RU2496998C2 - Rotary-vane ice - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises working cylinder, two aligned rotors, power takeoff shaft, two crankshafts and two rotor con-rods. Every rotor has axle whereto two vanes are attached inside working cylinder and crank is attached there outside. Every con-rod of rotors is engaged with crankshaft journal and crank of rotor. Engine incorporates two con-rods of power takeoff shaft. Every crankshaft has crank. Power takeoff shaft has two cranks. Every con-rod of power takeoff shaft is engaged with crankshaft crank pin and power takeoff shaft crank.

EFFECT: higher efficiency, longer life.

1 cl, 29 dwg

Description

The invention relates to engine building, in particular to rotary vane internal combustion engines, and can be used as a power plant in vehicles.

Known rotary vane engine with a Kauerz communication mechanism, comprising a housing with inlet and outlet windows, two rotors with blades coaxially mounted in the housing with the possibility of rotation in one direction and forming four insulated chambers of variable volume in the housing cavity, as well as a blade communication mechanism, made in the form of a crank mechanism associated with the axis of rotation of the rotors by means of a gear transmission (GG Guskov. Unusual engines. M. Knowledge, 1971, p.25, Fig. 12). The known engine is highly compact, however, the action of gas forces and shock loads during flashes of the combustible mixture is perceived by very small contact surfaces on the teeth of the gears, as a result of which fatigue fracture of the metal on the surface of the teeth appears very quickly, they begin to crumble and the engine crashes.

A rotary vane internal combustion engine is known, comprising a working cylinder, two coaxially arranged rotors, a power take-off shaft, two crankshafts and two connecting rods of rotors, each rotor has an axis to which two blades are attached inside the working cylinder, and a crank is attached outside it, each the connecting rod of the rotors is connected to the neck of its crankshaft and to the crank of its rotor (US Pat. RF No. 2101520, 1998, class F02B 55/00).

Known engine has the following disadvantages:

- low efficiency and resource due to friction in crosshead mechanisms;

- the need to place two crankshafts in the housing of the working cylinder leads to insufficient power for a given engine size. In this case, a contradiction arises: to increase the working volume and the degree of compression, on which the power depends, it is necessary to increase the eccentricity of the trajectory of the rotor cranks, which is achievable only by increasing the length of the cheeks of the crankshafts, which leads to the fact that a larger volume of space is required to accommodate the crankshafts working cylinder.

According to the invention, the rotary vane internal combustion engine comprises a working cylinder, two coaxially arranged rotors, a power take-off shaft, two crankshafts and two connecting rods of rotors, each rotor has an axis to which two blades are attached inside the working cylinder, and a crank is attached outside it, each the connecting rod of the rotors is connected to the neck of its crankshaft and to the crank of its rotor.

The technical effect of the invention is to eliminate these drawbacks and is achieved by the fact that the engine contains two connecting rods of the power take-off shaft, each crankshaft has a crank, the power take-off shaft has two cranks, each connecting rod of the power take-off is connected to the crank neck of its crankshaft and its own crank shaft power take-off. The graphic materials depict:

figure 1 is a section of a rotary vane internal combustion engine (ICE) along the plane of the axes of the rotors, crankshafts and the power take-off shaft (rotors in figure 1 are shown conditionally);

figure 2 is a side view (in figure 2 the moving parts of the internal combustion engine are shown, for clarity, for the foreground);

figure 3 is a section aa, which shows the placement of the rotors and their blades in the working cylinder;

4 is an embodiment of a node providing the correct direction of rotation of the moving parts during the passage of the dead points;

5 is an explanation of the relations determining the relative position of the moving parts of the internal combustion engine;

6-29 - the relative position of the moving parts of the internal combustion engine at their various positions (example).

The rotary vane ICE contains a working cylinder 1 having a spark plug 2, inlet 3 and outlet 4 windows. Inside the working cylinder 1, rotors 5 _A and 5 _B are placed coaxially with the possibility of rotation relative to each other and relative to the working cylinder 1, two blades 6 are attached to their shafts, and cranks 7 _A on sections of their shafts outside the working cylinder 1 and 7 _B , which are connected through the connecting rods of rotors 8 _A and 8 _B to the necks of the corresponding crankshafts 9 _A and 9 _B , the necks of the other cranks of which are connected through the connecting rods of the power take-off shaft 10 _A and 10 _B to the corresponding necks of the crankshafts of the power take-off shaft 11 (hereinafter PTO), which may et flywheel 12.

The combination of the crank 7 _A (7 _B ), the connecting rod of the rotors 8 _A (8 _B ) and the crankshaft 9 _A (9 _B ) makes up the articulated antiparallelogram (II Artobolevsky, Mechanisms in modern technology, M. "Science", 1979, t .1 p. 309, mechanism 605). The rotation of the rotors 5 _A and 5 _B and the crankshafts 9 _A and 9 _B in the articulated antiparallelogram occurs in opposite directions.

Other systems and assemblies of the rotor-blade ICE (power supply, ignition, cooling, etc.) are made in the usual way for ICE and are not shown on graphic materials.

Rotor-blade ICE works as follows.

