RU2628813C2 - Revolving rotary-piston engine - Google Patents

Abstract

FIELD: engine devices and pumps.

SUBSTANCE: toroidal working cylinder is divided into working chambers by pairs of elements, each consisting of a blade (piston) and a lock chamber, and the movement mechanism of the lock chamber allows unobstructed controlled movement of the blade (piston) and gas mixture along the cylinder while maintaining compression and the composition of the compressed gas mixture. The rotating annular element, designed as a side wall of the cylinder, provides both kinematic and power connection between the piston and the output shaft, acting as an engine rotor.

EFFECT: simplicity of the design, which excludes mechanisms for coordinating the motion of the blades and power take-off, valve and crank-conrod mechanisms and not providing blade retainers, makes it possible to significantly simplify the engine, increase its reliability and reduce the requirements to the used materials, and, as a result, its cost.

11 dwg

Description

FIELD OF TECHNOLOGY

The invention relates to the field of mechanical engineering of rotary piston and rotary vane volumetric machines, in particular engines, compressors, pumps, and can be used, in particular, in the automotive industry and aviation.

BACKGROUND

The most famous solution for rotary piston internal combustion engines is the Wankel engine (Wankel - US patent No. 8312859)

The advantages of this design are the absence of the need to convert the reciprocating motion into rotational, a significant reduction in the mass of moving parts due to the exclusion of the crankshaft and connecting rods from the design, low vibration level, a wide range of engine operating speeds, and structural simplicity, and as a result - high dynamic characteristics, specific power and smaller overall dimensions.

The disadvantages of this design are the complex design of the housing, the rotor and its drive, as well as the low resource of mechanical seals.

An alternative scheme is the design of rotary vane engines. Usually they contain a hollow body, in which two two-bladed rotors are located on the coaxial shafts, dividing the body cavity into chambers of variable volume and a blade communication mechanism.

Such a design is described in patent SU 5062992/29 (Shalaev B.C. et al.), In which the blade coupling mechanism comprises levers rigidly connected to the shafts and a planetary gear train.

A similar type of mechanism is described in patent RU 2084641 (Tenishev I.S. et al.), In which the mechanism for synchronizing the movement of the blades uses a sun wheel, carrier, satellites with cranks and traction mechanism and is located in the cavity of the bushings of the blades of the rotor-blade engine.

Known rotary vane internal combustion engine (RU 2488704, IM Potapov and others), in which the synchronizing mechanisms that provide the kinematic connection between the shafts are made in the form of two gearboxes and are installed one on each shaft and consist of cylindrical gears and ratchet gears.

In patent RU 2292463 (V. Gridin), the mechanism for coordinating the movement of the blades is made in the form of a gear transmission kinematically connected with a crank-slider system. In the patent RU 2467175 of the same author, the linking mechanism of the blades is two mounted from two ends of the housing of the planetary mechanism. In the design proposed in patent RU 2292470 (V.V. Multanovsky), the mechanism for synchronizing the movement of the blades contains gear wheels of variable radius, which have a special shape of the pitch surface, providing a harmonic, for example sinusoidal, law of variation of the angular velocity of the rotors with uniform rotation of the power take-off shaft .

Typical drawbacks of the aforementioned type of rotary engines are the complexity of both the mechanism for coordinating the movement of the blades relative to each other, and the power take-off mechanism necessary to take off power from two different shafts moving non-uniformly.

Large alternating shock loads in the mechanism for coordinating the movement of the blades, as well as the use of ratchet mechanisms and overrunning clutches in the power take-off mechanism reduce its life, which leads to unreliability of the structure as a whole.

The solution is known, which is described in patent RU 2292462 (Mokrushin V.A. et al.), Where the unidirectional rotational motion of the blades according to a complex law is replaced by rotational-vibrational motion of the rotor, which is converted into rotational motion of the shaft using a crank-slide mechanism. A similar approach is described in patent RU 2393361 (Blatov R.A.), in which the driving piston unit rotates and oscillates.

A number of designs of rotor-vane engines are known, the authors of which tried to avoid the need to use an unreliable and energy-consuming mechanism for coordinating the movement of the blades.

In the design proposed in patent RU 2260129 (Doronin V.T.), it is proposed to replace the complex law of motion of the blades with a simple rotational movement, using two working cavities, additional bypass manifolds with valves and dampers that perform reciprocating motion. The complication of the design due to the introduction of these additional elements, energy costs for the movement of the shutters with a drive mechanism and losses in the manifolds significantly reduce the efficiency of the engine and destroy the expected benefits from the lack of a mechanism for matching the movement of the blades.

Patent RU 2465473 (Mikhailov I.I.) describes a rotary piston internal combustion engine, which contains a toroidal housing, two blocks with opposed pistons, which are equipped with spring-loaded stoppers, latches, position sensors of the piston blocks and a gear differential with a flywheel that relieve the load with two coaxial power shafts.

