KR20030005655A - Rotary engine - Google Patents

Abstract

PURPOSE: A rotary engine is provided to remove power loss and vibration caused by reciprocating inertia of a reciprocating piston type engine and to improve the efficiency. CONSTITUTION: An outer rotor is formed by coupling an outer rotor body(1) having an outer combustion chamber wall(1a), a combustion chamber outer wall(1b), an intake valve guide groove(1c), and an exhaust port(1d). An inner rotor is formed by coupling an inner rotor body(2) having an inner combustion chamber wall(2a), injection nozzles(9a,9b,9c,9d), plungers(8a,8b,8c,8d), a combustion chamber inner wall(2b), intake valves(5a,5b,5c,5d), and a fuel feed groove(2d), and an inner rotor cap. The inner rotor stores first compressed air compressed by a first compressor. The positions and shapes of the outer combustion chamber wall, the combustion chamber outer wall, and the exhaust port of the outer rotor, and inner combustion chamber wall(2a), the combustion chamber inner wall(2b), a sliding surface(2c), and the intake valves of the inner rotor, are formed so as to obtain diesel air compression ratio through the union of the compression ratio of the first compressed air and throttling ratio of the rotors. The rotors have the same inertial mass. The rotors rotate forward on a housing base part.

Description

Rotary engine

The present invention relates to a rotary engine of a power machine mechanism, the conventional piston reciprocating engine has a large power loss due to the reciprocal inertia, the vibration is large.

Conventional rotary engines have axial eccentric wheels on the shaft, triangular rotors for eccentric rotation, and the expansion torque is one-way torque because there is a section in which the expansion pressure of the combustion gas acts as the reverse direction torque. Consists of a structure that can not be converted to, there is a problem of high confidentiality and wear resistance of the three peaks of the rotor has a high technical and economic problems.

In case of gas turbine, there is a problem of low efficiency, poor tracking of load fluctuations, and use of expensive heat-resistant materials.

The present invention applies a latch so as to avoid the reverse of the direction of travel of the rotor, in order to solve the dispersion of the power loss, vibration, combustion gas expansion pressure due to the reciprocal inertia as described above, and make the components axially symmetric such that there is no vibration And, it is characterized in that the expansion pressure of the combustion gas is not dispersed and all act as one-way torque.

1 is a front sectional view showing an intermediate section of the engine according to the present invention.

Figure 2 is a side cross-sectional view taken along the line A-A of Figure 1;

3 is a sectional view showing the injection amount adjustment mechanism.

4 is a cross-sectional view of the SEC. B of FIG. 3 and a partially enlarged view of the SEC.

5A is an explanatory diagram schematically illustrating one cycle of the engine of the present invention.

Hereinafter, described in detail by the accompanying drawings as follows.

The engine of FIGS. 1 and 2 includes an outer rotor body 1 and an outer rotor cap 1e having an outer combustion chamber forming wall 1a, a combustion chamber outer wall 1b, an intake valve guide groove 1c, and an exhaust port 1d. In combination with the outer rotor is formed, the inner combustion chamber forming wall (2a) and the injection nozzles (9a, 9b, 9c, 9d) fixed to the central portion, the plunger (8a, 8b, 8c, 8d) and the combustion chamber inner wall (2b) The inner compressor, which combines the inner rotor body 2 and the inner rotor cap 2e with the inlet valves 5a, 5b, 5c, 5d and the fuel supply grooves 2d with the closing springs, has a primary compressor ( It is installed to store the primary compressed air compressed by 10). The inertia mass of the two rotors is the same, and the outer combustion chamber forming wall 1a of the outer rotor, the combustion chamber outer wall 1b, the exhaust port 1d and the inner combustion chamber forming wall 2a of the inner rotor, the combustion chamber inner wall 2b, the sliding surface (2c), the positions and shapes of the intake valves 5a, 5b, 5c, and 5d are formed to obtain a diesel air compression ratio by a combination of the compression ratio of the primary compressed air and the throttle ratio of the two rotors.

