RU2405950C2 - Rotary internal combustion engine - Google Patents

Abstract

FIELD: engines and pumps. ^ SUBSTANCE: proposed engine comprises pairs of two-chamber units for "intake-compression" and "work stroke-exhaust" cycles with variable-volume combustion chambers formed by circular stators and two-bimodal rotors revolving therein. Gas charge moves in said units via holes in fixed sidewalls and channels made in lateral surface of the rotor. Engine includes common working shaft that articulates rotors of all units and is not aligned with stator centre. Centres of circular stators are aligned in every pair of two-chamber units. There are springs inside the rotor to press rotary sealing shoes against the stator. Said sealing shoes terminate in curvilinear ledges of invariable curvature. Said shoes serve to seal said chambers. Common working shaft consists of interchamber cylindrical parts and hollow (within the limits of rotor) parts with stiffness plates welded thereto. Stiffness plates move in rotor slots for it to revolve. Each slide rotor consists of two symmetric slide parts with rotary sealing shoes arranged on its end and rectangular guides sliding along rotor lengthwise axis. In using two pairs of two-chamber units, centres of their stators are arranged on opposite sides of the common working shaft. ^ EFFECT: ease of production, longer life. ^ 1 cl, 6 dwg

Description

The invention can be used in the field of engine manufacturing to convert the energy of liquid fuel into rotational mechanical energy.

Known rotary engine containing pairs of two-chamber blocks, closed variable volumes in which are formed by circular stators and two-vertex rotors having sealing shoes and kinematically connected with a movable gear of internal gearing, and the charge moves from chamber to chamber through openings in the end walls of the interchamber [1] .

The disadvantages of this engine are the difficulty of translating movement from the rotor to the working shaft and the large transverse area of this translation, since its required diameter exceeds twice the diameter of the internal gear. This circumstance significantly reduces the volume of the working chambers, since it does not significantly increase their width.

The objective of the invention is to simplify the design of rotors with a working shaft, increase tightness, increase the time of abrasion of the sealing elements and increase the volume of the working chambers, as a result of which the economic and environmental performance of the engine will improve and the service life will increase. EFFECT: simplification of engine manufacturing technology and increase of its durability.

This goal is achieved by the fact that in a rotary internal combustion engine containing pairs of two-chamber blocks of the “intake-compression” and “working stroke-release” type, closed variable volumes in which are formed by circular stators and two-vertex rotors moving in them, the movement of gas charge (along to these blocks) is carried out using holes in the fixed side walls and channels on the side surface of the rotors, the tops of which are hermetically joined with rotary sealing elements - shoes, the outer radius of which equal to the inner radius of the stator surface.

The rotary engine has a common working shaft kinematically connecting the rotors of all blocks and not coinciding with the center of the stator; each rotor is sliding and consists of two symmetric sliding parts with rotary sealing shoes at the ends and straight guides that hermetically slide along the longitudinal axis of the rotor.

The common working shaft consists of interchamber cylindrical parts and hollow (within the rotors) parts with welded stiffeners, which, moving in the slots of the rotor, provide the rotor with rotational movement.

In each pair of two-chamber blocks, the centers of circular stators coincide.

Inside the rotor there are springs pressing rotary sealing shoes to the stator, which end with curvilinear protrusions of constant curvature and hermetically sliding in the grooves of the arc walls of the rotors.

When using two pairs of two-chamber blocks, the centers of their stators are located on opposite sides of the common working shaft; the blocks are adjacent to each other through an opening in the partition between them (the transfer of the working mixture from the inlet-compression chamber to the working stroke-outlet chamber is performed at the end of the compression stroke); the rotor slots of adjacent blocks (inlet-compression unit and working stroke-output unit) of charge compression and combustion are rotated relative to each other by a certain angle.

The significance of the differences of the proposed engine is associated with a maximum reduction in the number of kinematic links in a multi-chamber engine and is justified as follows:

- a change in volume in each of the four chambers is created by the rotation of one working shaft and a very small sliding movement of the parts of the rotors relative to this shaft;

- the common working shaft and the sliding of its guide part along the rotor slit noticeably simplify power take-off;

- the transfer of mechanical energy and the movement of the charge mixture do not require additional auxiliary mechanical links;

- the displacement on the shaft of one rotor by a certain angle relative to the other rotor allows you to completely distill the extremely compressed charge of one unit into an increasing combustion chamber of the other;

- the location of the centers of the stators of adjacent pairs of two-chamber blocks on different sides of the common working shaft provides a damping of part of the effort from gas pressure on the working shaft on each side;

- each rotor consists of two identical pairs of parts.

