CN116241370A - Double-screw engine - Google Patents

Abstract

The double-screw engine mainly comprises a stator and a rotor, wherein two uniformly-distributed space openings and two uniformly-distributed closed areas are arranged on the working end surfaces of all the stator and the rotor of the engine, the stator and the rotor are axially and sequentially arranged, the space openings on the working end surfaces of the stator and the rotor which are mutually overlapped are identical in shape and area, after the mutual position arrangement and combination of the space openings on the stator and the rotor and the closed areas, two screw space channels which are continuously communicated with each other and mutually closed through the space openings of the stator and the rotor and the closed areas are formed when the rotor rotates, the timing air inlet and the timing air exhaust processes are automatically realized between the stator and the rotor at all levels of the engine, the engine is provided with two combustion chambers, each combustion chamber rotates for two times, and each ignition combustion work can push the rotor to rotate 180 degrees, so that the efficiency is high, the double-screw engine can be used for aeroengine and automobile engine, and basic theoretical support is provided for designing more novel engines.

Description

Double-screw engine

[ field of technology ]

A double-screw engine belongs to the technical field of aeroengines.

[ background Art ]

The existing world engine theory is incomplete and incomplete, for example, a piston engine cannot be used for an aeroengine in a large scale, a traditional turbine series aeroengine is also not suitable for an automobile engine, the existing world engine can be divided into two main types according to the spatial structural performance of the engine in the process of ignition combustion work, the existing world engine is represented by the piston engine and belongs to a closed engine type, a turbofan and other turbine series engines belong to an open engine type, the two types of engines are huge in performance difference, two extremely identical things are not arranged in the world, a semi-closed type engine or a semi-open type engine exists between the two engine types, the engines of the types have the performances of the open type engine and the closed type engine at the same time, the existing world engine does not exist in the semi-closed type engine or the semi-open type engine at the present time, therefore, the fact that the existing world engine theory is incomplete and incomplete can be used for various resources are huge waste is caused, meanwhile, the existing piston engine and turbine series engine are not perfect engines, the requirements of the novel engines cannot be met, an automobile engine and the aircraft engine are the perfect world engine are the perfect targets of the two-oriented technology, and the two-dimensional technology is the perfect world technology of the perfect world, and the two-oriented people can be the perfect world technology, and the people are the perfect world technology is the perfect world.

[ invention ]

The invention solves the problems that: a double-screw engine is mainly used for reducing the production cost of the engine, improving the performance of the engine, being capable of being used for a novel engine technology commonly used on automobiles and airplanes and providing basic theoretical support for designing more perfect engines.

The technical scheme is as follows: the double-screw engine adopts a stator and rotor structure and mainly comprises an air inlet stator, an air compressing rotor, a combustion stator, a working rotor, an exhaust stator and a straight shaft.

The air inlet stator is provided with an air inlet end face and an air outlet working end face, the air inlet end face is provided with two air inlets, an axle hole is arranged in the middle of the air inlet stator, the air outlet working end face of the air inlet stator is provided with two evenly distributed air outlets, the two air outlets are identical in shape and area, the axle center of the working end face is used as the circle center, the included angle between the circumference of each air outlet at all radial positions on the air outlet working end face and the circle center is 0-45 degrees, the area of the end face between the two air outlets and at the same radial position with the air outlet on the air outlet working end face is an air outlet sealing area of the air inlet stator, and the area ratio of the air outlet sealing area to the air outlet is 3-5.

