ROTARY ENGINE COOLING SYSTEM

Abstract: A rotary engine has a substantially trochoidal-shaped housing cavity (24) in which a rotor planetates. The cooling systems for the engine directs coolant through the housing along a path consisting of series-connected groups of passages. Coolant enters near the engine air intake port (34), passes downwardly and axially through the cooler regions (62) of the engine, then passes upwardly and axially through the hotter regions (74) near the spark plug. By first flowing through the coolest regions, coolant pressure is reduced, thus reducing the saturation temperature of the coolant and thereby enhancing the nucleate boiling heat transfer mechanism which predominates in the high heat flux region of the engine during high power level operation. The coolant flows in the opposite direction to rotor rotation, and flows downwardly through the coolest regions and upwardly through the hottest regions, the coolant inlet (36) and outlet (38) being together at the top of the housing.

Description: This invention relates to a rotary internal combustion engine, such as an engine of the Wankel type, and to cooling systems for such engines. In liquid cooling systems for the housing assemblies of rotary iternal combustion engines of the Wankel type, such as disclosed in the United States Patent US-A-2,988,065, it is common practice to provide cooling flow passages in the housing, which passages extend substantially parallel to the axis of the engine mainshaft. Also commonly provided are header chambers in the housing end walls constructed and arranged to provide end-to-end interconnection of the passages and thereby provide flow of coolant through those passages. Background information on such cooling systems may be found in " The Wankel Engine " by Jan P Norbye, published 1971, see Chapter 6 "Housing and Rotor Cooling", and in " Rotary Engine " by Kenichi Yamamoto, published 1971, see Section 5.1 at pages 63-67 "Cooling of Housings". These conventional liquid cooling systems are further exemplified in the US patents US-A Nos 3,895,889; 3,289,647; 3,572,984; 3,007,460 and 3,907,468. In these cooling systems, the primary heat transfer mechanism is convection. In the systems of Patents 3,289,647; 3,007,460 and 3,572,984, the coolant flows through a series flow path, first flowing through the hotter regions of the housing, then flowing through the cooler regions downstream of the hotter regions. In Patent 3,907,468 the liquid likewise flows through the hottest part of the housing adjacent the spark plug before flowing through the coolest part of the housing adjacent the air intake port. In Patent 3,895,889, for each rotor, the flow is split between two separate flow paths. One flow path directs coolant from the coolant inlet through the cooler portion of the housing. The other flow path directs coolant from the inlet through the hotter portion of the housing. In U.S. Patent 4,035,112, two rotor housings and an intermediate member, all with circumferential cooling jackets, are liquid cooled. The intermediate member is positioned between the two rotor housings and coolant flows through this between cooling the two rotor housings. The rotor housings are both cooled in the same manner with coolant flowing through the top-dead-centre region first, as with the arrangement described in the above noted patents. In U.S. Patent 3,280,802, a cooling system specifically for the end walls of a rotor housing is shown. This identifies "hot" and "cool" regions of the end housing, and arranges that the "hot" region is cooled by liquid flowing in circumferential channels in the end housing. All of these types of known systems promote convective heat transfer from the body of the rotor housing. However, we have appreciated that in higher output engines, the heat fluxes can be considerably beyond the levels that can be adequately cooled by convective cooling. In such engines, we have furthermore appreciated that the predominant cooling mechanism changes to one of nucleate boiling in the high heat flux regions of the engine. Accordingly, it would be desirable to provide a cooling system which enhances this nucleate boiling cooling mechanism. The present invention provides a rotary internal combustion engine with an improved liquid cooling system as defined in the appended claims. A preferred embodiment of the invention is described in more detail below and includes a rotary engine housing consisting of a rotor housing section situated between two end housing sections. A plurality of coolant flow passages extend axially through the housing sections around the periphery of the trochoidal-shaped cavity. Coolant enters in the coolest area of the housing which is in the vicinity of the inlet port. Divider ribs in the end housings direct the coolant flow so that it flows to and fro peripherally in the housing in series through the cooler engine regions, then through the hottest or top-dead-centre (TDC) region of the engine. The highest flow velocity is maintained in the TDC region. By flowing first through the