U.S. patent application number 13/072686 was filed with the patent office on 2012-09-27 for efficient oil treatment for radial engine.
Invention is credited to Anthony J. Carmen, James H. Griffin, Douglas R. Heise.
Application Number | 20120240892 13/072686 |
Document ID | / |
Family ID | 46876252 |
Filed Date | 2012-09-27 |
United States Patent
Application |
20120240892 |
Kind Code |
A1 |
Carmen; Anthony J. ; et
al. |
September 27, 2012 |
EFFICIENT OIL TREATMENT FOR RADIAL ENGINE
Abstract
A radial engine lubrication device is disclosed. The device
includes at least one lubricant supply pump and a crankcase. The
crankcase has a first cavity and a second cavity. The device
includes a first flow path extending through at least one master
rod of a rotating assembly. The lubricant is supplied from the
lubricant supply pump, through the first flow path and exits into
the first cavity. A second flow path extends internally through at
least one wall of the crankcase and the device further includes at
least one scupper extending into the first cavity and fluidly
connecting the first cavity with the second cavity.
Inventors: |
Carmen; Anthony J.;
(Bloomfield Hills, MI) ; Griffin; James H.;
(Chandler, AZ) ; Heise; Douglas R.; (Tempe,
AZ) |
Family ID: |
46876252 |
Appl. No.: |
13/072686 |
Filed: |
March 26, 2011 |
Current U.S.
Class: |
123/196AB ;
123/196R |
Current CPC
Class: |
F01M 1/06 20130101; F02B
75/222 20130101; F01B 1/062 20130101; F01M 1/12 20130101; F01M 9/10
20130101; F01M 2011/027 20130101; F02B 63/04 20130101; F01M
2011/025 20130101; F01M 2001/066 20130101; F01M 2001/126 20130101;
F01M 2001/062 20130101 |
Class at
Publication: |
123/196AB ;
123/196.R |
International
Class: |
F01M 5/00 20060101
F01M005/00; F01M 1/02 20060101 F01M001/02 |
Claims
1. An engine lubrication device, comprising: at least one lubricant
supply pump; a crankcase having a first cavity and a second cavity;
a first flow path extending through at least one master rod of a
rotating assembly, wherein lubricant is supplied from the at least
one lubricant supply pump, through the first flow path exiting into
the first cavity; a second flow path extending internally through
at least one wall of the crankcase; and at least one scupper
extending into the first cavity and fluidly connecting the first
cavity with the second cavity.
2. The device of claim 1, wherein the scupper is integral to the
crankcase and includes a scoop portion for directing the lubricant
from the first cavity to the second cavity.
3. The device of claim 1, wherein the first flow path has a flow
rate and flow pressure higher than a flow rate and flow pressure in
the second flow path.
4. The device of claim 3, wherein the first path flow rate ranges
from 6-14 GPM with a pressure range of 90-125 PSI, and the second
path flow rate ranges from 6-11 GPM with a pressure range of 30-80
PSI.
5. The device of claim 1, wherein the rotating assembly includes a
crankshaft, rotatively connected to a first end of the master rod,
at least one link rod rotatively connected to the first end and a
plurality of pistons rotatively connected to a second end on the
master rod and a second end on the at least one link rod, the
rotating assembly pistons configured for positioning within a
plurality of cylinders attached radially outward to the crankcase
first cavity.
6. The device of claim 5, further comprising a piston sprayer
configured in the second end.
7. The device of claim 1, further comprising an external lubricant
treatment system fluidly connected to at least one of the rotating
assembly and the lubricant galley, the external lubricant treatment
system including at least one of a reservoir, fluidly connected to
a cooling element, at least one bypass valve, at least one priming
pump, at least one scavenge pump and at least one check valve.
8. The device of claim 7, wherein the at least one bypass valve is
a temperature controlled bypass valve, the bypass valve directs
lubricant at a predetermined temperature into the cooling
element.
9. The device of claim 5, wherein the second flow path fluidly
connects at least one hydraulic lifter to a corresponding rocker
arm configured in a cylinder head attached to the cylinder.
10. The device of claim 5, further comprising at least one bull
nose counter weight boat configured for floating attachment on the
crankshaft.
11. The device of claim 1, further comprising at least one integral
hydraulic lifter boss integrally formed on the crankcase and
machined adjacent the second cavity in the crankcase.
12. The device of claim 5, wherein the crankshaft crank pin
includes a micro-polish surface finish.
13. The device of claim 12, wherein the crank pin includes at least
one of a maximum allowable taper across the pin in the range of
0.0025 mm-0.015 mm, and a maximum allowable surface change in the
range of 0.001 mm-0.005 mm within a 10.degree. of rotation.
14. The device of claim 12, wherein the crank pin includes a crank
pin diameter range of approximately 82 mm to 97 mm.
15. The device of claim 12, wherein the crank pin includes a crank
pin length range of approximately 73 mm to 84 mm.