The air compressing rotor is a wheel disc structure with an air inlet working end face and an air outlet working end face, a key slot shaft hole is arranged in the middle of the wheel disc, two spiral spaces which are uniformly distributed are arranged on the wheel disc, the two spiral spaces are identical in shape and size, two air inlets which are uniformly distributed are arranged on the air inlet working end face of the wheel disc, the two air inlets are identical in shape and area, the axial center of the working end face is taken as the circle center, the included angle between the circumference of each air inlet at all radial positions on the air inlet working end face and the circle center is 0-45 degrees, the area of the end face, which is the same as the air inlet, of the air compressing rotor is an air inlet sealing area, the area ratio between the two air inlets and the air inlets is 3-5, the two spiral spaces are provided with two air outlets which are uniformly distributed on the air outlet working end face of the wheel disc, the two air outlets are identical in shape and area are identical, the axial center of the working end face is taken as the circle center, the circumference of each air outlet at all radial positions on the air outlet working end face is 0-45 degrees, the area ratio between the air inlet and the air outlet of the air inlet rotor is 1-99, the area ratio between the two air outlets and the air outlet at the same radial positions on the air outlet working end face is the same as the air outlet sealing area of the air inlet rotor is 3-5.

The combustion stator is provided with an air inlet working end surface and an air outlet working end surface, the middle is provided with a shaft hole, the combustion stator is provided with two spiral combustion chambers which are uniformly distributed, the two spiral combustion chambers are identical in shape and size, the spiral combustion chambers are provided with two air inlets which are uniformly distributed on the air inlet working end surface of the combustion stator, the air inlets are identical in shape and area, the axial center of the working end surface is taken as the center of a circle, the included angle between the circumference of each air inlet at all radial positions on the air inlet working end surface and the center of the circle is 0-45 degrees, the area of the end surface between the two air inlets and the air inlet at the same radial position on the air inlet working end surface is an air inlet sealing area of the combustion stator, the area ratio between the air inlet sealing area and the air inlet is 3-5, the shape of the spiral combustion chamber is provided with two air outlets which are uniformly distributed on the air outlet working end surface of the combustion stator, the axial center of the air outlet is identical in shape and area of the air inlet, the circumference of each air outlet at all radial positions on the air outlet working end surface is 0-45 degrees, the area ratio between the air inlet and the air outlet of the combustion stator is 0.01-1, the area ratio between the two air inlets and the air outlet at the same radial positions on the air inlet working end surface is 3-5, the sealing area between the air outlet sealing area and the air outlet sealing area of the combustion stator is equal to the air inlet sealing area of the air inlet sealing area, and the air outlet sealing area is equal to the area between the air inlet sealing area and the air outlet and the air sealing area and the air outlet at the same.

The working rotor is a wheel disc structure with an air inlet working end face and an air outlet working end face, a key slot shaft hole is arranged in the middle, two spiral spaces which are uniformly distributed are arranged on the wheel disc, the two spiral spaces are identical in shape and size, two air inlets which are uniformly distributed are arranged on the air inlet working end face of the working rotor, the two air inlets are identical in shape and area, the axial center of the working end face is taken as the circle center, the included angle between the circumference of each air inlet at all radial positions on the air inlet working end face and the circle center is 0-45 degrees, the area of the end face which is the same as the air inlet on the air inlet working end face and is the air inlet sealing area of the working rotor, the area ratio between the two air inlets and the air inlets is 3-5, the two spiral spaces are provided with two air outlets which are uniformly distributed on the air outlet working end face of the working rotor, the two air outlets are identical in shape and area, the axial center of the working end face is the circle center, the circumference of each air outlet at all radial positions on the air outlet working end face is 0-45 degrees, the area ratio between the air inlet and the air outlet of the working rotor is 0.01-1, the area ratio between the two air outlets on the air outlet working end face and the air outlet is the same as the air outlet sealing area of the working end face, the area is 3-5, and the area of the working area is the same as the air outlet sealing area of the working end face, and the working area is the working area.

The exhaust stator is provided with an air inlet working end face and an exhaust end face, the middle is provided with a shaft hole, the air inlet working end face of the exhaust stator is provided with two evenly distributed air inlets, the two air inlets are identical in shape and area, the axle center of the working end face is used as the circle center, the circumference of each air inlet at all radial positions on the air inlet working end face and the included angle between the circle center are 0-45 degrees, the area of the end face, at the same radial position as the air inlet, of the two air inlets on the air inlet working end face is an air inlet sealing area of the exhaust stator, the area ratio of the air inlet sealing area to the air inlet is 3-5, and the exhaust end face of the exhaust stator is provided with two exhaust ports.

