AU2021287068A1

AU2021287068A1 - Minus pressure source engine

Info

Publication number: AU2021287068A1
Application number: AU2021287068A
Authority: AU
Inventors: Zhang Shouling
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-06-13
Filing date: 2021-06-03
Publication date: 2022-12-15
Also published as: WO2021248174A1

Abstract

This invention publicise a minus pressure source engine that utilizes fluid as work substance to generate driving force in a decompression way. Mainly includes the main shaft, the rotor, the cylinder in the rotor, and a pair of cylindrical cams at both ends of the rotor. Its main shaft is composed of a fixed shaft and a rotating shaft, its cylinder is part of the rotor, and the rotation of the rotor is controlled by a cylindrical cam. Its small size, few parts, simple and compact structure, high efficiency, the piston is doing work on every stroke.

Description

Minus Pressure Source Engine

This invention is a minus pressure source engine that uses fluid as work substance and generates driving force by pressure difference in a decompression manner. In the natural world, fluids, such as air and liquids are common substances that flow due to pressure differences. According to different work substances used, there are two types of this invention: engine with air as work substance and engine with liquid as work substance. The minus pressure source of engine with are as the work substance is vacuum pump, where as the minus pressure source of engine with liquid as the work substance is liquid pump.

Using the air version of the engine as an example, the following figures further explain the structure and principle of the engine.

Figure 1 Main view of the engine

Figure 2 Expanded view of the surface of cylindrical cam

Figure 3 Shows the engine exhaust port arrangement between the fixed shaft and rotary shaft

Figure 4 Shows the angle of the exhaust port on interface

Figure 5 Shows the air intake port arrangement on interface between the rotor housing and rotor casing

Figure 6 Sectional view along the line A - A

Figure 7 Sectional view along the line B - B

Figure 8 Sectional view along the line C - C

Figure 9 Sectional view along the line D - D

In the figure: fixed shaft [1], Rotary shaft [2], Cylindrical cam [3], End cap [4], Casing [5], Roller shaft [6], Roller [7], Rotor end cap [8], Rotor intake port [9], Rotor exhaust port [10], Rotor housing [11], Rotor casing [12], Piston plate [13], Cylinder cover [14], Cylindrical cam casing [15], Axial track [16], Spacer [17], Bearing [18], Fixed shaft exhaust port [19], Rotor casing intake port [20], Track groove [21].

Figure 1 is the main view of the engine. In the figure: the main shaft consists of a fixed shaft [1] and a rotary shaft [2], which are coaxial. One end of the fixed shaft is hollow for air passage and is connected to a vacuum pump. The rotary shaft serves as motion output. The main shaft penetrates the end cap [4], cylindrical cam [3], rotor end cap [8], axial track [16], cylinder cover [14], piston plate [13], rotor housing [11] and rotor casing [12]. The roller shaft [6] of roller [7] passes through rotor housing and is fixed on the rotor end cap. The engine rotor consists of rotary shaft, rotor end cap, axial track, cylinder cover, piston plate, rotor housing (which includes roller and roller shaft). There are two rotors in the figure. The cylinder consists of piston plate in rotor and cylinder cover (including the rotary shaft and rotor housing) on the sides. There is one cylinder for each rotor as shown in the figure. Each of the cylinders is partitioned into two cylinders with variable volumes by piston plates. There are a total of four cylinders. The rotors are positioned on the sides of the central cylindrical cam. The cylindrical cam is fixed on the cylindrical cam casing [15] and casing [5]. The two ends of the cylindrical cam are fixed on the end cap [4], Rotor can roll along the outer edge the cylindrical cam via roller.

It can also be seen from the figure: in between the two cylindrical cams, limited by the outer edge, the rotor can only spin in reciprocating motion. To generate torque, the rotor consists of two parts. One part is the rotor housing, which includes roller, roller shaft, rotor end cap and piston plate. These components are bolted on the rotor housing [11]. The second part is rotary shaft, which includes axial track and cylinder cover. These components are bolted on the rotary shaft. Track groove [21] can be found on rotor end cap (figures 8,9). The rotor end cap can slide on the axial track. When the rotor moves, the rotor housing moves in spinning reciprocating motion and spins the rotary shaft via track groove and axial track.

