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.

Description

TECHNICAL FIELD

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

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.

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.

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

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

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.

FIG. 1 illustrates a perspective view of an exemplary radial power-generation unit/radial engine with associated engine components installed;

FIG. 2 illustrates a perspective view of an exemplary radial engine with a cylinder head and associated components removed;

FIG. 3A illustrates a rear view of an exemplary radial engine lifter side of a radial engine crankcase with a single cylinder assembly installed;

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;

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;

FIGS. 4A and 4B illustrates front and rear views of an exemplary cylinder head having lubricant drain back apertures;

FIG. 5 illustrates an exemplary push rod with each end in partial section demonstrating the fluid passage extending longitudinally through the push rod;

FIGS. 6A-6C illustrate an exemplary rocker arm positioned on a cylinder head, the rocker arm includes a lubricant passageway for directing fluid;

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;

FIG. 8A illustrates an end view of an exemplary crankshaft mounting system and counter weight boat placement;

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;

FIG. 9 illustrates a front view of an exemplary cross-sectioned rotating assembly configured in a sectioned crankcase;

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;

FIG. 11A illustrates a front view of an exemplary master rod;

FIG. 11B illustrates a cross-sectional view of the exemplary master rod of FIG. 11A and the master rods lubricant flow path;

FIG. 12A illustrates a front view of an exemplary link rod;

FIG. 12B illustrates a cross-sectional view of the exemplary link rod of FIG. 12A and the link rods lubricant flow path;

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;

FIG. 13B illustrates an exemplary detailed view of the scuppers of FIG. 13A;

FIG. 14A illustrates a partial view of the exemplary wall dividing the crankcase cavity from the lifter cavity and a sectioned scupper;

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;

FIG. 15 illustrates an exemplary radial engine general lubrication system;

FIG. 16 illustrates an exemplary flow path and associated components of the exemplary general lubrication system; and

FIG. 17 illustrates an exemplary power generation set having a radial power-generation unit operably connected to a generator and associated equipment.

DETAILED DESCRIPTION

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

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).

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.

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° 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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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° 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.