The air inlet stator, the air compressing rotor, the combustion stator, the acting rotor and the air discharging stator are axially and sequentially arranged, the air discharging working end face of the air compressing stator and the air inlet working end face of the air compressing rotor are mutually and tightly overlapped, the two air discharging ports of the air compressing stator and the two air inlets of the air compressing rotor are identical in shape and area, when the rotor rotates, the two air discharging working end face of the air compressing rotor and the air inlet working end face of the combustion stator are mutually and tightly overlapped, the two air discharging ports of the air compressing rotor and the two air inlets of the combustion stator are identical in shape and area, when the rotor rotates, the two air discharging working end face of the air compressing rotor and the two air inlets of the combustion stator can be mutually and fully overlapped, and when the two air discharging working end face of the combustion stator and the two air inlets of the acting rotor are identical in shape and area, the two air discharging working end face of the combustion stator and the two air inlets of the acting rotor can be mutually and fully overlapped, and when the two air discharging working end face of the combustion stator and the two air inlets of the combustion stator are identical in shape and the two air inlets of the combustion stator are mutually and fully overlapped, and the two air inlets of the combustion stator can be mutually and fully overlapped.

The space openings and the closed areas of the rotors and the stators of each stage of the double-screw engine are mutually arranged in position: when the air outlet of the air inlet stator and the air inlet of the air compressing rotor are completely communicated, the air outlet of the air compressing rotor is completely closed by the middle position of an air inlet closed area of the combustion stator, the air outlet of the combustion stator and the air inlet of the acting rotor are completely communicated, the air outlet of the acting rotor is completely closed by the middle position of an air inlet closed area of the air exhausting stator, according to the mutual position structure of the air inlet and the closed area of the stator and the rotor, the mutual positions of the air compressing rotor and the air inlet and the closed area of the acting rotor are coaxially fixed, the mutual positions of the air inlet stator, the air inlet and the air outlet of the combustion stator are also fixed, the mutual positions of the air inlet and the air outlet of the air compressing rotor and the air inlet and the closed area of the acting rotor are unchanged when the rotor rotates, two spiral space channels which are continuously communicated with each other and are mutually closed are formed, the air inlet and the air outlet of the acting rotor are automatically realized in a timing air inlet and timing air exhausting process between each stage, the air in each stage space must be sequentially opened, and the air in each stage space can be finally exhausted, and mechanical power is generated in the opening process of opening the air inlet and the air outlet of the acting rotor and the air outlet stator.

Working principle of double-screw engine: the circumference of all radius positions on the working end surfaces of the double-screw engine stator and the space ports on the rotor are 45 degrees at most, the circumference of all radius positions on the working end surfaces of the closed area is 135 degrees at least with the circle center, the space ports on all the rotor and the space ports on the stator are required to rotate 90 degrees relative to the stator in the process from the starting of mutual connection to the final complete disconnection, meanwhile, the other space ports are respectively and completely closed by the closed areas on the stator and the rotor of other stages to rotate 90 degrees, the space on the rotor and the space on the stator are in the complete mutual connection working process in the completely closed state, and the same working mode as a ship lock is formed between all stages of the engine.