cool regions, the coolant pressure drops and lowers the coolant saturation temperature and enhances the nucleate boiling heat transfer mechanism which operates in the TDC region downstream of the cooler regions. Such a cooling system is designed for a high output rotary engine to enhance the nucleate boiling cooling mechanism. The coolant flow is arranged to be upwards through the hotter engine portions to provide efficient removal of bubbles and vapour. The coolant inlet and the coolant outlet are both located at the top of the engine. The invention will be described in more detail, by way of example, with reference to the drawings, in which: Fig 1 is an end sectional view of the anti-drive end housing section of a rotary engine embodying the invention; Fig 2 is an end view of the rotor housing section of the engine; Fig 3 is an end view of the drive end housing section; Fig 4 is an enlarged sectional view of the top-dead-centre (TDC) portion of the rotor housing taken in the plane of the spark plug and injector bores; Fig 5 is a sectional view along lines 5-5 of Fig 4; Fig 6 is a sectional view along lines 6-6 of Fig 4; and Figs 7, 8 and 9 are sectional views along lines 7-7, 8-8 and 9-9, respectively, of Fig 3. Referring to Figs 1 to 3, the rotary engine housing includes an anti-drive end (ADE) housing section 12, a trochoidal rotor housing section 14 and a drive end (DE) housing section 16. These sections are aligned by dowels (not shown) which extend through aligned bores 18, 20 and 22, and are secured together by tie-bolts (not shown) which extend through aligned openings (not shown) in each of the housing sections. In the assembled condition, the housing has a substantially trochoidal-shaped cavity 24 surrounded by an inner wall 25 within which a rotor (not shown) is supported for planetation on a mainshaft (not shown), the mainshaft extending through the opening 26 in end sections 12 and 16. The rotor housing section 14 is provided with an exhaust port 28 and an spark plug bore 30. The housing section 12 has an air intake port 34. The intake port 34 functions to pass air into the combustion chambers which are defined by the rotor (not shown) and disposed in the cavity 24. These housing sections, in their normal operative position, are oriented such that the engine mainshaft is horizontal and the major axis of the trochoidal cavity 24 is vertical. Also, the relative positions of the exhaust port 28, the intake port 34 and the spark plug bore 30 are such that combustion produces a heat flux distribution in which the area of highest heat flux extends along the side of the housing 10 in which the spark plug is located. This area between bores 18 and 20 is known as the top-dead-centre (TDC) region. This heat flux phenomenon is well known and is further described in US Patent No 3,895,889. The liquid cooling system illustrated includes a coolant inlet 36 and a coolant outlet 38 located in the upper part of the ADE housing section 12. A pump (not shown) is provided exteriorly of the housing for receiving liquid from the outlet 38 and resupplying it to the inlet 36. The coolant inlet 36 is near the engine air intake port 34. The coolant outlet 38 is adjacent inlet 36 and is positioned in the compression region between the intake 34 and the TDC region of the housing. The end portion of ADE housing section 12 is not shown so that webs 40, 42 and 44, which define chambers 46, 48 and 50 therebetween, can be more clearly seen. DE housing section 16 and webs 52 and 54 which define chambers 56 and 58 therebetween. These chambers are, of course, also enclosed by front and rear end portions (not shown) of housing sections 14 and 16, the front end portion of ADE section 12 being removed for clarity, while the rear end portion of DE section 16 is not visible. Coolant flows from inlet 36 into chamber 46 and then from chamber 46 through the cool portion of the housing sections via axially-extending passage groups 60, 62 and 64 in housing sections 12, 14 and 16, respectively, into chamber 56 of DE housing section 16. The coolant flows through chamber 56 and then back through a hotter portion of the housing 10 via axial passage groups 66, 68 and 70 into chamber 48 of ADE housing section 12. The coolant flows through chamber 48 and then through the relatively hot TDC portion of the housing via axially-extending passage groups 72, 74 and 76 and into chamber 58 of DE housing section 16. Finally, the coolant flows through chamber 58 and back through the remaining relatively hot portion of the housing 10 via axial passage groups 78, 80 and 82, into chamber 50 of ADE housing section 12, and out of coolant outlet 38. As best seen in Figs 1 and 3, the direction of coolant flow, indicated by the arrows, is generally opposite to the direction of rotation of the rotor (not shown) indicated by arrow R. Note that before any coolant can reach the hottest TDC portion of the housing, it must first flow through the coolest housing portions via chamber 46, passages 60, 62 and 64 and chamber 56. Note also that the direction of coolant