16. A radial engine lubrication treatment system, comprising: a
radial engine crankcase having a first cavity and a second cavity,
the radial engine including a wall dividing the first cavity and
the second cavity; a rotating assembly configured to engage a
plurality of apertures positioned in an outer crankcase
circumference, the outer circumference is configured to receive a
plurality of cylinder assemblies; wherein the rotating assembly
includes at least one flow path extending through a crankshaft and
exiting through a second end of at least one rod rotatively
attached to the crankshaft; and at least one scupper on the wall,
the scupper configured to fluidly connect and vent the first cavity
to the second cavity.
17. The system of claim 16, further comprising: an external supply
reservoir; at least one supply side check valve fluidly connected
to the reservoir; at least one priming pump fluidly connected to a
supply side valve and the reservoir; at least one delivery pump
fluidly connected to at least one of the supply side valve, the
reservoir and the priming pump; at least one delivery line fluidly
connected to the crankshaft and to the delivery pump and an
lubricant galley line; and at least one lubricant scavenge
pump.
18. The system of claim 16, wherein the crankshaft includes a crank
pin having a maximum of approximately 7-20 lobe changes allowed
with no height change greater than approximately 0.0010 mm-0.0020
mm.
19. The system of claim 17, further comprising at least one oil
galley access port configured in the crankcase.
20. The system of claim 16, further comprising at least one bull
nose counter weight boat configured for floating attachment on the
crankshaft.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to an improved radial power
generation fluid dynamic lubrication system. Specifically, a
lubricant system for improved cooling and flow of the lubricant
within a radial engine is disclosed.
BACKGROUND
[0002] Radial engines have been commonly used in a variety of
applications involving transportation. Radial engines are generally
externally air-cooled with a remote, external lubricant reservoir
tank and cooler. The lubricant generally flows in a continuous
closed loop through the cooler, tank and directly back to the
internal components of the engine. A radial engine generally has a
centrally located crankshaft and a master-and-articulating rod
assembly. The rod assembly includes a master rod that is attached
directly to the crankshaft, and a plurality of rods attached to the
master rod and disposed in a radial relationship about the
crankshaft. The rods are disposed to engage the crankshaft such
that there is correspondence between the rotation of the crankshaft
and the reciprocating motion of a plurality of pistons pinned to
the rods and positioned within a plurality of corresponding
cylinders. Generally, lubricant flows into the engine through the
crankshaft and non-integral lifter galley and drains out through
the crankcase to the cooler and tank.
[0003] The master-and-articulating rod assembly generally includes
a master/main bearing that is positioned between the crankshaft and
the master rod connection. The master bearing supports the
master-and-articulating rod assembly on the crankshaft. Previous
radial engines have been plagued with fatigue and wear issues.
Overheating of the lubricant is also problematic and can ultimately
result in premature failure of the bearing and rotating
assembly.
[0004] Therefore, a need exists for an improved lubrication system
to prevent premature failure of the rotating assembly, as well as
to minimize maintenance costs by increasing the Time Between
Overhauls (TBO).
SUMMARY
[0005] An engine lubrication device is disclosed. The device may
include at least one lubricant supply pump, a crankcase having a
first cavity and a second cavity, a first flow path extending
through at least one master rod of a rotating assembly, a second
flow path extending internally through at least one wall of the
crankcase, and at least one scupper extending into the first cavity
and fluidly connecting the first cavity with the second cavity. The
lubricant may be supplied from the at least one lubricant supply
pump, and through the first flow path exiting into the first
cavity.
BRIEF DESCRIPTION OF THE DRAWINGS
[0006] While the claims are not limited to the illustrated
examples, an appreciation of various aspects is best gained through
a discussion of various examples thereof. Referring now to the
drawings, illustrative examples are shown in detail. Although the
drawings represent the various examples, the drawings are not
necessarily to scale and certain features may be exaggerated to
better illustrate and explain an innovative aspect of an example.
Further, the examples described herein are not intended to be
exhaustive or otherwise limiting or restricting to the precise form
and configuration shown in the drawings and disclosed in the
following detailed description. Exemplary illustrations of the
present invention are described in detail by referring to the
drawings as follows.