The above two rotors can be rotated only in a clockwise direction (hereinafter referred to as a forward direction) based on the housing base portion 11c, and the latch is released by centrifugal force above a predetermined fire speed, and the solenoid 6a, When 6b) is turned on, forward torque is transmitted to the housing centrifugal latches 3a and 3b and the main shaft 12, which can only rotate counterclockwise (hereinafter referred to as reverse direction), and the solenoids 6c and 6d are turned on at start-up. One main shaft latch 4a, 4b serving as a surface reverse latch is provided. Forward and reverse latch mechanism is possible by applying the operation principle of the latch wrench.

When starting, the sides of the latches 3a, 3b, 4a, 4b have a ring-like shape to receive an electrical signal and reverse the rotational direction of the latch each time fuel injection is caused by the throttling of the outer rotor and the inner rotor. Solenoids 6a, 6b, 6c, 6d are provided.

The heights of the intake valves 5a, 5b, 5c, and 5d and the combustion chamber inner wall 2b are determined so as to be guided by the guide grooves 1c of the outer rotor body 1 and the outer rotor cap 1e.

The injection control cam 7 of FIGS. 3 and 4 is connected by an injection control slider 16 and a link 17, and the injection control slider 16 uses the injection controller 15 and the outer rotor cap 1e. It is supposed to work while sliding.

The plungers 8a, 8b, 8c, and 8d are operated in a phase in which the diesel air compression ratio is achieved by the throttling of the outer rotor and the inner rotor to obtain the injection pressure to inject fuel from the injection nozzles 9a, 9b, 9c, and 9d. It is fixed to the inner rotor to start compression by the injection control cam (7).

The output of the engine is based on the amount of injection, and the amount of injection is made by adjusting the angle and shape of the injection control cam. (Addition of injection control sliders and changing the shape of the injection control cam will allow fine adjustment of the advance and injection amount.)

The primary compressor 10 is selected from the roots, screws, and axial multistage compressors by appropriate pressure and air volume, and is driven by the main shaft to operate in response to the output.

The front housing 11a is provided with a bearing fixing blade 11e, and the front and rear housings 11a and 11b are provided with an exhaust pipe 11d for exhausting exhaust gas.

The main shaft 12 is supported by a bearing between the central portion of the front and rear housings 11a and 11b and the two main shaft latches 4a and 4b, and is fixed to the main shaft latches 4a and 4b, and has a primary compressor at both ends. 10 and flywheel 18 are respectively connected.

The two solenoids 6b and 6c having a ring shape are connected by the solenoid fixing rod 14a and the blade 14b, and the fuel inlet 14c penetrates the solenoid 6c to supply fuel to the inner rotor. Is connected to (2d). (The sealing between solenoid 6c and fuel supply groove 2d is not shown.)

The operation of the engine is shown in the explanatory diagram of a-e of FIG. 5 and will be described in detail below.

FIG. 5A shows that the outer combustion chamber forming wall 1a and the inner combustion chamber forming wall 2a on which the injection nozzles 9a and 9d are fixed throttle the primary compressed air to complete the secondary compression, and the injection control cam 7 And the plunger 8, the fuel injection is completed in the injection nozzles 9a and 9d, and combustion expansion is started.

When the fuel is burned and the expansion force is generated, the outer rotor cannot be reversely rotated by the housing centrifugal latch 3a, so that the inner rotor is rotated forward, and combustion expansion is completed through b of FIG. At this moment, the air compressed by the primary compressor 10 flows between the blades 14b and flows through the intake valve closed by the spring with pressure and centrifugal force and flows into the combustion chamber through the exhaust port 1d. The centrifugal force of the combustion gas also helps the intake and exhaust of compressed air and combustion gas.