The air inlet of the air inlet stator is communicated with the atmosphere, after the engine is started, the rotor starts to rotate, the air outlet of the air inlet stator and the air inlet of the air compression rotor form a low-pressure area at the air inlet of the air compression rotor under the action of centrifugal force in the process of starting to mutually connect to completely disconnect, the air enters the spiral space of the air compression rotor under the air pressure lower than the air pressure of the air outlet of the air inlet stator, the rotor rotates for 90 degrees, when the air inlet of the air compression rotor is just completely closed by the air outlet closed area of the air inlet stator, the air outlet of the air compression rotor is ready to mutually connect with the air inlet of the combustion stator, the engine starts to spray oil into the spiral space of the air compression rotor to form mixed oil gas, and can also directly spray oil into the spiral combustion chamber when the combustion stator does work, the rotor continues to rotate, the air outlet of the air compression rotor and the air inlet of the combustion stator start to mutually connect to completely disconnect in the process, the air inlet of the air compressing rotor is completely sealed by the exhaust sealing area of the air compressing stator, the air pressure of the air compressing rotor is not affected by the air pressure of the air compressing stator air outlet, the mixed oil gas in the spiral space of the air compressing rotor forms an extremely low air pressure area under the action of centrifugal force, and an extremely high air pressure area is formed at the air outlet, a huge air pressure difference is formed between the air outlet of the air compressing rotor and the air inlet, the high-pressure mixed oil gas is pressed into the spiral combustion chamber of the combustion stator, the engine rotor rotates 90 degrees again, when the air inlet of the combustion stator is just completely sealed by the air exhausting sealing area of the air compressing rotor, the air outlet of the combustion stator is ready to be communicated with the air inlet of the acting rotor, and meanwhile, the air outlet of the air compressing rotor is just completely sealed by the air intake sealing area of the combustion stator, the air inlet of the air compressing rotor is ready to be communicated with the air outlet of the air intake stator again, the rotor continues to rotate, when the air outlet of the combustion stator and the air inlet of the acting rotor start to be communicated with each other, mixed oil gas is ignited and combusted in the spiral combustion chamber to generate high-temperature high-pressure air, the high-pressure air flows into the spiral space of the acting rotor through the air outlet of the combustion stator and the air inlet of the acting rotor, steering power is generated at the air inlet of the acting rotor to push the rotor to rotate, and the air inlet of the acting rotor is rapidly and completely opened, and enters the spiral space of the acting rotor, and the air outlet of the acting rotor is completely closed by the air inlet closed area of the air exhaust stator at the moment. The method is characterized in that the air pressure of an exhaust port of an air compressing rotor is lower than that of the air compressing rotor, an air inlet of a combustion stator is ready to be communicated with the exhaust port of the air compressing rotor again to enter air, meanwhile, an air inlet of an acting rotor is just completely closed by an exhaust closed area of the combustion stator, the air inlet of the acting rotor is ready to be communicated with the air inlet of the exhaust stator, under the action of inertial rotation of the rotor, the air outlet of the acting rotor and the air inlet of the exhaust stator are initially communicated with each other, secondary high-pressure air in a spiral space of the acting rotor flows into the space of the exhaust stator to generate exhaust power at the air outlet of the acting rotor, the rotor is pushed to continuously rotate, the air outlet of the acting rotor and the air inlet of the exhaust stator are pushed to rotate again by 90 degrees from the beginning to the complete disconnection process, and when the air outlet of the acting rotor is just completely closed by the air inlet closed area of the exhaust stator, the air outlet of the exhaust stator is communicated with the atmosphere, the air pressure in the spiral space of the acting rotor is equivalent to the atmospheric pressure, the air inlet of the acting rotor is ready to be communicated with the air outlet of the combustion stator, at the moment, the engine is completed with work is done again, the primary ignition combustion process, the rotor is pushed to rotate 180 degrees, under the action of the inertial rotation of the rotor, the air outlet of the acting rotor is pushed to rotate, the rotor is pushed to do work again, the two combustion processes are repeatedly done by the two combustion chambers and the two combustion chambers are rotated, and the two combustion processes are rotated, and each time, and the two combustion processes are simultaneously, and the two combustion processes are rotated and each time and the engine rotates and has two combustion chamber and has two combustion processes and has two combustion cycles and one and has two combustion chamber.