[0007] FIG. 1 illustrates a perspective view of an exemplary radial
power-generation unit/radial engine with associated engine
components installed;
[0008] FIG. 2 illustrates a perspective view of an exemplary radial
engine with a cylinder head and associated components removed;
[0009] FIG. 3A illustrates a rear view of an exemplary radial
engine lifter side of a radial engine crankcase with a single
cylinder assembly installed;
[0010] FIG. 3B illustrates partial view of the cylinder in FIG. 3A
attached to the crankcase with a cut-away of a hydraulic lifter,
lubricant galley line and crankcase lifter boss;
[0011] FIG. 3C illustrates a detailed view of FIG. 3B,
demonstrating the relationship and placement of the hydraulic
lifter, crankcase lifter boss and lubricant galley line;
[0012] FIGS. 4A and 4B illustrates front and rear views of an
exemplary cylinder head having lubricant drain back apertures;
[0013] FIG. 5 illustrates an exemplary push rod with each end in
partial section demonstrating the fluid passage extending
longitudinally through the push rod;
[0014] FIGS. 6A-6C illustrate an exemplary rocker arm positioned on
a cylinder head, the rocker arm includes a lubricant passageway for
directing fluid;
[0015] FIG. 7 illustrates an exemplary perspective view of a radial
engine rotating assembly positioned in a sectioned crankcase with
cylinder sleeves positioned on the crankcase;
[0016] FIG. 8A illustrates an end view of an exemplary crankshaft
mounting system and counter weight boat placement;
[0017] FIG. 8B illustrates a side view of the exemplary crankshaft
of FIG. 8A sectioned along a longitudinal centerline and a
lubricant path through the crankshaft;
[0018] FIG. 9 illustrates a front view of an exemplary
cross-sectioned rotating assembly configured in a sectioned
crankcase;
[0019] FIGS. 10A-10E illustrates a cross-sectional view of the
rotating assembly and the connection of the link rods to the master
rod, as well as detailed views the lubricant paths of each rod;
[0020] FIG. 11A illustrates a front view of an exemplary master
rod;
[0021] FIG. 11B illustrates a cross-sectional view of the exemplary
master rod of FIG. 11A and the master rods lubricant flow path;
[0022] FIG. 12A illustrates a front view of an exemplary link
rod;
[0023] FIG. 12B illustrates a cross-sectional view of the exemplary
link rod of FIG. 12A and the link rods lubricant flow path;
[0024] FIG. 13A illustrates an exemplary view of a crankcase
configured with a plurality of scuppers positioned on an interior
wall of the crankcase that separates a crankcase cavity from a
lifter cavity;
[0025] FIG. 13B illustrates an exemplary detailed view of the
scuppers of FIG. 13A;
[0026] FIG. 14A illustrates a partial view of the exemplary wall
dividing the crankcase cavity from the lifter cavity and a
sectioned scupper;
[0027] FIG. 14B illustrates an exemplary detailed view the
sectioned scupper of FIG. 14A and the flow path of lubricant from
the crankcase cavity to the lifter cavity;
[0028] FIG. 15 illustrates an exemplary radial engine general
lubrication system;
[0029] FIG. 16 illustrates an exemplary flow path and associated
components of the exemplary general lubrication system; and
[0030] FIG. 17 illustrates an exemplary power generation set having
a radial power-generation unit operably connected to a generator
and associated equipment.
DETAILED DESCRIPTION
[0031] Referring now to the discussion that follows and also to the
drawings, illustrative approaches to the disclosed apparatuses and
methods are shown in detail. Although the drawings represent some
possible approaches, the drawings are not necessarily to scale and
certain features may be exaggerated, removed, or partially
sectioned to better illustrate and explain the disclosed device.
Further, the descriptions set forth herein are not intended to be
exhaustive or otherwise limit or restrict the claims to the precise
forms and configurations shown in the drawings and disclosed in the
following detailed description.
[0032] A lubrication system for a radial engine is disclosed. For
purposes of clarity, a radial engine, configured as a power
generation unit with an associated electrical generator, will be
described. However, it should be known that the disclosed improved
lubrication system may be utilized in various radial engine
applications, such as, but not limited to, fixed wing aircraft,
rotary aircraft, automobiles, motorcycles, boats and other
applicable uses of a radial engine. Additionally, the disclosed
lubricant system may be utilized in various orientations and
configurations, such as, but not limited to, vertical, horizontal
and other various angled positions as would be suitable for a
radial engine.
[0033] The improved lubricant system may include an improved
external supply and scavenge/recirculation system, including an
electronic lubricant pump with a plurality of valves and lubricant
feed lines entering the radial engine to ensure generally
instantaneous lubricant pressure. The lubricant pump may be used to
prime and pressurize the system to provide lubricant to the
rotating assembly prior to and during start-up. A temperature
controlled lubricant cooler bypass valve may be used to improve
efficiency and power generation at start-up. The external
recirculation portion may include at least one scavenge pump for
the removal of the lubricant from the internal areas of the radial
engine after shutdown to avoid flooding the cylinders.
[0034] As is discussed in detail below, the lubricant pump directly
connects the external supply system with the internal flow paths
within a rotating assembly. Specifically, a flow path extends from
the pump through the crankshaft. The crankshaft may be fluidly
connected to the master connecting rod, which may be fluidly
connected via an internal flow path to the link rods at a first
end. Both the master connecting rod and the link rods include
longitudinally extending internal flow paths that extend from the
first end to a second end. The second ends are rotatively connected
to an underside of a piston through a wrist pin. The second ends
further include piston sprayer nozzles that provide increased and
directed flow to the underside of the pistons.
[0035] An additional flow path may be created through the lubricant
pump that may be fluidly connected to the lubricant galley lines.
The lubricant galley lines are internal to the crankcase and
provide a lower pressure lubricant supply to a hydraulic lifter.
