the adjustment, the pins 72 and 74 may be turned completely into their mating detents, then relieved therefrom equally as the gearing system is properly adjusted to eliminate backlash.

Of course, after alignment, the lock nuts 84 (FIG. 2) are turned down, and the metering pins 74 are withdrawn and locked. The unit is then again ready for use.

It may therefore be seen that the system hereof enables rotary engines of the type considered, to be more economically assembled and aligned without substantial difficulties attendant such engines of the past. Furthermore, the system hereof does not substantially increase in cost in comparison with similar prior systems. Of course, as indicated above, the system hereof may be readily adapted in a wide variety of different structures wherein certain gears within the gearing system or gear train may be adjustably moved while separate means are provided for metering the displacement of the rotors. Therefore, the system as disclosed herein is to be deemed merely an exemplary embodiment.

I claim:

1. A compression, expansion rotary engine, comprising:

first and second intermeshed, perpendicular rotor means;

a housing means for enclosing said rotor means Whereby to support said rotor means and whereby said rotor means develops compression-expansion cycles;

gear means intercoupling said first and second rotor means, and including means for displacing elements therein to vary the coupling; and

reference means including first and second reference adjustment means aflixed to said housing means and settable to allow limited operation of said means for displacing, while preserving a pre-established relationship between said first and second rotor means during operation of said means for displacing.

2. A rotary engine according to claim '1, wherein said gear means includes: first and second gear wheels coupled to said first and second rotor means; a drive gear wheel for providing output rotary drive of said rotary means; and movably-mounted first and second gearing means for coupling said drive gear wheel to said first and second gear wheels respectively.

3. A rotary engine according to claim 2 further including a single bevel gear coupling one of said rotor means to one of said gear wheels.

4. A rotary engine according to claim 1 wherein said engine is an internal combustion engine, and further includes means for providing combustion gases for expansion between said rotor means.

References Cited UNITED STATES PATENTS 2,397,777 4/ 1946 Colman 74409 2,810,299 10/ 1957 Partridge 74-409 2,845,909 8/ 1958 Pitkanen.

3,060,910 10/ 1962 McCall.

3,310,998 3/ 1967 Harmening.

MARK M. NEWMAN, Primary Examiner A. D. HER-RMANN, Assistant Examiner U.S. Cl. XJR. 74-409, 665

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