The rotors 5 _A and 5 _B rotate (counter-clockwise on graphic materials) unevenly, while the volume of each of the four chambers formed by pairs of blades 6 varies.

The volume of the chamber connected to the inlet window 3 increases, and the prepared working mixture (inlet stroke) enters into it. After the rear (running) blade of this chamber closes the inlet window 3, the volume of this chamber begins to decrease, compressing the working mixture (compression cycle). After the camera reaches its minimum volume, the working mixture is ignited by candle 2 and the volume of this chamber begins to increase (the stroke of the stroke). The energy of the burned fuel is transmitted through the corresponding rotor 5, its crank 7, the corresponding connecting rod of the rotor 8, the corresponding crankshaft 9, the corresponding connecting rod of the PTO 10 on the PTO 11. After the front (runaway) blade of this chamber opens the exhaust window 4, the volume of this chamber begins decrease and the exhaust gases under pressure go outside (exhaust stroke). The intake stroke in this chamber begins at the moment when the rear blade of the camera closes the exhaust window 4, and the front blade of the camera opens the intake window 3.

The specified process occurs in turn for each camera.

The uneven movement of the 5 _A and 5 _B rotors, as well as the transfer of burned fuel energy to VOM 11, is provided by 9 _A and 9 _B crankshafts with 8 _A and 8 _B rotor rods and 10 _A and 10 _B VOM rods. Crankshafts 9 _A and 9 _B and BOM 11 rotate in the direction opposite to the direction of rotation of the rotors 5 _A and 5 _B (clockwise on graphic materials).

PTO 11 rotates uniformly due to inertia of the load, and in its absence - flywheel 12. To connect the load, for example, a double articulated parallelogram mechanism can be used (II Artobolevsky, ibid., Mechanism 594, p.303), or, since the PTO 11 rotates evenly - gear.

Dead spots i.e. points at which it is possible to change the correct direction of rotation of the rotors 5 _A and 5 _B , crankshafts 9 _A and 9 _B and BOM 11 (in Fig. 1 these points correspond to the horizontal position of the connecting rods 8 _A , 8 _B , 10 _A and 10 _B ) the mechanism passes due to inertia. At low revolutions, as well as with an external drive in motion (for example, at start-up), the correct direction of rotation can be provided forcibly (II Artobolevsky, ibid., Mechanisms 606 and 607, p.309). Another variant of such a unit, excluding shock loads, is shown in Fig.4. A traverse 14 is attached to the connecting rod 8 (10), having magnets 15 at its ends. A group of magnets 16 is attached to the ICE body at points that exclude their contact with other moving parts of the ICE, and the orientation of the magnets is chosen so as to create a moment of forces at the dead points acting on the connecting rod 8 (10) in the direction necessary for the correct operation of the mechanism.

Eliminating the uncertainties in the movement of the mechanism, we obtain a one-to-one correspondence between the angular position of the rotor 5 _A - the angular position of the PTO 11 - the angular position of the rotor 5 _B , which are determined from the following relations (Fig. 5).

We introduce the following notation:

R is the radius of the trajectory of the centers of the necks of the crank rotors 7 _A and 7 _B , equal to the radius of the trajectory of the centers of the necks of the crankshaft 9 _A and 9 _B ;

L is the center-to-center distance between the axes of the rotors 5 _A and 5 _B and the crankshafts 9 _A and 9 _B , equal to the length of the connecting rods of the rotors 8 _A and 8 _B ;

r is the radius of the trajectory of the centers of the necks of the VOM 11 cranks;

a - center-to-center distance between the axles of the PTO 11 and crankshafts 9 _A and 9 _B

b - the length of the connecting rods BOM 10 _A and 10 _B ;

δ _A , δ _B is the angular distance between the centers of the necks of the cranks 7 _A and 7 _B and the middle line O ₁ F of the blades of the respective rotors (the middle line of the blade is the line perpendicular to the axis of the rotor and located in the plane in which the rotor axis is located and which divides the blade rotor in half);

λ is the angular size of the blade.

All angles are counted from the O ₃ Y ray; the clockwise direction is positive.

Let PTO 11 rotate through an angle φ = ∠AO ₃ O ₂ . Then, from ΔAO ₃ O ₂ : c ² = r ² + a ² -2ar cosφ, where c = AO ₂ ;

или $$\alpha =arcsin\frac{rsin\varphi }{c}$$

From ΔAO ₃ O ₂ : $$\frac{c}{sin\varphi }=\frac{r}{sin\alpha }$$

or $$\alpha =arcsin\frac{rsin\varphi }{c}$$

where α = ∠AO ₂ O ₃

ΔAO ₂ C ₁ = ΔAO ₂ C ₂ (on three sides), ∠AO ₂ C ₁ = ∠AO ₂ C ₂ = γ.