The hydraulic lifter may be fluidly connected to a rocker arm
through a hollow push rod. The hollow push rod transfers both
linear motion and lubricant to the rocker arm from the hydraulic
lifter. The rocker arm diverts the lubricant to the moving parts
within the rocker box attached to the head which houses the intake
and exhaust systems, as well as a spark plug and may be attached to
a cylinder sleeve to create a combustion chamber. The intake and
exhaust system within the head includes an intake valve and an
exhaust valve that may be isolated from the lubricant through a
valve shaft seal. The head also includes a plurality of lubricant
drain back apertures to direct the used lubricant either to an
adjacent cylinder assembly, to a sump or to the cam and lifter side
of the crankcase and gearbox. The crankcase may be fluidly sealed
during operation and transfers lubricant through lubricant lines
and lubricant passageways that may be fluidly connected to at least
one pump.
[0036] During operation of the radial engine, the rotating assembly
includes a crankshaft, master connecting rod, link connecting rods
and pistons. As discussed above, the lubricant flows through these
components and may be released or drains into the crankcase. As the
rotating assembly rotates, the lubricant may be forced radially
outward through centrifugal forces, which result in the lubricant
being churned and aerated to a point where the lubricant may be
broken down or sheared, resulting in overheating. One element used
to reduce churning and aeration may be a small louver, or scupper,
that projects inwardly towards the rotating assembly and away from
the wall separating the crankcase internal area from the cam and
lifter side of the crankcase.
[0037] As is further discussed below, the scuppers work to deflect
the lubricant, that may be flowing about the crankcase, and pull it
into the lifter area. This action may reduce windage and aeration
of the lubricant, which may lead to better operating quality and
conditions, as well as, reduced heat generation. The deflection and
removal may allow the lubricant to be scavenged via a scavenging
pump that pulls the lubricant out of the crankcase and into the
external scavenging system for cooling, storage or reintroduction
into the flow path of the radial engine. The removal of the
lubricant may help to reduce the volume of lubricant required in
the crankcase as well as reducing the potential of flooding in the
lower cylinders. By creating a flow path from the crankcase to the
bell housing or lifter side of the case, the scuppers create an
additional path for venting. Additionally, by continually injecting
cool treated lubricant back into the process, the lubricant may
help to prevent premature failure and extend the life of the
rotating assembly.
[0038] Additionally, upon shutdown of the radial engine, the
scavenging portion of the external lubricant treatment system
begins to draw the remaining lubricant out of both sides of the
crankcase. This may be done to eliminate any leftover lubricant to
ensure the sump is dry after shutdown, minimizing or eliminating
any lubricant migration into the combustion chamber of the lowest
cylinders.
[0039] Turning to the illustrative embodiments, FIG. 1 is a
perspective view of an exemplary radial power-generation unit 100.
Radial power-generation unit 100 is a piston-driven radial engine
structured and arranged to produce at least one output of rotary
power from the combustion of at least one fuel. The radial engine
100 may include a plurality of cylinders 140 interconnected with
and extending into a two-part crankcase 186. The cylinders may
include spacing of approximately 40 degrees from each cylinder 140
center. It should be known that other spacing arrangements may be
used depending on the application. The crankcase 186 houses an
internal rotating assembly 153, (see FIGS. 2 and 7) and may provide
a mounting point for each cylinder 140 and any associated
components, which will be discussed in greater detail below.
[0040] As illustrated, the cylinder heads 151 may include intake
ports 264 and exhaust ports 270. The intake ports 264 may be
fluidly connected to a gas air mixer 256 through at least one
intake tube 274. The exhaust ports 270 may be fluidly connected to
a muffler or exhaust silencer 214 (see FIG. 17) through at least
one exhaust tube 278. The intake tubing 274 and exhaust tubing 278
may be interconnected through at least one turbocharger 160 and
integrated intercooler 162 depending on the application. The
cylinder heads 151 may include rocker arm covers 192 affixed to a
top surface of the head 151 to aid in the reduction of foreign
debris entering the rocker area as well as to avoid lubricant 120
leaks.
[0041] Turning to FIGS. 2-3C, a portion of the exemplary internal
rotating assembly 153 may be seen extending from the crankcase 186.
Specifically, a plurality of pistons 156 and a plurality of link
rods 170 are protruding from the crankcase internal cavity 190. The
crankcase 186 may include at least one machinable boss 180. Each
boss 180 may be formed directly in the crankcase 186 and may be
configured to receive a hydraulic lifter 164, at least one lifter
164 per cylinder 140. The crankcase 186 may be constructed from any
rigid material, such as, but not limited to cast ductile/nodular
iron, aluminum, steel and composite. However, regardless of the
material and process used for constructing the crankcase 186, at
least one integrated lubricant galley line 168 may be formed
internally to the crankcase 186 walls 188. Additionally, an access
area (not shown) may be machined within the crankcase 186 to allow
for cleaning and inspection of the lubricant galley line 168. The
integral galley line 168 eliminates the need for a separate cast
and precision machined internal lifter ring (not shown).