flow through the cooler housing portions is generally downward in chambers 46 and 58, and through the hotter housing portion is generally upward in chambers 48, 50 and 58. This upward flow in the hot region facilitates bubble and vapour removal. As best seen in Fig 3, the DE housing 16 includes ribs 57 and 59 which project generally towards each other in chamber 56, thereby restricting the generally downward flow of coolant in chamber 56. This restriction between ribs 57 and 59 ensures that substantially equal volumes of coolant flow through the axially extending coolant passage groups 60, 62 and 64 on either side of the restriction between ribs 57 and 59, and thus, that there will be sufficient coolant flow through the housings in the vicinity of exhaust port 28. Turning to Figs 4, 5 and 6, the TDC portion of the rotor housing 14 includes a bore 90 for receiving a conventional main fuel injector (not shown), the bore 30 for a conventional spark plug (not shown), and a bore 94 for receiving a conventional pilot fuel injector (not shown). As best seen in Figs 5 and 6, between ribs 108 and 110, there are seven coolant passages 101 to 107, entering the ADE side 13 of the TDC portion and exiting on the DE side 15 of the TDC portion of the rotor housing 14. As best seen in Figs 4 to 6, to avoid bores 30 and 94, passages 102 and 103 bend away from inner rotor surface 25 as they move into the interior of rotor housing 14 where they merge into cavity 112 (Fig 4). From cavity 112, they diverge and split up again into separate passages 102 and 103 as they exit from the DE 15 side of rotor housing 14. Also, as best seen in Figs 4 to 6, passage 105 passes substantially straight through, but passage 104 bends to avoid bore 30 and merges with passage 105 in the interior of the TDC portion at 114 (Fig 5). Passages 104 and 105 then again split apart as they exit the DE side 15 of rotor housing 14. Similarly, passages 106 and 107 enter the ADE side 13 separately. Then, both passages 106 and 107 bend to avoid bore 90 and merge together at 116 (Fig 5), in the interior of the TDC portion of rotor housing 14, then again separate as they exit the DE side 15 of the rotor housing 14. This group of seven passages 101 to 107 register with corresponding passage groups 72 and 76 in the ADE and DE housings 12 and 16, respectively. It should be noted that the highest heat fluxes are generated in the rotor housing 14 near its TDC portion at bores 30 and 94. However, it is this region through which extend the relatively tortuous passages 102, 103, 104 and 106, while passages 101, 105 and 107 pass nearly straight through rotor housing 14 in areas of relatively lower heat flux. If not otherwise compensated for, this situation could result in lower coolant flow rates just in the areas where lower flow rates are not desirable. Accordingly, the present cooling system includes restrictions in passages 101, 105 and 107. This feature of the present cooling system can best be understood with reference to Figs 3 and 7 to 9. Turning to Figs 3, 7 to 9, the DE housing 16 has a side 17 for sealingly engaging the DE side 15 of the rotor housing 14. Taking into account Figs 3, 5 and 7, it can be seen that passages 101, 105 and 107 register with passages 701 and 805 and 907, respectively, in DE housing 16. The cross-sectional area of passages 701, 805 and 907 is smaller than that of their corresponding passages 101, 105 and 107. This, in effect, creates restrictions at the downstream ends of passages 101, 105 and 107. Preferably, the amount of restriction is adjusted so that the coolant flow rates are substantially equal in all seven TDC region passages 101 to 107. This same principle could also be used to bias the flow to match differences in heat flux between passages, it there is any variation between passages. A suggested degree of restriction is to make the cross-sectional area of each of passages 701, 805 and 907 be 56% of the cross-sectional area of passages 101, 105 and 107, respectively though a range of 40% to 75% may be useful. This assists adequate coolant flow velocities in the high heat flux regions of the TDC portion of rotor housing 14. Alternatively, restrictions could be placed at the upstream side of passages 101, 105 and 107, to achieve the same effect. This slightly lowers the pressure in the more critical rotor housing passages and further enhances nucleate boiling. For example, in an engine with a 40 cu. in. (approx 650 cc) rotor and with a total coolant flow of 32 gallons (US) per minute (approx 2 litres per second), this cooling system achieves a maximum coolant temperature rise of slightly above 10 degrees Fahrenheit (5 1/2 degrees Celsius). The system also produces coolant flow velocities of 5 ft/sec (1.5 metres per second) in the area of inlet 34, in the compression area between inlet 34 and the TDC portion, and in the region just prior to exhaust port 28. The coolant flow velocity is 9 ft/sec (2.7 m/s) in the region of initial gas expansion and 10 ft/sec (3 m/s) in the TDC region between bores 18 and 20. At low power