From ΔAO ₂ C ₁ : b ² = R ² + s ² -2Rc cosγ or $$\gamma =arcc\mathrm{<figure-callout\; id="2"\; label="o\; s\; R"\; filenames="00000007.png"\; state="\{\{state\}\}">o\; </figure-callout>}s\frac{R^{}}{}\frac{{}^2+c^2-{\mathrm{<figure-callout\; id="2"\; label="b"\; filenames="00000007.png"\; state="\{\{state\}\}">b</figure-callout>}}^2}{2Rc}$$

∠C ₁ O ₂ O ₃ = γ _A = α + γ; ∠C ₂ O ₂ O ₃ = γ _B = α-γ;

For the rotor X, where X = {A, B}:

∠D _X O ₂ O ₁ = ∠C _X O ₂ O ₃ = γ _X. From ΔD _X O ₂ O ₁ :

C _X ² = L ² + R ² -2LRcosγ _X , where C _X = O ₁ D _X , and from the same triangle:

или $${\beta }_{X2}=arcsin\frac{Rsin{\gamma }_X}{C_X}$$

$$\frac{C_X}{sin{\gamma }_X}=\frac{R}{si\mathrm{<figure-callout\; id="2"\; label="n\; \beta \; X"\; filenames="00000007.png"\; state="\{\{state\}\}">n\; </figure-callout>}{\beta }_X{2}_{}}$$

or $${\mathrm{<figure-callout\; id="2"\; label="\beta \; X"\; filenames="00000007.png"\; state="\{\{state\}\}">\beta \; </figure-callout>}}_X=arcsin\frac{Rsin{\gamma }_X}{C_X}$$

ΔD _X O ₂ O ₁ = ΔD _X B _X O ₁ = (on three sides), ∠D _X B _X O ₁ = ∠D _X O ₂ O ₁ = γ _X

∠ B _X O ₁ D _X = β _X1 ; ∠ B _X D _X O ₁ = ∠ D _X O ₁ O ₂ = β _X2

Hence the angle β _X , which rotates the neck of the crank 7 _{X of the} rotor 5 _X :

β _X = π + β _X2- β _X1 = γ _X + β _X1 + β _X2 + β _X2 -β _X1 = γ _X + 2β _X2

The angular position of the midline of the rotor blade X is

ψ _X1 = β _X + δ _X - for the first rotor blade X

ψ _X2 = π + β _X + δ _X - for the second (opposite) rotor blade X

The angular position of the front (running) surfaces of the blades of the rotor X is ψ _XJ -λ / 2, and the rear (running) surfaces is ψ _XJ + λ / 2, where j = {1,2}

The current angular volume of each chamber (depending on φ) is defined as the difference in the angular position of the rear (runaway) and front (running) surfaces of the blades forming this chamber and varies from a certain minimum (for a certain φ) to a certain maximum (for another φ) and again from some minimum to some maximum, a second time for each revolution of the rotors and PTO.

The engine parameters are selected so that:

1. The values of the minimum and maximum angular volumes of each of the four chambers coincided. In this case, the combustion conditions of the fuel, in particular, the amount of fuel burned and the compression ratio in all the chambers will be the same, as the energy released during each flash will be the same.

2. The ignition moments coinciding with the achievement of the minimum angular volume in a certain chamber must follow at regular intervals, ie at the angular positions of the PTO 11 separated by 90º from each other, since for one revolution of the PTO 11 in each of the four chambers a full cycle of the internal combustion engine occurs (4 cycles), and the PTO 11 rotates at a constant speed. When this and the previous conditions are met, uniform engine operation is achieved.

3. The values of the minimum and maximum angular volumes of each of the four chambers were achieved at the same angular positions of the rotors, in particular, one of two for one revolution of the minimum angular volumes of each chamber corresponded to the position of the spark plug 2. In this case, the valve timing (inlet opening and closing moments 3 and exhaust 4 windows) and the ignition conditions will be the same for all cameras.

To prove the existence of such a set of parameters, we consider a rotor-blade ICE in which

R: L: r: a: b = 40: 89: 40: 30: 30, δ _A = + 20.7º, δ _B = -20.7º, λ = 30º

Table 1 shows the values of the angular positions of the necks of the crankshafts 9 _A and 9 _B (γ _A and γ _B ) and the cranks of the rotors 7 _A and 7 _B (β _A and β _B ), as well as the angular volumes of the chambers K ₁ = K ₃ and K ₂ = K ₄ . for the position of the PTO 11 from 0º to 360º through 1º, and FIGS. 6-29 depict the positions of the moving parts of the engine every 15º of the position of the PTO 11. The first camera K ₁ is the camera whose angles between the middle line of its blades and the cranks of the corresponding rotors less than others, and the 2nd, 3rd and 4th are those in which the working move is successively made.