[0042] The integrated galley line 168 may provide lubrication and
hydraulic pressure from at least one pump 172 to the hydraulic
lifters 164. The lubricant 120 supplied to the lubricant galley
line 168 may be maintained at approximately 30-80 PSI and have a
flow rate of approximately 6-11 GPM while the lubricant 120 that
may be supplied through the at least one pump 172 that may be
fluidly connected to a crankshaft 210 (see FIGS. 7-8B) of the
internal rotating assembly 153 may be maintained over a pressure
range of approximately 90-125 PSI with a flow rate of approximately
6-14 GPM. Hydraulic lifters 164 provide valve train noise
reduction, as well as reduce the wear associated with the valve
train (not shown) while providing a close to constant valve lash
(not shown) at all operating temperature ranges. However, it should
be known that alternative galley lines 168 may be provided, such
as, but not limited to, external lines or lines internal to the
crankcase 186 internal cavity 190 and not integral to the crankcase
186.
[0043] FIGS. 3A-3C further illustrates, an exemplary arrangement of
the cylinder 140 with the head 151, finned cylinder barrel 152 and
crankcase 186 interconnected. Specifically, a single cylinder
barrel 152 and attached cylinder head 151 may be affixed to the
crankcase 186. The cylinders 140 may be affixed radially around an
outer surface of the crankcase 186, utilizing at least one
attachment device, such as, but not limited to a bolt, threaded rod
or nut. When the head 151 and cylinder barrel 152 are
interconnected, a seal system (not shown) compresses between the
two to eliminate any contamination or loss of fluid between the
connection of the barrel 152 and the head 151. The seal system may
be integral to at least one of the head 151 or barrel 152 and may
be constructed from a compressible material, such as, but not
limited to, copper, brass, aluminum, and bronze or other
compressible material or machined feature.
[0044] As illustrated, the crankcase 186 includes the hydraulic
lifter 164 positioned in the boss 180 on the lifter/cam side of the
crankcase 186. The lifter 164 may be activated by an internally
rotating cam (not shown) rotatively connected to the crankshaft
210. The cam may travel along an outer circumference of the
internal cavity 190 to engage the lifter 164, resulting in
activation of a pushrod 222 (see FIG. 5). The pushrod 222 may be
housed within a pushrod tube 290 to operatively and fluidly connect
the hydraulic lifter 164 with the rocker arm 224. Generally, the
rocker arms 224 are enclosed by rocker arm covers 192 affixed to
the head 151. In operation, lubricant 120 may be provided from a
reservoir 276, utilizing the pump 172, and through the galley line
168 to the hydraulic lifter 164. The hydraulic lifter 164 may be
fluidly connected to the pushrod 222, which provides lubricant 120
to the rocker arms 224 through a longitudinally extending channel
226. Once the lubricant 120 reaches the rocker arms 224, it may
flow back into the crankcase internal cavity 190 through a primary
lubricant drain back aperture 202 and down the pushrod tube 290
(see FIG. 4A). Alternatively, the lubricant 120 may flow through a
secondary lubricant drain back aperture 204 and into an exteriorly
mounted tube (not shown) that may be linked between each head 151
(see FIG. 4B). The multiple drain back apertures 202, 204 allow for
the effective removal of lubricant 120 when the radial engine 100
may be in various positions, reducing the possibility of flooding
the rocker area in the head 151.
[0045] Returning to FIG. 3B, the cylinder barrel 152 includes a
skirt section 206 that, when the barrel 152 may be attached to the
crankcase 186, extends down into the internal cavity 190 within the
crankcase 186. This extra length into the crankcase 186 aids in the
reduction of aeration of the lubricant 120 as well as directs the
flow of lubricant into the base of the crankcase 186.
[0046] Turning to FIGS. 6A-6C, the rocker arm 224 may be pressure
fed from the hydraulic lifter 164 through the hollow pushrod 222.
The lubricant 120 may be directed through a channel 228 within the
rocker arm 224 and may be sprayed at a spring (not shown).
Additionally, the head 151 includes the use of valve seals 232 to
reduce lubricant 120 consumption due to drainback along an intake
or exhaust valve shaft (not shown) into the combustion chamber (not
shown).
[0047] FIG. 7 illustrates an exemplary cut away view of the radial
engine 100. Specifically, the view provides an exemplary
arrangement of the internal rotating assembly 153. The rotating
assembly 153 may include a crankshaft 210 and a master connecting
rod 158 having a first end 230 and a second end 234; the first end
230 may be rotatively connected to the crankshaft 210 and
rotatively connected to a piston 156 at the second end 234.
Additionally, at least one connecting link rod 170, having a first
end 230 and a second end 234, may be rotatively connected to the
master connecting rod 158 at an outer periphery of the first end
230 and rotatively connected at the second end 234 to a piston
156.