The following drawings show:

figure 1 is a longitudinal schematic section of an engine (consisting of one pair of two-chamber blocks) with the horizontal position of the rotors (sealing shoes not shown);

figure 2 is a simplified diagram of a two-chamber block "inlet-compression";

figure 3 is a simplified diagram of a two-chamber block "stroke-release";

figure 4 is a spatial section of a part of the rotor along its minor axis;

5 is a section through the interchamber side wall between the blocks (in the first side wall, the hole is on the left, in the last on the right);

6 is a longitudinal section of an engine consisting of two pairs of two-chamber blocks with the horizontal position of the rotors.

For clarity, the gaps between the contacting surfaces in the drawings are increased. Many parts of the rotors allow hollow interior spaces with stiffeners, which are not always indicated.

The engine contains: circular cylindrical stators 1 (Figs. 1-3, 5, 6), in which on one common working shaft 2 (Figs. 1, 4, 6), consisting of interchamber cylindrical parts and rectangular hollow (within the rotors) parts with stiffness plates 4 welded to guides 8 (Figs. 1–4, 6), which provide, at high pressures and centrifugal forces, their rectilinear movement along their axis and rotation of the rotors 3 (Figs. 1–4, 6); stiffening plates 4 provide the rigidity of the rotor 3; rotary sealing shoes 5 (figures 1-3, 6); holes 6 (figure 5) in the fixed walls of the stator 10.

Each rotor 3 is sliding and consists of two symmetric sliding parts that slide along the axis of the rotor and are mechanically separated by a spring 7 (Figs. 1-3, 6) for pressing the sealing shoes 5 to the stator 1.

In each block between the stator 1 and the rotors 3 a pair of working chambers is formed - the “intake - compression” of the charge and the “combustion - release”.

The holes inside the rotors 3, providing a connection of the chambers with holes 6 in the fixed walls, are not indicated here.

The kinematics of the engine is as follows. On the common working shaft 2 of the engine by means of the movement of the air-fuel mixture, rotors 3 of two-chamber blocks rotate around the axis of this shaft in circular stators 1, offset relative to the stator axis by a certain distance e - eccentricity (Figs. 2, 3). The springs 7 and centrifugal force press the sliding parts of the rotors 3 against the walls of the stators and, using the rotary shoes 5, ensure the tightness of the chambers. The stiffening plates 4 welded to the rotating shaft 2, moving in the slots of the rotor 3, provide the rotor with a rotational movement under the action of high gas pressure in the chamber "stroke". (The shift of the spring is small enough, about 0.05 of the length of the rotor).

Each pair of two-chamber engine blocks works as follows. The rotation and sliding of the rotors 3 create in each of the blocks two closed working volumes (chambers), each (each) of which changes its volume - it increases, then decreases, and vice versa. An increasing volume absorbs a fresh charge, and a decreasing volume in this block compresses this charge. The compressed charge (through the hole 6 in the stator wall) is transferred to another chamber (to the second block), where it ignites, creates high pressure and, thus, torque. In the next chamber (outlet), the pressure drops and the charge is removed through the outlet. The movement of the charge through the holes 6 in the fixed walls always has one direction.

The periodic alignment of the chambers through the fixed holes 6 ensures the implementation of four clock cycles of a rotary internal combustion engine: inlet - compression - working stroke - exhaust. More specifically, this chain of steps is illustrated by the example of movement (counterclockwise in the first pair of two-chamber blocks).

Additional designations: MK (Fig. 1) - torque of a rotary engine; Vmax, Vmin (figure 2, 3) - respectively, the maximum and minimum volumes of the working chambers of the engine.

1. The first two-chamber unit ("inlet - charge compression").

The rotation of the rotor 3 increases the volume of the inlet chamber and a fresh charge is supplied to it. After a certain rotation of the rotor 3, its chamber leaves the connection with the inlet, the charge transfers to another chamber (compression), the volume of which begins to decrease - the working mixture is compressed.

With the proper compression ratio ε (in this case ε = 8.5), the compression chambers and the stroke are connected and through the hole 6 the compressed charge passes from the compression chamber of the first two-chamber block to the working chamber of the second two-chamber block.