Table 1 PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 0 180.0 180.0 180.0 180.0 11.40 108.60 one 181.0 187.0 179.6 177.3 13.68 106.32 2 182.0 193.9 179.2 174.7 15.95 104.05 3 183.0 200.8 178.9 172.0 18.23 101.77 four 184.0 207.5 178.5 169.4 20.49 99.51 5 185.0 214.0 178.1 166.8 22.74 97.26 6 186.0 220.3 177.7 164.1 24,99 95.01 7 187.0 226.4 177.3 161.5 27.21 92.79 8 188.0 232,2 177.0 158.9 29.42 90.58 9 189.0 237.7 176.6 156.4 31.61 88.39 10 190.0 243.0 176.2 153.8 33.78 86.22 eleven 191.0 248.0 175.8 151.3 35.93 84.07 12 192.0 252.7 175.4 148.8 38.05 81.95 13 193.0 257.1 175.0 146.3 40.15 79.85 fourteen 194.0 261.4 174.7 143.8 42.22 77.78 fifteen 195.0 265.3 174.3 141.4 44.26 75.74 16 196.0 269.1 173.9 139.0 46.27 73.73 17 197.0 272.6 173.5 136.7 48.25 71.75 eighteen 198.0 275.9 173.1 134.3 50.19 69.81 19 199.0 279.0 172.7 132.0 52.10 67.90 twenty 200,0 282.0 172.3 129.8 53.97 66.03 21 201.0 284.8 171.9 127.5 55.81 64.19 22 202.0 287.4 171.6 125.3 57.62 62.38 23 203.0 289.8 171.2 123,2 59.39 60.61 24 204.0 292.2 170.8 121.1 61.12 58.88 25 205.0 294.4 170.4 119.0 62.81 57.19 26 206.0 296.5 170.0 116.9 64.46 55.54 27 207.0 298.5 169.6 114.9 66.08 53.92 28 208.0 300,4 169.2 112.9 67.66 52.34 29th 209.0 302.2 168.8 111.0 69.21 50.79

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ thirty 210.0 303.9 168.4 109.1 70.71 49.29 31 211.0 305.5 168.0 107,2 72.18 47.82 32 212.0 307.0 167.6 105,4 73.61 46.39 33 213.0 308.5 167.2 103.6 75.01 44,99 34 214.0 309.9 166.8 101.8 76.37 43.63 35 215.0 311.3 166.3 100.1 77.69 42.31 36 216.0 312.5 165.9 98.4 78.98 41.02 37 217.0 313.8 165.5 96.7 80.23 39.77 38 218.0 314.9 165.1 95.0 81.45 38.55 39 219.0 316.1 164.7 93,4 82.63 37.37 40 220.0 317.1 164.3 91.9 83.78 36.22 41 221.0 318.2 163.8 90.3 84.90 35.10 42 222.0 319.2 163.4 88.8 85.98 34.02 43 223.0 320.1 163.0 87.3 87.03 32.97 44 224.0 321.1 162.6 85.9 88.05 31.95 45 225.0 321.9 162.1 84.5 89.04 30.96 46 226.0 322.8 161.7 83.1 90.00 30.00 47 227.0 323.6 161.2 81.7 90.93 29.07 48 228.0 324,4 160.8 80,4 91.83 28.17 49 229.0 325,2 160,4 79.1 92.70 27.30 fifty 230,0 325.9 159.9 77.8 93.54 26.46 51 231.0 326.7 159.5 76.5 94.35 25.65 52 232.0 327.3 159.0 75.3 95.14 24.86 53 233.0 328.0 158.6 74.1 95.90 24.10 54 234.0 328.7 158.1 72.9 96.63 23.37 55 235.0 329.3 157.6 71.7 97.34 22.66 56 236.0 329.9 157.2 70.5 98.02 21.98 57 237.0 330.5 156.7 69,4 98.67 21.33 58 238.0 331.1 156.2 68.3 99.31 20.69 59 239.0 331.7 155.7 67.2 99.92 20.08

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 60 240.0 332,2 155.3 66,2 100.50 19.50 61 241.0 332.7 154.8 65.1 101.06 18.94 62 242.0 333.3 154.3 64.1 101.60 18.40 63 243.0 333.8 153.8 63.1 102,12 17.88 64 244.0 334.2 153.3 62.1 102.61 17.39 65 245.0 334.7 152.8 61.1 103.08 16.92 66 246.0 335.2 152.3 60,2 103.53 16.47 67 247.0 335.6 151.8 59.2 103.96 16.04 68 248.0 336.1 151.3 58.3 104.37 15.63 69 249.0 336.5 150.7 57.4 104.76 15.24 70 250,0 336.9 150.2 56.5 105.13 14.87 71 251.0 337.3 149.7 55.6 105.48 14.52 72 252.0 337.8 149.1 54.7 105.81 14.19 73 253.0 338.1 148.6 53.9 106.12 13.88 74 254.0 338.5 148.1 53.0 106.41 13.59 75 255.0 338.9 147.5 52,2 106.68 13.32 76 256,0 339.3 146.9 51,4 106.93 13.07 77 257.0 339.6 146.4 50.6 107.17 12.83 78 258.0 340.0 145.8 49.8 107.38 12.62 79 259.0 340.3 145.2 49.0 107.58 12,42 80 260,0 340.7 144.6 48.3 107.76 12.24 81 261.0 341.0 144.1 47.5 107.92 12.08 82 262.0 341.3 143.5 46.8 108.06 11.94 83 263.0 341.7 142.8 46.1 108.19 11.81 84 264.0 342.0 142.2 45.3 108.30 11.70 85 265.0 342.3 141.6 44.6 108.39 11.61 86 266.0 342.6 141.0 43.9 108.46 11.54 87 267.0 342.9 140,4 43,2 108.52 11.48 88 268.0 343.2 139.7 42.6 108.56 11.44 89 269.0 343.5 139.1 41.9 108.58 11.42