[0048] As specifically illustrated in FIGS. 7 and 8, the crankshaft
210 may be a split-clamp type, thus allowing master rod 158 to be
configured as a single continuous design. The master and
articulating rod assembly 153 may be assembled with a main bearing
238 that may be positioned within the first end 230 of the master
rod 158 prior to sliding the master and articulating rod assembly
onto a crank pin 236. As discussed above, the link rods 170 may be
positioned on the outer periphery of the master rod 158 first end
230, such that the link rods 170 are configured to rotate. After
the rods 170 are all assembled on the master rod 158, the first end
230 may be slidingly engaged on the crank pin 236. It should be
noted that the crank pin 236 may include several features to
improve the longevity of the main bearing 238. Specifically, the
surface includes a micro-polish surface finish with a maximum
allowable taper across the crank pin 236 surface which may be
approximately 0.0025 mm-0.015 mm; a maximum allowable surface
change may be approximately 0.001 mm-0.005 mm within 10.degree. of
rotation; a maximum of approximately 7-20 lobe changes are allowed
with no height changes of more than approximately 0.0010 mm-0.0020
mm; and a maximum allowable total indicated reading (T.I.R.) may be
approximately 0.0025-0.0075. Additionally, it should be known that
the Rockwell Hardness at the crank pin 236 should be approximately
RC 55-63, with a case hardness of approximately 1 to 4 mm and a
core Brinell Hardness of approximately HBS 280-340. Additionally,
the crank pin 236 includes an increased diameter range of
approximately 82 mm to 97 mm with a length range of approximately
73 mm to 84 mm.
[0049] Once the master rod 158 may be positioned on the crank pin
236, the crankshaft face 237 and associated bull nose counter
weight boats 250 are affixed to the crank pin 236. Specifically,
the crankshaft face 237 may be clamped down by threadingly engaging
the bolt to engage the faces 237 around the crank pin 236. The
counter weight boats 250 may be loosely attached to the crankshaft
faces 237 using a pin and bolt system. This loose fit allows the
counter weight boats 250 to move and remain balanced during
pendulum harmonic dampener rotation of the radial engine 100
components. The counter weight boats 250 may be made of cast iron
or other known material for constructing counter weights. The boats
250 have been machined to a bull nose configuration, which includes
fillets and rounds, providing a smooth outer surface thereby
removing any sharp or blunt edges from the counter weight boats
250. The smooth and rounded edges help to minimize any aeration or
shearing of the lubricant 120 during normal operation of the radial
engine 100. The bull nose configuration allows the counter weight
boat 250 to essentially float through the liquid as the rotating
assembly 153 moves radially through the engine cycle.
[0050] In order to provide lubricant 120 to the rotating assembly
153, and the other moving parts within the radial engine 100, the
crankshaft 210 may be configured with an internal lubricant
passageway 243. Additionally, the master rod 158 and link rod 170
may also be configured with corresponding lubricant passageways
253, 255 to mate with the crankshaft's 210 lubricant passageways
243. As specifically illustrated in FIG. 8A, the crankshaft's 210
lubricant passageway 243 may extend longitudinally through a shaft
portion 254 of the removable crankshaft faces 237. The lubricant
passageway 243 may extend to and connect with a corresponding
lubricant passageway 243' within the crank pin 236. The
crankshaft's passageway 243 may terminate at a plurality of
lubricant 120 discharge apertures 245 on the crank pin surface 239.
Additionally, the master rod 158 and link rods 170 lubricant
passageways 253, 255 are fluidly connected to the crank pin 236
lubricant 120 discharge apertures 245. Careful attention should be
paid when positioning the master rod 158 onto the crank pin 236 to
ensure full engagement of the main bearing 238 and alignment of the
passageways 243, 253 to correspond to one another.
[0051] As illustrated in FIGS. 9-12B, the rotating assembly 153 may
be fluidly connected at each contact point at the ends and crank
pin 230, 234, 236. This fluid connection at first end 230 and the
crank pin 236 may be the main entryway into the master rod 158 and
link rod 170 to provide fluid to an underside area of the piston
156. This may be best seen at FIG. 10B, where the connection
between the master rod 158, the crank pin 236 and the link rods 170
are all fluidly connected through the various lubricant passageways
243, 245, 253, 255. Specifically, the lubricant 120 will enter the
master rod 158 at passage 253, flow longitudinally through the
master rod 158, and exit at the second end 234 on the under side of
the piston 156. Additionally, lubricant 120 may flow through the
lubricant passageway 253 and exit into the adjacent passageway 255
on each link rod to provide each second end 230 and piston 156 with
lubricant 120. As discussed previously, the lubricant 120 entering
passageway 243 may be pressurized due to the use of pump 172. The
pressure feeding of lubricant 120 to the first and second ends 230,
234 dramatically reduces the risk of bearing failure. Pressure
feeding allows lubricant 120 to penetrate the second end 234 at a
wrist pin (not shown) used to connect the piston 156 to the master
and link connecting rods 158, 170. Additionally, a piston sprayer
258 (FIG. 10C) may be utilized at the exit side or second end 234
of the lubricant passageways 253, 255 extending longitudinally
through the master and link rods 158, 170 and exiting at the second
end 234. The piston sprayer 258 may help to reduce the likely hood
of pre-ignition and detonation by cooling a crown or top surface of
the piston, while further adding to the longevity of the pistons
and rings (not shown).