In the designs proposed in the patents RU 2371592, RU 2371593 and RU 2380556 (VT Doronin), rotary vane-piston impellers divide the working cavity of the cylinder into working chambers. The engine is additionally equipped with sensors and position locks of the rotor vane-piston impellers for periodic connection with the axis of the output shaft and the housing and a special electronic system for controlling the engine valves.

The patent RU 2366819 describes a twin-shaft rotary vane engine (Orlov I.M. et al.). He does not use a mechanism for coordinating the movement of the blades. Only one pair of blades moves at each moment of time, and the other is fixed at this time.

The rotor blades touch at the end of each stroke of the working stroke. The disadvantage of this solution is the unreliability of the design, a decrease in the efficiency and resource of the engine due to the use of a dog-stopper in the design for fixing the blades and overrunning clutches to relieve the load from the two output shafts, which causes shock loads. The contact of the blades with each other at the end of each measure determines another inevitable source of shock loads.

However, in this technical solution there are the following features:

1. The absence in the design of the mechanism for coordinating the movement of the blades.

2. The working area formed between the rotating blade and the fixed element (the role of which in the patent RU 2366819 is played by a fixed blade).

3. Unidirectional rotational movement of the blades.

4. Lack of valve mechanism design.

5. Lack of piston position sensors in the design.

Therefore, we will take this technical solution as a prototype, since it has the maximum combination of essential features common with the invention.

OBJECT OF THE INVENTION

The aim of this invention is to develop a simple, reliable rotary engine with a long service life, low specific gravity, using direct transfer of fuel combustion energy into rotation, without the use of a mechanism for converting reciprocating motion into rotational, or energy-intensive mechanisms for matching the movement of blades, overrunning couplings, ratchets or other devices that reduce engine life and efficiency.

The technical result is to increase efficiency, reduce vibration, simplify the design, improve manufacturability, reliability and durability of the engine.

SUMMARY OF THE INVENTION

COMPLETENESS OF ESSENTIAL SIGNS.

The solution to the above problem, the achievement of the goal and the required technical result is ensured by the following structural scheme. A rotary piston engine with a working cylinder having an annular toroidal working area with inlet and outlet windows, as well as a side wall, which has the ability to freely rotate relative to the housing together with the output shaft, is proposed.

At least two pistons kinematically connected with the movable side wall of the cylinder are slidably inserted inside the working area of the housing along the annular channel of the toroidal cylinder.

Also inside the annular cylinder there are lock chambers that isolate the working zones, which participate together with the pistons in the formation of the working chambers and ensure the transfer of the pistons from one zone to another.

Working zones are formed by sections of the cylinder, limited on one side by moving pistons, and on the other hand by lock chambers.

In the proposed engine there are no complex, previously unknown, structural elements. It uses well-studied thermodynamic cycles and does not require the use of special materials with special properties. The absence of additional mechanisms that ensure the operation of the main elements of the engine, allows you to get a simple to perform and reliable engine.

The results of the application of the proposed design scheme are an increase in efficiency, a decrease in vibration, a simplification of the design, an increase in manufacturability, reliability and durability

TECHNICAL RESULT.

The proposed design of a rotary engine allows you to get better performance compared to existing analogues, namely:

- Increased efficiency due to the rejection of energy-intensive mechanisms for coordinating the movement of blades, overrunning couplings, ratchet mechanisms or similar devices that reduce engine efficiency.

- Increased reliability, increased engine life due to the exclusion of shock loads unavoidable for devices for fixing the blades (clamps) and devices such as ratchet mechanisms.

- Simplification of the design and reduction of the specific gravity of the engine by eliminating the most complex element - the mechanism for matching the movement of the blades with a complex kinematic scheme for converting the uneven movement of the blades, the absence of a power take-off mechanism through the use of a single torque transmission shaft.

- Reduced vibration by eliminating the need to convert reciprocating motion into rotational motion.

- Smaller size, weight, simpler drive, lower price.

- Decrease in requirements to the engine allow to choose more effectively the sizes of elements of the engine and characteristics of working processes.

- Reducing the requirements for the engine allows the flexible use of various materials for its design and reduce the requirements for related materials, for example, the requirements for lubricants.

This design can be used both for engines and for volumetric machines (for example, pumps).

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is illustrated by eleven schemes. The following notation is used in the diagrams:

1 - Gateway separating the exhaust and intake zones.

2 - Piston (blade).

3 - Gateway separating the compression and combustion zones.

4 - Piston (blade).

5, 6 - engine housing.

7 - The ring element is the rotor of the engine.

8 - Drive output shaft.

9 - Drive rotation mechanism of the gateway,

i - Inlet channel.

o - The exhaust channel.