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 90 270,0 343.7 138.4 41.2 108.58 11.42 91 271.0 344.0 137.7 40.6 108.57 11.43 92 272.0 344.3 137.1 39.9 108.54 11.46 93 273.0 344.6 136.4 39.3 108.49 11.51 94 274.0 344.8 135.7 38.7 108,42 11.58 95 275.0 345.1 135.0 38,0 108.34 11.66 96 276.0 345.3 134.3 37,4 108.24 11.76 97 277.0 345.6 133.5 36.8 108.12 11.88 98 278.0 345.8 132.8 36,2 107.98 12.02 99 279.0 346.1 132.0 35.6 107.83 12.17 one hundred 280,0 346.3 131.3 35.0 107.66 12.34 101 281.0 346.6 130.5 34,4 107.47 12.53 102 282.0 346.8 129.7 33.9 107.26 12.74 103 283.0 347.0 128.9 33.3 107.04 12.96 104 284.0 347.3 128.1 32,7 106.79 13.21 105 285.0 347.5 127.3 32,2 106.53 13.47 106 286.0 347.7 126.5 31.6 106.25 13.75 107 287.0 347.9 125.7 31.1 105.95 14.05 108 288.0 348.1 124.8 30.6 105.63 14.37 109 289.0 348.4 123.9 30,0 105.29 14.71 110 290.0 348.6 123.0 29.5 104.94 15.06 111 291.0 348.8 122.1 29.0 104.56 15.44 112 292.0 349.0 121,2 28.5 104.16 15.84 113 293.0 349.2 120.3 28.0 103.74 16.26 114 294.0 349.4 119.4 27.5 103.30 16.70 115 295.0 349.6 118.4 26.9 102.84 17.16 116 296.0 349.8 117.4 26.5 102.36 17.64 117 297.0 350,0 116.4 26.0 101.86 18.14 118 298.0 350,2 115.4 25.5 101.33 18.67 119 299.0 350,4 114.4 25.0 100.79 19.21

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 120 300,0 350.6 113.3 24.5 100.22 19.78 121 301.0 350.8 112.2 24.0 99.62 20.38 122 302.0 350.9 111.2 23.6 99.01 20,99 123 303.0 351.1 110.0 23.1 98.37 21.63 124 304.0 351.3 108.9 22.6 97.70 22.30 125 305.0 351.5 107.8 22.2 97.01 22,99 126 306.0 351.7 106.6 21.7 96.30 23.70 127 307.0 351.9 105,4 21,2 95.56 24.44 128 308.0 352.0 104.2 20.8 94.79 25.21 129 309.0 352.2 102.9 20.3 94.00 26.00 130 310.0 352.4 101.7 19.9 93.17 26.83 131 311.0 352.6 100,4 19.5 92.33 27.67 132 312.0 352.7 99.1 19.0 91.45 28.55 133 313.0 352.9 97.7 18.6 90.55 29.45 134 314.0 353.1 96.4 18.1 89.61 30.39 135 315.0 353.2 95.0 17.7 88.65 31.35 136 316.0 353.4 93.5 17.3 87.65 32.35 137 317.0 353.6 92.1 16.9 86.63 33.37 138 318.0 353.7 90.6 16,4 85.57 34.43 139 319.0 353.9 89.1 16,0 84.49 35.51 140 320,0 354.0 87.6 15.6 83.37 36.63 141 321.0 354.2 86.0 15,2 82.21 37.79 142 322.0 354.4 84,4 14.8 81.03 38.97 143 323.0 354.5 82.8 14.3 79.81 40.19 144 324.0 354.7 81.1 13.9 78.55 41.45 145 325,0 354.8 79,4 13.5 77.26 42.74 146 326.0 355.0 77.7 13.1 75.94 44.06 147 327.0 355.2 75.9 12.7 74.58 45.42 148 328.0 355.3 74.1 12.3 73.19 46.81 149 329.0 355.5 72.3 11.9 71.76 48.24