The combustion shock is attenuated by symmetrical combustion with respect to the center of the main shaft, and the forward rotation torque of the inner rotor is transmitted to the main shaft 12 by the main shaft latch 4a so that the main shaft 12 rotates forward.

When the fuel injection of the injection nozzles 9b and 9c is completed in the phase of FIG. 5c and the expansion force is generated, the inner rotor cannot be reversely rotated by the housing centrifugal latch 3b this time. It rotates to e of FIG. 5 via d of 5, and completes intake and exhaust of compressed air and exhaust gas as mentioned above.

The forward rotation torque of the outer rotor is transmitted to the main shaft 12 by the main shaft latch 4b so that the main shaft rotates forward.

One cycle is completed by the above description, and the rotation angle of the main shaft can be obtained by the sum of the rotation angles of the two rotors.

Rotational inertia of one rotor delivers rotational inertia while the second air is compressed to generate torque of the other rotor, eliminating power loss.

The housing centrifugal needles 3a and 3b are released by the centrifugal force when the rotational speed reaches a certain value and do not cause friction in the rotation of the two rotors.When the rotational speeds of the two rotors decrease due to overload, the latches are engaged by the spring. Automatic recovery will prevent the two rotors from reversing.

The starting mechanism is fixed when the starter motor 19 equipped with the latch rotates the flywheel forward and the solenoids 6a and 6c are turned on to switch the housing centrifugal latch 3a and the main shaft latch 4a to reverse rotation latches. And the inner rotor is forward rotated to secondary compression, and at the time of injection, the solenoids 6a and 6c are turned off, the housing centrifugal latch 3a and the main shaft latch 4a are restored to the forward rotation latch, and the solenoids 6b and 6d are When turned on, the housing centrifugal latch (3b) and the main shaft latch (4b) is switched to the reverse rotation latch, the inner rotor is fixed, the outer rotor is rotated to compress until the next injection point, the above operation is repeated until the diesel compression ignition occurs Done.

When the ignition is complete, the latch starter motor will drop off the flywheel.

According to the above-described operation principle (the rotational inertia of one rotor by the operation of the latch and the principle of axis symmetry transmitted while performing secondary air compression for torque generation of the other rotor) by the reciprocating inertia of the piston reciprocating engine Eliminates power loss and vibration, and converts the expansion force of combustion gas into one-way torque compared to existing rotary engines, resulting in high energy efficiency, and responds to outputs like gas turbines by returning the primary compressor to automatically operate conditions favorable for operation. It has the advantage of matching with. In addition, the diesel combustion is characterized in that it is possible to use a variety of fuels.

Claims (1)

It includes a housing having a base 11c and an exhaust pipe 11d of the housing centrifugal latches 3a and 3b, and the housing centrifugal latch and the main shaft 12, which prevent the reverse rotation of the two rotors based on the housing, in the forward direction. The inner rotor and outer rotor, which have the main shaft latches 4a and 4b to rotate at the center of both ends of the rotor, are combined, and the inner rotor and the outer rotor are able to obtain the primary air compression ratio by throttling the primary compressed air. Upon completion, intake and exhaust are completed by the pressure, centrifugal force of the compressed air compressed by the primary compressor 10 connected to the main shaft, and centrifugal force of the combustion gas, and at the same time, the outer combustion chamber is formed to complete the secondary compression of the primary compressed air. The shape of the plate 1a, the combustion chamber outer wall 1b, the exhaust port 1d and the inner combustion chamber forming plate 2a, the combustion chamber inner wall 2b, the sliding surface 2c, and the intake valves 5a, 5b, 5c, 5d Formed symmetrically, the spray furnace after obtaining the diesel air compression ratio The injection control cam 7 and the plunger 8 are also provided symmetrically so that fuel injection is carried out in the blades 9a, 9b, 9c, and 9d. A rotary engine, which always rotates forward and then changes its direction to either forward or reverse rotation by the solenoid at the time of start-up and completes the start-up.