In figure 2: the pair of cylindrical cams at the two ends of the engine rotor are divided and positioned along the trajectory line of the roller axis of the same cylindrical cam. From the figure: the rollers on the two ends of the same rotor forms one set. There are four sets in one circle, each 90 degrees apart. The rotors besides the central cylindrical cam are of the same size. The rollers are spaced 45 degrees apart. The rotors rotate in the same direction while the reciprocating motion is relative or opposite. The roller on the rotor of the engine, limited by the pair of cylindrical cams, rolls along the outer edge of the cam.

From figure 3: the fixed shaft [1] with exhaust port and the rotary shaft [2] also constitute the exhaust valve of the engine. On the rotary shaft, there are axially opposed rotor exhaust port [10], inside the two cylinder covers. The exhaust port [19] on the fixed shaft, are positioned axially on the sides of the exhaust port of rotary shaft and are 45 degrees apart. Exhaust valves in the figure are placed at both ends in the cylinder. If the exhaust ports on the same circumference are regarded as one group, there are two groups and four exhaust valves per group, for each of the cylinder. Piston plate covers a group of exhaust valves at the end point.

From figure 5: the rotor casing [12] with air inlet and rotor housing [11] constitute the intake valve of the engine. On both sides of the piston plate on the rotor casing, there are rotor intake port [9], which are axially opposed and radially separated by 90 degrees. The rotor casing intake port [20] on the rotor casing opens radially on the sides of the rotor intake port. The shape is curve and narrow. The central curve is like the trajectory of the roller axis. There are two intake values per cylinder. From figure 1, the rotor casing [12] is fixed on the casing [5], forming a circular air cavity. The air enters the air cavity through air port of the casing (not shown in the figure), and is discharged by the vacuum pump through the intake valve, cylinder and exhaust valve.

From figure 4: in the exhaust valve, the angles of the exhaust port on fixed shaft and the exhaust port on rotary shaft should add up to 45 degrees. Similarly, in the intake valve, the angles of the air inlet of the rotor casing and the air inlet of the rotor housing should also add up to 45 degrees. Figure 4 also shows that the thickness of the piston plate at one side should cover the exhaust port.

To match with the stroke of the piston plate, the timing of intake and exhaust is controlled by the position of exhaust valve and the angle of the intake and exhaust ports. From figures 1, 3 and 5: when the fixed shaft is connected to the vacuum pump, the volume of the cavity on one side of the piston plate in the cylinder gradually decreases (i.e. exhaust chamber). The volume on the other side gradually expands (i.e. intake chamber). At the same time, the exhaust valve opens up and the intake valve closes in the exhaust chamber; while the intake valves opens up and the exhaust valve closes in the intake chamber. That means the intake and exhaust of the intake and exhaust chambers take place simultaneously. Atmospheric pressure pushes the piston plate from one end point to the other to complete a stroke and the rotor rotates 45 degrees (Angle equal to valve opening). Another stroke begins and it continues moving back and forth.

It can also be seen from the figures: after the engine is connected to the minus pressure source, the working air at normal temperature and pressure creates a pressure difference in the cylinder. Under atmospheric pressure, piston plates move. Not only that the air, which flows out/into the exhaust/intake valve that are opened/closed, is not compressed, the flow of air is an inflationary process. Hence, no compression heat is created. In addition, with refined finishing, no friction will be created during movement between piston plate and rotary shaft, between cylinder cover and rotor housing and between rotor housing and rotor casing, allowing air to flow dry. Therefore, no frictional heat is generated in the main cylinder. No external cooling system is needed. Also, air will not pollute the environment.

From figure 1, to prevent the rotor from vibrating too much during reciprocating motion, the rotors on both sides of the middle cylindrical cam, and their rollers are offset by 45 degrees, make the direction of the reciprocating movement relative or opposite each other, which the vibration can be reduced.