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 150 330.0 355.6 70,4 11.5 70.29 49.71 151 331.0 355.8 68.5 11.1 68.79 51.21 152 332.0 355.9 66.6 10.7 67.25 52.75 153 333.0 356.1 64.6 10.3 65.67 54.33 154 334.0 356.2 62.6 9.9 64.06 55.94 155 335.0 356.4 60.5 9.5 62.41 57.59 156 336.0 356.5 58.5 9.1 60.72 59.28 157 337.0 356.7 56.3 8.8 59.00 61.00 158 338.0 356.8 54,2 8.4 57.24 62.76 159 339.0 357.0 52.0 8.0 55.44 64.56 160 340.0 357.1 49.8 7.6 53.61 66.39 161 341.0 357.3 47.6 7.2 51.75 68.25 162 342.0 357.4 45.3 6.8 49.85 70.15 163 343.0 357.6 43.0 6.4 47.92 72.08 164 344.0 357.7 40.6 6.1 45.96 74.04 165 345.0 357.8 38,2 5.7 43.96 76.04 166 346.0 358.0 35.8 5.3 41.94 78.06 167 347.0 358.1 33,4 4.9 39.89 80.11 168 348.0 358.3 30.9 4,5 37.81 82.19 169 349.0 358.4 28,4 4.1 35.70 84.30 170 350,0 358.6 25.9 3.8 33.57 86.43 171 351.0 358.7 23,4 3.4 31,42 88.58 172 352.0 358.9 20.9 3.0 29.25 90.75 173 353.0 359.0 18.3 2.6 27.06 92.94 174 354.0 359.1 15.7 2,3 24.85 95.15 175 355.0 359.3 13.1 1.9 22.63 97.37 176 356.0 359.4 10.5 1,5 20.40 99.60 177 357.0 359.6 7.9 1,1 18.16 101.84 178 358.0 359.7 5.3 0.8 15.91 104.09 179 359.0 359.9 2.6 0.4 13.66 106.34

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 180 0,0 0,0 0,0 0,0 11.40 108.60 181 0.1 1,0 359.6 357.4 13.66 106.34 182 0.3 2.0 359.2 354.7 15.91 104.09 183 0.4 3.0 358.9 352.1 18.16 101.84 184 0.6 4.0 358.5 349.5 20.40 99.60 185 0.7 5,0 358.1 346.9 22.63 97.37 186 0.9 6.0 357.7 344.3 24.85 95.15 187 1,0 7.0 357.4 341.7 27.06 92.94 188 1,1 8.0 357.0 339.1 29.25 90.75 189 1.3 9.0 356.6 336.6 31,42 88.58 190 1.4 10.0 356.2 334.1 33.57 86.43 191 1,6 11.0 355.9 331.6 35.70 84.30 192 1.7 12.0 355.5 329.1 37.81 82.19 193 1.9 13.0 355.1 326.6 39.89 80.11 194 2.0 14.0 354.7 324,2 41.94 78.06 195 2.2 15.0 354.3 321.8 43.96 76.04 196 2,3 16,0 353.9 319.4 45.96 74.04 197 2,4 17.0 353.6 317.0 47.92 72.08 198 2.6 18.0 353.2 314.7 49.85 70.15 199 2.7 19.0 352.8 312.4 51.75 68.25 200 2.9 20,0 352.4 310,2 53.61 66.39 201 3.0 21.0 352.0 308.0 55.44 64.56 202 3.2 22.0 351.6 305.8 57.24 62.76 203 3.3 23.0 351.2 303.7 59.00 61.00 204 3,5 24.0 350.9 301.5 60.72 59.28 205 3.6 25.0 350.5 299.5 62.41 57.59 206 3.8 26.0 350.1 297.4 64.06 55.94 207 3.9 27.0 349.7 295.4 65.67 54.33 208 4.1 28.0 349.3 293.4 67.25 52.75 209 4.2 29.0 348.9 291.5 68.79 51.21

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 210 4.4 30,0 348.5 289.6 70.29 49.71 211 4,5 31,0 348.1 287.7 71.76 48.24 212 4.7 32,0 347.7 285.9 73.19 46.81 213 4.8 33.0 347.3 284.1 74.58 45.42 214 5,0 34.0 346.9 282.3 75.94 44.06 215 5.2 35.0 346.5 280.6 77.26 42.74 216 5.3 36.0 346.1 278.9 78.55 41.45 217 5.5 37.0 345.7 277.2 79.81 40.19 218 5,6 38,0 345.2 275.6 81.03 38.97 219 5.8 39.0 344.8 274.0 82.21 37.79 220 6.0 40,0 344.4 272.4 83.37 36.63 221 6.1 41.0 344.0 270.9 84.49 35.51 222 6.3 42.0 343.6 269.4 85.57 34.43 223 6.4 43.0 343.1 267.9 86.63 33.37 224 6.6 44.0 342.7 266.5 87.65 32.35 225 6.8 45.0 342.3 265.0 88.65 31.35 226 6.9 46.0 341.9 263.6 89.61 30.39 227 7.1 47.0 341.4 262.3 90.55 29.45 228 7.3 48.0 341.0 260.9 91.45 28.55 229 7.4 49.0 340.5 259.6 92.33 27.67 230 7.6 50,0 340.1 258.3 93.17 26.83 231 7.8 51.0 339.7 257.1 94.00 26.00 232 8.0 52.0 339.2 255.8 94.79 25.21 233 8.1 53.0 338.8 254.6 95.56 24.44 234 8.3 54.0 338.3 253.4 96.30 23.70 235 8.5 55.0 337.8 252.2 97.01 22,99 236 8.7 56.0 337.4 251.1 97.70 22.30 237 8.9 57.0 336.9 250,0 98.37 21.63 238 9.1 58.0 336.4 248.8 99.01 20,99 239 9.2 59.0 336.0 247.8 99.62 20.38