[0052] During operation of the radial engine 100, rotating assembly
153 may be pressurized with lubricant 120 to prolong the life of
the radial engine 100. As discussed above, the lubricant 120 flows
through rotating assemblies' 153 components to ultimately eject out
of the underside of each piston 156. Once the lubricant 120 is
released it becomes a free flowing mass that may be forced radially
outward or flung throughout the crankcase internal cavity 190. The
rotational forces present within the cavity 190 may prevent the
lubricant 120 from naturally flowing downward to at least one drain
aperture (not shown) in the base of the crankcase 186. Thus, as the
rotating assembly rotates the lubricant 120 may be churned and
aerated to a point where the lubricant 120 may be broken down or
sheared resulting in overheating. One element used to combat such
an outcome is a small louver or scupper 194.
[0053] Specifically turning to FIGS. 14A and 14B, an exemplary
scupper 194 is illustrated. At least one scupper 194 may be formed
directly in the wall 188 of the crankcase 186. When formed, the
scupper 194 may be a solid continuous part of the wall 188 and may
go through a machining process to create a scoop portion 182 that
may act as an access or pathway providing fluid communication
between the two cavities 190, 184 of the crankcase 186. The scupper
194 projects inwardly towards the rotating assembly 153 into the
crankcase internal cavity 190 and away from the wall 188 separating
the crankcase internal cavity 190 from the cam and lifter side
cavity 184 of the crankcase 186. The scupper 194 works to deflect
the lubricant 120, that may be flowing about the crankcase 186,
into the lifter cavity 184 where gravity allows the lubricant 120
to drain down properly. This action may reduce windage and aeration
of the lubricant 120, which may lead to better operating quality
and conditions, as well as, reduced heat generation. Deflection of
the lubricant 120 to be scavenged via a scavenging pump 320 that
pulls the lubricant 120 out of the crankcase area cavities 190, 184
and into the external lubricant filtration system 318 for cooling,
storage or reintroduction into the flow path of the radial engine
100. By creating a flow path from the crankcase internal cavity 190
to the lifter side cavity 184 of the crankcase 186, the scuppers
194 create an additional path for venting gases within the
crankcase 186. The removal of the lubricant 120 may help to reduce
the volume of lubricant 120 required in the crankcase as well as
reducing the potential of flooding in the lower cylinders.
Additionally, by continually injecting cool treated lubricant 120
back into the process the lubricant 120 may help to prevent
premature failure and extend the life of the rotating assembly.
[0054] Turning to FIG. 15 illustrates an exemplary arrangement of
an external lubricant filtration system 318 is disclosed. The
external lubricant filtration system 318 may provide a path and
storage of lubricant 120 for secondary cooling of the exemplary
radial engine 100. The external lubricant filtration system 318 may
be part of a general lubrication system that may also include the
internal lubricant flow system as discussed above, which includes
the lubricant galley flow path and the rotating assembly 153 flow
path.
[0055] The external lubricant filtration system 318 may be
configured with a lubricant pump pressure section 320 and a
lubricant pump scavenger section 322. The external lubricant
filtration system 318 may include a prime pump 324, at least one of
a remotely-mounted full-flow lubrication filter 378, lubricant
cooler 280, and lubricant reservoir 276, as shown. A crankshaft
lubricant feed check valve 326, a lifter valley check valve 328,
sump tank 330, electric scavenge pump 332 and bypass valve 334 are
included. The bypass valve 334 may be temperature controlled valve
to improve system efficiency and when not in use, allows the
lubricant 120 to reach operating temperature faster, which in turn
allows full power generation capability faster. Each component of
the external lubricant filtration system 318 may be coupled by a
set of lubricant distribution lines 336 enabling fluid
communication with an engine-driven lubricant circulation pump 172
of radial power-generation unit 100. Lubricant filtration system
318 functions as an extension of the internal engine lubricating
system of radial engine 100, which may include the pressure pump
320 and scavenging pump 322, lubricant distribution lines 336, etc.
Lubricant cooler 174 may include active cooling through at least
one motorized fan 338 operated by at least one of a 12-volt and a
24-volt direct current (DC) source.
[0056] Upon shutdown of the radial engine 100, the scavenging
portion 322 of the external lubricant treatment system begins to
draw the remaining lubricant 120 out of both cavities 190, 184 of
the crankcase 186. The removal of the lubricant 120 may help to
reduce the volume of lubricant 120 required in the crankcase 186
during normal operation, as well as reducing the potential of
flooding in the lower cylinders 140 prior to start-up. The removal
of lubricant 120 helps to minimize any lubricant 120 migration into
the combustion chamber of the lowest cylinders 140 after shutdown.
Additionally, as discussed above, the check valves 326, 328 help to
eliminate lubricant 120 from leaking past the pumps 320, 332 and
into the crankcase 186.