levels, the cooling mechanism is entirely convective, but at high power levels, the cooling mechanism becomes dominated by nucleate boiling in the high heat flux (TDC) region of the engine housings. An important feature of the system, once nucleate boiling dominates over convective cooling in the high heat flux region, is that the critical metal temperatures in the high heat flux (TDC) region are a function of the heat flux and of the coolant saturation temperature. In this region, the metal temperatures can be reduced by keeping the saturation temperature (essentially the boiling point) of the coolant as low as possible. This is done by keeping the coolant pressure as low as possible. The present cooling system accomplishes this by passing the coolant through the pressure drop of the cool housing portions first, thus reducing pressure of the coolant and lowering its saturation temperature before it reaches the high heat flux TDC region. In addition, the bubble and vapour wash direction is in the same direction as the coolant flow velocity. Although the flow velocity does not directly influence the cooled metal temperatures when the heat transfer means is primarily nucleate boiling the efficient removal of vapour does help the engine to operate well below engine "burn-out" temperature. Reference should also be made to European Patent Application No. 85300725.0 (Serial No. 0167216) from which this application is divided.

Claims: 1. A rotary internal combustion engine with at least one trochoidal rotor housing section (14) and with cooling passages arranged in groups of axially extending parallel passages for directing coolant from one end of the housing to the other, at least one group extending through the top-dead-centre region of the housing (14), the top-dead-centre region of the rotor housing including a spark plug bore (30) characterised in that each group comprises several passages and coolant flows alternately from one end of the housing to the other via successive groups of passages arranged around the housing, the group extending through the top-dead-centre region having at least one first cooling passage (102, 103, 104, 106) which follows a curved path through a hotter first region of the top-dead-centre region adjacent the spark plug bore, and at least one second cooling passage (101, 105, 107) which extends essentially in a straight line through a cooler second region of the top-dead-centre region, and in the second cooling passage (101, 105, 107) there is provided a constriction in cross-sectional area (701, 907, 805) which restricts the flow of cooling agent in the second cooling passage and thereby increases the flow of the coolant through the first cooling passage. 2. A rotary internal combustion engine according to claim 1, characterised in that in the top-dead-centre region the spark plug receiving bore (30) is intersected by a pilot injector bore (94), and that the two bores form a V-shaped fork in the housing which is spaced from the inner surface or wall (25) of the housing section (14) or the combustion chamber, whereby at least one cooling passage (112, 102, 103) in the group extending through the top-dead-centre region of the housing (14) passes through the V-shaped fork in the housing. 3. A rotary internal combustion engine according to claim 2, characterised in that the engine comprises an end housing section (12) and the groups of cooling passages (101, 105, 107) which extend through the rotor housing section (14) are each in through-flow contact with a cooling passage of a corresponding group in the end housing section and that the constriction in the cross-sectional area is respectively provided in the cooling passage (701, 907, 805) in the end housing section which is in flow-through contact with a cooling passage (101, 105, 107) in the rotor housing. 4. A rotary internal combustion engine according to at least one of claims 1 to 3, characterised in that at least one cooling passage has a smaller constriction than at least one other second cooling passage, at least one first cooling passage also has a constriction, and that the second cooling passage with the smaller constriction is in flow-through contact with the first cooling passage which also has a constriction. 5. A rotary internal combustion engine according to at least one of the preceding claims, characterised in that at the end of the rotor section (14) there are provided flow separating ribs. 6. A rotary internal combustion engine according to claim 5, characterised in that the ribs (57) provided in the region of the cooling passages (58-76) are of varying length. 7. A rotary internal combustion engine according to any preceeding claim characterised in that the constriction provided in a cooling passage comprises a lip, extending from a wall of the housing opposite from the hottest portion of the housing.

Inventors: BLUM, EDWARD JUDE, GIGON, RICHARD MAURICE, JONES, CHARLES
Applicants: JOHN DEERE TECHNOLOGIES INTERNATIONAL INC.
Application year: 1985
Main classification: F02B55
IPC codes: F01C21, F02B1, F02B55