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 240 9,4 60.0 335.5 246.7 100.22 19.78 241 9.6 61.0 335.0 245.6 100.79 19.21 242 9.8 62.0 334.5 244.6 101.33 18.67 243 10.0 63.0 334.0 243.6 101.86 18.14 244 10,2 64.0 333.5 242.6 102.36 17.64 245 10,4 65.0 333.1 241.6 102.84 17.16 246 10.6 66.0 332.5 240.6 103.30 16.70 247 10.8 67.0 332.0 239.7 103.74 16.26 248 11.0 68.0 331.5 238.8 104.16 15.84 249 11.2 69.0 331.0 237.9 104.56 15.44 250 11,4 70.0 330.5 237.0 104.94 15.06 251 11.6 71.0 330.0 236.1 105.29 14.71 252 11.9 72.0 329.4 235.2 105.63 14.37 253 12.1 73.0 328.9 234.3 105.95 14.05 254 12.3 74.0 328,4 233.5 106.25 13.75 255 12.5 75.0 327.8 232.7 106.53 13.47 256 12.7 76.0 327.3 231.9 106.79 13.21 257 13.0 77.0 326.7 231.1 107.04 12.96 258 13,2 78.0 326.1 230.3 107.26 12.74 259 13,4 79.0 325.6 229.5 107.47 12.53 260 13.7 80.0 325,0 228.7 107.66 12.34 261 13.9 81.0 324,4 228.0 107.83 12.17 262 14.2 82.0 323.8 227.2 107.98 12.02 263 14,4 83.0 323.2 226.5 108.12 11.88 264 14.7 84.0 322.6 225.7 108.24 11.76 265 14.9 85.0 322.0 225.0 108.34 11.66 266 15,2 86.0 321.3 224.3 108,42 11.58 267 15.4 87.0 320,7 223.6 108.49 11.51 268 15.7 88.0 320.1 222.9 108.54 11.46 269 16,0 89.0 319.4 222.3 108.57 11.43

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 270 16.3 90.0 318.8 221.6 108.58 11.42 271 16.5 91.0 318.1 220.9 108.58 11.42 272 16.8 92.0 317.4 220.3 108.56 11.44 273 17.1 93.0 316.8 219.6 108.52 11.48 274 17.4 94.0 316.1 219.0 108.46 11.54 275 17.7 95.0 315.4 218.4 108.39 11.61 276 18.0 96.0 314.7 217.8 108.30 11.70 277 18.3 97.0 313.9 217.2 108.19 11.81 278 18.7 98.0 313.2 216.5 108.06 11.94 279 19.0 99.0 312.5 215.9 107.92 12.08 280 19.3 100.0 311.7 215.4 107.76 12.24 281 19.7 101.0 311.0 214.8 107.58 12,42 282 20,0 102.0 310,2 214.2 107.38 12.62 283 20,4 103.0 309.4 213.6 107.17 12.83 284 20.7 104.0 308.6 213.1 106.93 13.07 285 21.1 105.0 307.8 212.5 106.68 13.32 286 21.5 106.0 307.0 211.9 106.41 13.59 287 21.9 107.0 306.1 211.4 106.12 13.88 288 22.2 108,0 305.3 210.9 105.81 14.19 289 22.7 109.0 304.4 210.3 105.48 14.52 290 23.1 110.0 303.5 209.8 105.13 14.87 291 23.5 111.0 302.6 209.3 104.76 15.24 292 23.9 112.0 301.7 208.7 104.37 15.63 293 24.4 113.0 300.8 208.2 103.96 16.04 294 24.8 114.0 299.8 207.7 103.53 16.47 295 25.3 115.0 298.9 207.2 103.08 16.92 296 25.8 116.0 297.9 206.7 102.61 17.39 297 26.2 117.0 296.9 206.2 102,12 17.88 298 26.7 118.0 295.9 205.7 101.60 18.40 299 27.3 119.0 294.9 205.2 101.06 18.94

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 300 27.8 120.0 293.8 204.7 100.50 19.50 301 28.3 121.0 292.8 204.3 99.92 20.08 302 28.9 122.0 291.7 203.8 99.31 20.69 303 29.5 123.0 290.6 203.3 98.67 21.33 304 30.1 124.0 289.5 202.8 98.02 21.98 305 30.7 125.0 288.3 202.4 97.34 22.66 306 31.3 126.0 287.1 201.9 96.63 23.37 307 32,0 127.0 285.9 201.4 95.90 24.10 308 32,7 128.0 284.7 201.0 95.14 24.86 309 33.3 129.0 283.5 200.5 94.35 25.65 310 34.1 130.0 282.2 200.1 93.54 26.46 311 34.8 131.0 280.9 199.6 92.70 27.30 312 35.6 132.0 279.6 199.2 91.83 28.17 313 36,4 133.0 278.3 198.8 90.93 29.07 314 37,2 134.0 276.9 198.3 90.00 30.00 315 38.1 135.0 275.5 197.9 89.04 30.96 316 38.9 136.0 274.1 197,4 88.05 31.95 317 39.9 137.0 272.7 197.0 87.03 32.97 318 40.8 138.0 271.2 196.6 85.98 34.02 319 41.0 138.2 270.9 196.5 85.79 34.21 320 42.9 140.0 268.1 195.7 83.78 36.22 321 39.0 136.1 274.0 197,4 87,99 32.01 322 45.1 142.0 265.0 194.9 81.45 38.55 323 46.2 143.0 263.3 194.5 80.23 39.77 324 47.5 144.0 261.6 194.1 78.98 41.02 325 48.7 145.0 259.9 193.7 77.69 42.31 326 50.1 146.0 258.2 193.2 76.37 43.63 327 51.5 147.0 256,4 192.8 75.01 44,99 328 53.0 148.0 254.6 192.4 73.61 46.39 329 54.5 149.0 252.8 192.0 72.18 47.82