In FIG. 1 shows the main elements included in the design of the engine (1-9).

In FIG. 2 shows the main structural elements (1-7) in the engine housing.

In FIG. 3 shows a functional diagram of the engine on the example of a four-cycle cycle (the mechanism is shown simplified).

In FIG. 4 shows a functional diagram of the operation of the locks (the mechanism is shown simplistically) using 10 consecutive positions of the piston and the lock chamber as an example. 10 positions of the mechanism are indicated by letters from A to J.

In FIG. 5 shows sections of a lock chamber for positions A and C. The section for position A is designated MM and shows an empty lock chamber. The cross section for position C is denoted by N-N and shows a lock chamber with a piston in it.

In FIG. 6 shows a motor lock.

In FIG. 7 shows the drive gateway, providing its rotation.

In FIG. 8 shows a diagram of the movement of a piston in a lock chamber. 4 consecutive piston and lock chamber positions are shown. These positions are indicated by the letters S, T, U and V.

In FIG. 9, the aforementioned four positions S, T, U, and V show the positions of the piston in the lock chamber, illustrating the relative movement of the piston — the movement of the piston relative to the lock.

In FIG. 10 for the above four positions S, T, U and V, an illustration of the portable movement of a piston is shown — the movement of the piston provided by the movement of the airlock.

In FIG. 11, for the four positions S, T, U, and V mentioned, the rotor movement is shown, which determines the final rotation of the output shaft.

DETAILED DESCRIPTION OF THE INVENTION

A rotary engine containing four main elements is proposed:

- annular closed toroidal cylinder,

- locks dividing the internal cavity of the cylinder into separate zones,

- pistons

- a movable annular element of the side wall of the cylinder, acting as a rotor and serving to transfer force from the pistons to the output shaft.

The locks share the various working zones of the cylinder, but are capable of turning the pistons from one zone to another without hindrance.

Each working area is limited on one side by a gateway, on the other hand by a piston.

In terms characteristic of describing rotary vane engines, a rotating annular element providing both kinematic and force coupling between the piston and the output shaft acts as the engine rotor.

The piston, in this case, plays the role of a rotary engine blade.

It is important to note the following features of the proposed design scheme.

1. In the proposed engine design, the movement of the working body - the piston - is a unidirectional movement along the channel of the annular cylinder. And when the piston is transported by the lock chamber, when the piston is rotated, its resulting movement, determined by the superposition of the relative piston motion along the lock channel and the portable piston motion imparted by the rotation of the lock chamber, always contains a velocity component tangent to the conditional annular axis of the engine cylinder. And even at the moment when the piston in the lock stops its movement during the rotation of the lock, only the relative movement of the piston stops, and the portable movement imparted by the rotation of the lock to the piston provides the peripheral speed component necessary for non-stop rotation of the output shaft (Fig. 10). Thus, the piston at any time carries out continuous unidirectional movement along the cylinder. The term "unidirectional movement" is used to denote a closed rotational movement along an annular cylinder and should not be construed as an analogue of the term "rectilinear". The term "rotation" for the movement of the piston is not used, because rotation means movement in a circle, and the piston, when moving in the gateway, makes a complex movement in total. In addition, in the General case, the annular cylinder may not be circular.

2. The proposed engine design lacks the most highly loaded elements of a modern engine. There is no need for a valve mechanism. It does not have a crank mechanism.

3. The most important element of the proposed design - the rotary gateway - never during its movement does not overcome the main forces arising in the engine, as, for example, occurs in the valve mechanism of a classic internal combustion engine.

The lock in its movement does not overcome the pressure of the working pressure in any position. The gateway drive is not a power element. Its purpose is exclusively kinematic. There are no high requirements for strength or fatigue strength (endurance) to this device. This fundamentally distinguishes it both from the mechanism for coordinating the movement of the blades - the weakest element of the known designs of rotary vane engines, and from the drive of the clamps of the prototype.

4. The piston always moves in the direction of rotation of the output shaft and, in principle, does not have positions similar to the upper and lower dead points of the crank mechanism with their maximum loads on the necks of the crankshaft.

This determines a much simpler, and therefore cheaper design, and less stringent requirements for the materials used, and a decrease in the requirements for the used lubricants, and less stringent requirements for the severity of maintaining the temperature regime. Less risk of overheating of the engine allows simplification of the cooling system.

5. The proposed engine operation scheme, in which half of the annular cylinder never contains burning gases, and the locks allow constructively dividing the cylinder into separate elements, makes it possible to consider non-traditional solutions. For example, cooling systems of different parts of the cylinder with different intensities. And even materials of different heat resistance (and therefore cost) that are used to make different parts of the same cylinder.