2. The second two-chamber unit ("working stroke - release").

An increase in pressure occurs in the compression chamber. After a certain rotation of the rotor, the pressure necessary for the combustion process is achieved, the charge is ignited from the spark plug 9 (Fig. 3), a working cycle occurs with a sharp increase in the volume of the combustion chamber. The procedure for this ignition depends on the type of engine - for carbureted engines it is a spark, for diesels - for the supply of high pressure liquid fuel through narrow openings.

At a certain angle of rotation of the rotor 3, its chamber is connected to the hole 6 of the fixed wall of the stator and the charge is removed. Thus, by periodically connecting the chambers (compression and travel) through fixed openings between each other, the compressed charge flows into the combustion chamber, where the engine travels. Fresh charge is introduced into the chamber through an inlet in the wall of the stator 1 of the first two-chamber block, and the burnt charge is released from the chamber through the outlet 6 in the stator wall of the second two-chamber block.

The kinematic combination of two pairs of two-chamber blocks using a common working shaft 2, but with a different arrangement of the centers of the stators 1 relative to each other, reduces the bending moment along the axis of the shaft from high total pressure forces. This moment arises due to differently directed forces acting on the adjacent rotors of 3 combustion chambers, which creates bearing wear.

Thus, the proposed project takes into account two factors: strength and tightness. To ensure strength, stiffeners are used, and for tightness (with the mechanical combination of sliding parts), the same surface curvature and centrifugal force along with the spring are used (for clamping shoes to the rotor wall). Changing the length of the sealing part of the shoes allows you to have an allowable specific pressure on the stator with a large number of engine revolutions.

For a better idea of the dimensions of the engine, we present some of its dimensions (Fig.2, 3). The diameter of the stator D = 250 mm, the distance e (between the centers of the shaft and the stator) is 2.8 mm (its ratio to the radius is e / R = 2e / D = 2/45). The volume of the entire engine will be equal to V = 2.22 l; piston stroke (shoe with rotor) S = 11.3 mm. The effective engine power N _e = 80 kW at a shaft speed of n = 5000 rpm. The engine is two-block (four-cylinder), the number of cylinders i = 4.

The small displacement of the rotors and the large slip area of the shoes make it possible to have a very large number of revolutions.

For example, four piston engines, equivalent in volume to one proposed engine, will have four blocks of three moving links (piston, crank and connecting rod), i.e. only twelve kinematic links and several links that control the fuel supply in each engine. The number of kinematic links, engine dimensions and mechanical losses increase sharply.

Previously produced Wankel rotary engines had a very small transverse size of the sealing area (sealing plate), which required a strong clamping of the sealing part to the stator walls. This resulted in large engine wear and, consequently, a short service life.

In the proposed engine, the same curvature of the surfaces and a large sealing area do not require strong pressure, and there is practically no flow through the contact of the surfaces. In addition, such a large area can reduce the influence of centrifugal force on the process of abrasion of surfaces, i.e. will increase engine runtime (durability). The relative usable volume of the combustion chambers with respect to the overall dimensions of the stator in the proposed engine is greater than in the Felix Wankel engine.

The proposed rotary engine can operate both in spark ignition mode and in diesel mode.

The source of information

1. RF patent N 2242624, F02B 53/08 of 12.20.2004.

Claims (1)

A rotary internal combustion engine containing pairs of two-chamber inlet-compression and working stroke-exhaust blocks, closed variable volumes in which are formed by circular stators and two-vertex rotors moving in them, the gas charge is moved (through these blocks) using openings in the fixed side walls and channels on the side surface of the rotors, the engine includes a common working shaft kinematically connecting the rotors of all blocks and not coinciding with the center of the stator, in each pair of two-chamber units The centers of the circular stators coincide, inside the rotor there are springs pressing rotary sealing shoes to the stator, which end with curvilinear protrusions of constant curvature, using tight rotary sealing shoes, the chamber is sealed, characterized in that the common working shaft consists of interchamber cylindrical parts and hollow (in within the rotors) of parts with welded stiffening plates, which, moving in the slots of the rotor, provide the rotor with a rotational movement, each rotor is sliding and consists of two symmetrical sliding parts with rotary sealing shoes at the ends and rectilinear guides, hermetically sliding along the longitudinal axis of the rotor, and when using two pairs of two-chamber blocks, the centers of their stators are located on opposite sides of the common working shaft.

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