Table 1 continued PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 330 56.1 150.0 250.9 191.6 70.71 49.29 331 57.8 151.0 249.0 191.2 69.21 50.79 332 59.6 152.0 247.1 190.8 67.66 52.34 333 61.5 153.0 245.1 190.4 66.08 53.92 334 63.5 154.0 243.1 190.0 64.46 55.54 335 65.6 155.0 241.0 189.6 62.81 57.19 336 67.8 156.0 238.9 189.2 61.12 58.88 337 70,2 157.0 236.8 188.8 59.39 60.61 338 72.6 158.0 234.7 188.4 57.62 62.38 339 75,2 159.0 232.5 188.1 55.81 64.19 340 78.0 160,0 230,2 187.7 53.97 66.03 341 81.0 161.0 228.0 187.3 52.10 67.90 342 84.1 162.0 225.7 186.9 50.19 69.81 343 87.4 163.0 223.3 186.5 48.25 71.75 344 90.9 164.0 221.0 186.1 46.27 73.73 345 94.7 165.0 218.6 185.7 44.26 75.74 346 98.6 166.0 216.2 185.3 42.22 77.78 347 102.9 167.0 213.7 185.0 40.15 79.85 348 107.3 168.0 211.2 184.6 38.05 81.95 349 112.0 169.0 208.7 184.2 35.93 84.07 350 117.0 170.0 206.2 183.8 33.78 86.22 351 122.3 171.0 203.6 183.4 31.61 88.39 352 127.8 172.0 201.1 183.0 29.42 90.58 353 133.6 173.0 198.5 182.7 27.21 92.79 354 139.7 174.0 195.9 182.3 24,99 95.01 355 146.0 175.0 193.2 181.9 22.74 97.26 356 152.5 176.0 190.6 181.5 20.49 99.51 357 159.2 177.0 188.0 181.1 18.23 101.77 358 166.1 178.0 185.3 180.8 15.95 104.05 359 173.0 179.0 182.7 180,4 13.68 106.32 360 180.0 180.0 180.0 180.0 11.40 108.60

As you can see, all three of the above conditions are met:

table 2 PTO crankshaft journals rotor cranks cameras, angular volume φ, deg γ _A γ _B β _A β _B K ₁ , K ₃ K ₂ , K ₄ 0 180.0 180.0 180.0 180.0 11.40 108.60 90 270,0 343.7 138.4 41.2 108.58 11.42 180 0,0 0,0 0,0 0,0 11.40 108.60 270 16.3 90.0 318.8 221.6 108.58 11.42

The values of the minimum angular volumes coincide (subject to tolerances) and are equal to 11.4º, the values of the maximum angular volumes also coincide and equal to 108.6º

The values of the minimum angular volumes in the chambers K1, K2, K3 and K4 are achieved, respectively, with the angular position of the PTO 11 equal to 0º, 90º, 180º and 270º.

The values of the angular positions of the running and running surfaces of the blades of the chamber, in which the compression stroke ended, coincide and correspond to the position of the spark plug 2:

Table 3 PTO, φ camera running surface runaway surface 0 3 π + β _A + δ _A -λ / 2 = + 5.7º π + β _B + δ _B + λ / 2 = -5.7º 90 four β _B + δ _B -λ / 2 = + 5.5º π + β _A + δ _A + λ / 2 = -5.9º 180 one β _A + δ _A -λ / 2 = + 5.7º β _B + δ _B + λ / 2 = -5.7º 270 2 π + β _B + δ _B -λ / 2 = + 5.9º β _A + δ _A + λ / 2 = -5.5º

Similarly, for all chambers, the angular positions of the respective blades coincide when opening and closing the inlet 3 and outlet 4 windows.

The advantage of the engine should also be attributed to the fact that it contains (in addition to the actual rotor rotors) only crank mechanisms, well mastered in production.

Claims (1)

A rotary vane internal combustion engine containing a working cylinder, two coaxially arranged rotors, a power take-off shaft, two crankshafts and two connecting rods of rotors, each rotor has an axis to which two blades are attached inside the working cylinder, and outside it is a crank, each connecting rod rotors connected to the neck of its crankshaft and to the crank of its rotor, characterized in that it contains two connecting rods of the power take-off shaft, each crankshaft has a crank, the power take-off shaft has two cranks, each connecting rod of the power take-off STI is connected to a neck crank your crankshaft and its PTO crank.

Images