Advantages of the double helix engine:

1. the double-screw engine provides basic theoretical support for designing more novel engines in future, the double-screw engine belongs to a closed type engine, because in the process that the space on any stator and the space on one rotor of the engine are mutually communicated through the space ports, the other space ports of the engine are respectively and completely closed by the closed areas of the rotors and the stators of other stages, on the basis of the double-screw engine, if the closing ratio on the working end surfaces of the stators and the rotors of each stage of the engine is simultaneously reduced, when the closing ratio is smaller than 3 and larger than or equal to 1, the space on the stator of the engine and the space on the rotor are mutually communicated through the space ports of the engine, in the process that the other space ports of the engine and the space on the rotor are mutually communicated through the space ports of the rotor of other stages and the closed areas of the stator, in the period of no closing, the air pressure in the original two-stage space can be mutually influenced with the air pressure in the space of the other stages, when the sealing ratio is smaller than 1, the space on the stator of the engine and the space on the rotor are communicated with each other through the space openings, the other space openings of the stator and the space openings on the rotor and the stator of other stages are always communicated with each other, the air pressure in the original two-stage space and the air pressure in the space of other stages are uninterruptedly influenced with each other, the performance of the engine is changed again, that is, the space and the space openings on the rotor and the stator of each stage of the engine are gradually enlarged along with the gradual reduction of the sealing ratio of the rotor and the stator of the engine, the sealing area on the rotor and the stator of each stage is gradually reduced correspondingly, the mutual sealing performance between the rotor and the stator of each stage of the engine is gradually reduced, the degree of the air pressure in the space of each stage is gradually increased, the performance of the engine is also gradually changed, for example, in the process that the exhaust port of the combustion stator and the air inlet of the acting rotor are communicated with each other to do work, as the sealing ratio of the rotor and the stator of the engine is gradually reduced, the sealing time of the exhaust sealing area of the air inlet of the combustion stator by the air compressing rotor is gradually reduced, the sealing time of the air inlet sealing area of the air compressing rotor is also gradually reduced, the air pressure in the spiral combustion chamber and the air pressure in the spiral space of the air compressing rotor at the front stage are gradually increased, the air pressure in the spiral space of the acting rotor and the atmospheric pressure in the air compressing stator space at the rear stage are also gradually increased, the exhaust power of the corresponding unit volume of the engine is gradually increased, and the energy conversion efficiency of the acting rotor of the engine is gradually reduced, because the lower the sealing performance of the exhaust port of the acting rotor is, the kinetic energy generated at the exhaust port of the acting rotor is correspondingly reduced, if the engine with the sealing ratio being more than or equal to 3 is divided into engines of the sealed type, the engine with the sealing ratio being less than 3 and the engine with the sealing ratio being divided into engines of the semi-sealed type, and the engine with the sealing ratio being equal to 1 is divided into engines of the open type, and the engine with the sealing ratio being of the engine is divided into the engine type.

According to the degree of sealing of the rotor and stator sealing areas of the other stages respectively, the stator and rotor of the double-screw engine are classified according to the degree of sealing of the stator sealing areas of the other stages respectively in the process that the stator and rotor of the double-screw engine are mutually communicated through the space openings of the stator and rotor, the traditional piston engine and the traditional turbofan turbine series aeroengine are applicable to the same, after the combustion chamber of the piston engine ignites and burns, the piston is pushed to do work downwards, and the space equivalent to the combustion chamber and the space under the piston are completely sealed through the movement of the piston in the process that the space under the combustion chamber and the space under the piston are mutually communicated, and the exhaust valve is opened only when the work is finished, so that the piston engine is a sealed engine.