[0057] An exemplary flow diagram of the general lubrication system
110 is illustrated in FIG. 16. The general lubrication system 110,
illustrates the possible flow path and components that may be
present within the system as well as the direct circuit path back
to the lubricant 120 reservoir. The general lubrication system 110
may also include a remote predictive failure monitoring device that
allows an operator monitor the current conditions of the radial
engine 100. Specifically, the monitoring device may monitor the
volume of lubricant 120 in the system and the temperature of the
lubricant 120 as it enters and leaves the radial engine 100. The
monitoring device may also check the lubricant viscosity,
cleanliness and the current state of the elements present within
the lubricant 120, such as additive package, friction modifiers and
the metal ions present within the lubricant 120. These conditions
may indicate when the lubricant 120 may need to be replaced or
modified.
[0058] Turning to FIG. 17 the radial engine 100 is illustrated as a
power head configured to provide rotary power to, and operationally
coupled with, at least one electrical generator 310. This
arrangement is merely exemplary, as the radial engine 100 may be
configured for a multitude of uses, as discussed above.
[0059] Specifically, FIG. 17 illustrates an exemplary arrangement
in the form of a power generation set 302. The power generation set
302 generally includes the radial engine 100 coupled to and
arranged directly forward of the electrical generator 310. The
power generation set 302 generally includes an electrical control
system (not shown), fan cooling ducting 208, a torque-transmission
unit 212, an air intake 116, an external lubricant filtration
system 318 (see FIG. 3), a fuel-delivery system 322 and exhaust
silencer/muffler 214. The radial engine 100 and associated
equipment may be affixed to a structural frame 240 for ease of
transporting. It should be known that radial engine 100 may be
additionally supported by a cradle (not shown) having vibration
damping isolators (not shown) at a connection between the radial
engine 100 and the structural frame 240. The isolators may be made
of any known material having a predetermined rigid durometer for
withstanding the load of the radial engine 100, as well as a
predetermined shock absorbing durometer. The cradle may be
configured to transfer vertical loads, such as the weight of the
radial engine 100, in addition to torque loads generated by the
radial engine 100 during operation. The cradle and structural frame
240 may be made from any known structural material, such as, but
not limited to steel, aluminum, iron and composite.
[0060] As discussed above, 17 illustrates fan cooling ducting 208.
Alternatively, under certain applications, the fan cooling ducting
208 may not be economical or feasible due to the application of the
system and where the footprint may be constrained. Where the
cooling ducting 208 may be constrained, alternative cooling methods
may be employed, such as, but not limited to, the use of liquid
cooled heads and block assemblies. When using liquid cooling, a
radiator (not shown) or the intercooler 162 may be utilized to cool
the liquid. However, as illustrated, the use of an exemplary
fan/rotor (not shown) arrangement may be described in greater
detail below.
[0061] Specifically, cooling ducting 208 provides a source for the
primary radial engine 100 cooling. Air may be drawn across an
auxiliary fan or rotor through the cooling ducting 208 and across
the plurality of cylinder heads 151. The fan/rotor may be
positioned axially either forward or aft of the radial engine 100
to draw air across and around the radial engine 100. The fan/rotor
may be configured as a plurality of rotary blades that are driven
by at least one of an electric motor, a hydraulic motor or through
a direct connection to the internal rotating assembly 153 of the
radial engine 100. The cylinder heads 151 and cylinder barrel 152
may include cooling fins 154, to increase surface area for
dissipating heat as air moves about the outer surface of the radial
engine 100 and through at least one turbocharger 160 intercooler
162.
[0062] With regard to the processes, systems, methods, heuristics,
etc. described herein, it should be understood that, although the
steps of such processes, etc. have been described as occurring
according to a certain ordered sequence, such processes could be
practiced with the described steps performed in an order other than
the order described herein. It further should be understood that
certain steps could be performed simultaneously, that other steps
could be added, or that certain steps described herein could be
omitted. In other words, the descriptions of processes herein are
provided for the purpose of illustrating certain embodiments, and
should in no way be construed so as to limit the claimed
invention.
[0063] Accordingly, it is to be understood that the above
description is intended to be illustrative and not restrictive.
Many embodiments and applications other than the examples provided
would be upon reading the above description. The scope of the
invention should be determined, not with reference to the above
description, but should instead be determined with reference to the
appended claims, along with the full scope of equivalents to which
such claims are entitled. It is anticipated and intended that
future developments will occur in the arts discussed herein, and
that the disclosed systems and methods will be incorporated into
such future embodiments. In sum, it should be understood that the
invention is capable of modification and variation and is limited
only by the following claims.
[0064] All terms used in the claims are intended to be given their
broadest reasonable constructions and their ordinary meanings as
understood by those skilled in the art unless an explicit
indication to the contrary in made herein. In particular, use of
the singular articles such as "a," "the," "the," etc. should be
read to recite one or more of the indicated elements unless a claim
recites an explicit limitation to the contrary.
* * * * *