6. The kinematic diagram of the proposed design does not impose significant restrictions on the size of the elements. The cross-sectional size of the cylinder (conditionally, by analogy with the well-known solutions, in which the cross-section of the cylinder and the piston are circular, we can arbitrarily call it “diameter” and the length of the cylinder (we can consider it as an analogue of the well-known concept of “stroke of the piston”) wide limits, which allows you to choose the optimal combustion mode of the mixture and the most effective option for the engine.

The proposed design uses the same physical principles and thermodynamic cycles as classic internal combustion engines. This means that a four-stroke and two-stroke engine can be made on its basis. It can be both gasoline and diesel, and run on gaseous fuels. Moreover, the same structural scheme can be used for an external combustion engine, and for other mechanisms, for example for pumps. Below, as an example, both in the text and in the illustrations, a four-cycle duty cycle will be considered, which is done for illustrative purposes and should not limit the versatility of the protected design scheme.

The main elements ensuring the operation of engine mechanisms are shown in FIG. 1. In FIG. 2, these same elements are shown in the engine housing.

Consider the duty cycle of such an engine (Fig. 3).

When the engine is running at any time, the annular cylinder contains 4

zones:

The first region (in the diagram of Fig. 3 - region "w") is the zone of filling the combustion chamber with a combustible mixture

The second region (in the diagram of Fig. 3 - region "x") is the compression zone of the combustible mixture.

The third region (in the diagram of Fig. 3 is the region “y”) is the combustion zone (expansion) of the combustible mixture.

The fourth region (in the diagram of Fig. 3 is the region "z") is the exhaust gas discharge zone.

All 4 cycles are simultaneously present in the corresponding parts of the annular cylinder. This means that the proposed design with one cylinder is similar to a four-cylinder piston engine with a crank mechanism for converting reciprocating motion into rotational motion.

We describe the cycle as an example of the movement of the piston 2.

In section "w", the piston sucks the combustible mixture through the inlet channel while simultaneously compressing the same mixture in section "x".

When moving along the annular channel of the cylinder, the piston enters the channel of the lock chamber 3 closed on one side.

After that, the lock chamber, turning, transfers the piston from the region “w-x” b region “y-z” (Fig. 3).

It should be noted that even at the moment when the channel of the lock chamber along which the piston moves is directed along the radius of the annular cylinder and the natural speed of the piston relative to the channel is directed across the direction of rotation of the output shaft, the portable movement adds to the piston due to the movement of the lock chamber a speed component tangential to the direction of rotation of the output shaft, thereby providing continuous unidirectional rotation of the output shaft (see Fig. 8-11).

Continuing the movement, the piston leaves the channel of the lock chamber in the "y-z" region of the annular cylinder. In the zone “u”, the combustible mixture ignites, it expands, providing a working stroke.

At this time, from the zone “z” the spent fuel mixture is pushed out by the piston through the exhaust outlet “o”. At the end of this cycle, the piston enters the channel of the next lock chamber 1.

The second lock chamber, turning, transfers the piston from the “y-z” region to the “w-x” region.

Next, the work cycle is repeated.

At any moment in time in the zone "y" there is a working stroke with the ignition of the combustible mixture.

The operation of the lock chamber to ensure unhindered passage of the piston through the cylinder channel is an important feature of the proposed solution, therefore this process is shown in detail at ten positions of the mechanism depicted in FIG. 4. And for two of these positions in FIG. 5 shows sections of a lock chamber. On the first of them (MM) the lock is empty, and on the second (N-N) in the lock chamber 3 there is a piston 2.

The lock chamber, although it does not carry power functions, is an essential structural element. Therefore, in FIG. 6 shows in detail one of the possible specific design solutions for this site.

Depending on the characteristics of a particular engine (for example, the number of revolutions), either the shown cam version of the drive of the gateway rotation mechanism, or a gear transmission, or any other mechanism can be used. In FIG. 7 shows one of the options for the drive mechanism of rotation of the lock chamber. He uses a cam mechanism.

In FIG. Figure 1 shows the elements of a kinematic chain that determines a unique mechanical connection between the piston, rotor and, through the output shaft, the drive of the lock chamber rotation mechanism.

By the time the piston approaches the lock chamber, the cam mechanism locks the lock and ensures the combination of the cylinder channels and the lock for unhindered passage of the piston into the lock channel. Then this drive rotates the gateway with a piston. And, in conclusion, the drive locks the gateway, combining the channel of the gateway with the cylinder channel of the next chamber. These three steps are illustrated in FIG. 7.

Claims (1)

A rotary internal combustion engine with a toroidal working cylinder and unidirectional rotational movement of the blades (pistons), in which the cylinder is divided into working chambers by pairs of elements, each of which consists of a blade (piston) and a lock chamber, characterized in that the lock chamber movement mechanism allows unobstructed controlled movement of the blade (piston) and the gas mixture along the cylinder while maintaining compression and composition of the compressed gas mixture.

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