The traditional turbofan and other turbine series engines are actually open type multi-screw engines with the sealing ratio smaller than 1, because the traditional turbofan and other turbine series engines are of stator and rotor structures, the traditional turbofan series engines are composed of small spaces among blades, the small spaces form a plurality of spiral space channels at each stage of the engine, when the space on the engine stator and the rotor are communicated with each other through the space openings of the engine stator, the other space openings of the engine stator and the rotor are always communicated with each other, the air pressure in the space of each stage rotor and the air pressure in the space of the stator are also uninterruptedly influenced by each other, the actual working principle is the same, steering power is generated while the space openings of each stage are opened when air flows in each stage of the engine, the rotor is pushed to rotate to do work, compared with the internal structures of two open type engines, the traditional turbofan series engines have no structure for timing air inlet and timing air exhaust, the maximum design error, because the space on each stage of the rotor and the stator of the engine is always communicated with each other, the thickness of the blades on each stage of the rotor and the stator is always kept high, namely the sealing area, the air pressure in each stage has the same effect on the air inlet and high-frequency, the engine air flow efficiency is greatly reduced, the same performance is greatly like that the engine has high performance efficiency, and has no great effect on the engine air inlet efficiency, and has no high performance efficiency, and is greatly improved compared with the engine efficiency, the method is a main reason that the performance of the traditional turbine series engine is excessively dependent on the material performance and the processing technology of the blades, is a main reason that the technical development of aero-engines in all countries of the world is unbalanced, is an incomplete and incomplete representation of the technical theory of the world, is based on the working principle of a double-screw engine, can design engines with different shapes such as 3-screw engine or 4-screw engine, and can design three types of novel engines with different types and a large number of different performances by changing the sealing ratio of the stators and rotors of each stage of the engine, so the technical theory of the double-screw engine can provide basic theoretical support for designing more novel engines in the future.

2. The double-screw engine is simple in structure and mainly consists of a rotor and a stator, a complex timing air distribution structure of the piston engine is not needed, because after the space ports and the sealing areas on the rotors and the stator at all levels of the double-screw engine are mutually arranged and combined, in the rotating process of the rotor, the timing air inlet and the timing air exhaust can be automatically realized by mutually connecting and mutually sealing the space ports and the sealing areas of the engine at all levels, and the double-screw engine does not need a piston, a crankshaft, an inertial flywheel and the like, so that the cost of the double-screw engine is far lower than that of the piston engine, two engines with the same power are reduced by more than half relative to that of the piston engine, and the production cost of the traditional turbine series aeroengine cannot be compared with that of the double-screw engine.

3. Compared with the traditional engine, the double-screw engine adopts liquid and gas fuels, the double-screw engine can also adopt solid powder as fuel, because the spiral combustion chamber of the double-screw engine and the spiral space of the acting rotor are completely communicated with each other, the double-screw engine can be combined into a complete spiral space body which is gradually and uniformly increased, so long as the solid fuel can enter the air inlet of the spiral combustion chamber, the solid fuel can be completely discharged in time after combustion, the working efficiency of the air compressing rotor and the acting rotor of the double-screw engine can be improved by adopting the solid powder fuel, the air density can be improved after the solid powder fuel is mixed with air, the air compression and the exhaust work of the engine are facilitated, the petroleum is a non-renewable resource, and the economical efficiency of the double-screw engine cannot be compared with that of the renewable solid fuel, and the waste crop stalks can be used as the solid fuel after being treated.

4. The double-screw engine is a closed engine with high efficiency, when high-temperature and high-pressure gas generated by the combustion chamber of the double-screw engine flows into the spiral space of the acting rotor, two powers are generated at the air inlet and the air outlet of the acting rotor to push the rotor to do work, so that the heat efficiency and the working efficiency of the double-screw engine are very high, and enough mechanical power can be obtained only by the first-stage work of the acting rotor. Compared with a piston engine, the huge pressure difference between the gas at the exhaust port of the piston engine and the atmosphere determines that the piston engine has lower thermal efficiency, and the double-screw engine only needs to change the volume ratio of the spiral combustion chamber of the combustion stator to the spiral space of the acting rotor according to actual needs, so that the pressure difference between the secondary high-pressure gas in the spiral space of the acting rotor of the double-screw engine and the atmosphere can be controlled to be very low, and when the exhaust port of the acting rotor of the double-screw engine is communicated with the gas inlet of the exhaust stator, the secondary high-pressure gas in the spiral space of the acting rotor can also exhaust to the space of the exhaust stator for acting again, and the moving part of the double-screw engine only has the rotor and has no kinetic energy loss of the moving part of the timing and distributing structure of the piston engine, so that various efficiencies of the double-screw engine are far higher than those of the traditional turbine series engine and the piston engine.