For lubrication, the oil tank can be placed on the bottom of the engine. The engine parts that need to be lubricated include: axial track and track groove, roller and roller shaft, roller and cylindrical cam. All these parts are actually the parts outside the cylinder. Turn on the oil tank at the corresponding position and the oil can lubricate the components in a splattering manner (The corresponding position is not shown in figures).

The aforementioned engine, assuming the diameter of the piston plate is 24 cm, the diameter of the rotary shaft is 11.2 cm, the cross-sectional area of the piston plate is 353 square cm. Assuming the atmospheric pressure is 1 kg / sq cm, the force on the piston plate section is 353 kg.

From figure 2, assume the average inclination of the slope of the edge of the cylindrical cam is 32 degrees. Let F equal atmospheric pressure. Force F can be decomposed into a parallel force F1 along the bevel and perpendicular force to the bevel. The F1 is further decomposed into axial force and circumferential tangential force F2, the force F2 makes the rotor rotate. So there is:

F1 = F*Sin32 =353 * 0.5299 = 187(kg) F2 = F1 * Cos32 = 187*0.848 =158(kg)

If not considering other factors, there is a force of 158 kg to rotate the rotor per stroke.

From figure 1, 8 and 9: the point of action of the force F2 that rotates the rotor is the roller of the rotor. The distance between the roller and the axis is 13.2cm. That means the arm of the rotor is 13.2 cm =0.132m. Therefore, the torque output by the piston of the engine per stroke is 158kg * 0.132 m = 20.8kgm =200Nm

This result does not consider how vacuum it is and other factors. Assume the output torque is 50%, the engine in the figure has two cylinders. If one cylinder can generate lOONm torque per stroke, a total of 200Nm can be generated by two cylinders, and a total of 400Nm by four cylinders. Additionally, for every 360 degrees rotation, works are being done for all eight strokes of each cylinder.

In summary, though some important elements still need to be clarified, such as the rotation speed and power, these have to be measured by a real engine. The advantages of this engine are obvious. First of all, there are many options for the number of strokes of its cylinder but each stroke is doing work and hence, the efficiency is high. Moreover, the driving force is generated by decompression. No compression heat is generated by the cylinder, nor there is any frictional heat. Hence, no special cooling mechanism is required. In addition, lubrication can be done by splattering. The engine is simple, compact and efficient and there will be suitable applications.

Claims

1. A type of engine, which composes of main shaft, rotor, cylinder in the rotor, a pair of cylindrical cams at both ends of the rotor, and an additional minus pressure source component. The engine is characterized by the work substance fluid of the engine, which achieves pressure difference by decompression and thereby generates driving force.

2. An engine according to claim 1, which is characterized by that the main shaft is composed of a coaxial engine fixed shaft and a rotary shaft. One end of the fixed shaft is hollow and can be connected with a minus pressure source component. The rotary shaft is the shaft that outputs driving force.

3. An engine according to claim 1, which is characterized by that the rotor includes a cylinder. The exhaust valves of the cylinder are formed by the exhaust port on the rotary shaft of the rotor and the exhaust port on the fixed shaft of the engine. The exhaust port of the rotary shaft is inside the two cylinder covers. The intake valves are formed by the air inlet on the rotor housing and air inlet on the rotor casing. The air inlets on the rotor housing are on both sides of the piston plate.

4. An engine according to claim 1, which is characterized by the outer edge line of a pair of cylindrical cams at both ends of the rotor being the envelope of a circle (roller). The outer edge line also divides the track line of the axis of the roller of the same cylindrical cam.

5. An engine according to claim 1—4. Which is characterized by the angle of the valve port opening size being equal to the angle of rotation of the piston disc stroke. The exhaust port on the fixed shaft in the exhaust valve is fixed. The trajectory of the exhaust port on the rotary shaft is on the circumference: the trajectory of the intake port on the rotor housing in the intake valve is the same as the trajectory of the roller axis. The air inlet on the rotor casing is fixed. Its position is on the trajectory of the rotor housing air inlet rotation.