5. The double-screw engine has the advantages that the safety stability is good, the moving part of the double-screw engine is only provided with the rotor, the moving part is less, the possibility of engine faults is smaller, the structure of the double-screw engine is beneficial to lubrication of the moving part, as long as the axial space of the engine is filled with lubricating oil, when the rotor rotates, the lubricating oil in the axial space is automatically distributed on all working end surfaces and thrown out towards the machine shell under the action of centrifugal force of the working end surfaces of the rotor, and the double-screw engine can realize automatic lubrication without a lubricating oil pump as long as a lubricating oil loop is formed between the axial space and the machine shell.

6. The double-screw engine is provided with two mutually symmetrical spiral space airflow channels, two spiral combustion chambers are provided, an engine rotor rotates for a circle, each spiral combustion chamber is provided with two air inlet processes and two ignition combustion work doing processes, the rotating speed is high, the volume is small, the power is high, the cost is low, the double-screw engine is used for an aeroengine, the production cost of the aeroengine can be greatly reduced, the combustion chamber of the double-screw engine can be used for stabilizing combustion work when the aeroengine flies at low speed and supersonic speed, the cost of the double-screw engine is lower than that of a piston engine, various efficiencies are higher than that of the piston engine, and the double-screw engine is favorable for environmental protection and energy saving.

7. The double-screw engine has the advantages of great military value, low cost and high performance, can greatly develop millions or even tens of millions of various aircrafts, is beneficial to constructing a more perfect air-space-ground integrated air-defense network, and is beneficial to rapidly winning a large-scale war.

8. The technology theory of the double-screw engine has great economic value, can promote the development of the world engine technology to the correct direction, and greatly reduces various resource waste in the field of engines.

9. The enclosed acting rotor structure of the double-screw engine is a mechanical structure with highest efficiency of converting all pneumatic energy and hydraulic energy into mechanical kinetic energy, can be used for steam turbines or water turbines, improves the working efficiency of the steam turbines or the water turbines, and saves the production cost.

[ description of the drawings ]

FIG. 1 is a schematic plan view showing the mutual position of the space ports and the closed area of each stage when the air compressing rotor intake and the combustion chamber exhaust do work.

FIG. 2 is a plan development schematic diagram of the mutual position structure of each stage of space ports and closed areas when the combustion chamber is ready to intake air and the working rotor is ready to exhaust air for working.

FIG. 3 is a plan development schematic diagram of the mutual position structure of each stage of space port and closed area when the combustion chamber intake and the working rotor exhaust do work.

FIG. 4 is a plan development schematic diagram of the mutual position structure of each stage of space ports and closed areas when the air compressing rotor prepares for air intake and the combustion chamber prepares for air exhaust to do work.

Fig. 5 is a schematic diagram of the mutual positional arrangement of the stator and the rotor of the engine.

Fig. 6 is a schematic view of an intake end face of an intake stator.

Fig. 7 is a side view of the intake stator.

Fig. 8 is a schematic diagram of an air intake stator exhaust working end face.

Fig. 9 is a schematic diagram of an air intake working end face of the air compressing rotor.

Fig. 10 is a side view of the displacer.

Fig. 11 is a schematic diagram of the working end face of the displacer.

Fig. 12 is a schematic view of an intake working end face of the combustion stator.

Fig. 13 is a side view of a combustion stator.

Fig. 14 is a schematic diagram of an exhaust working end face of the combustion stator.

Fig. 15 is a schematic diagram of an intake working end face of the working rotor.

Fig. 16 is a side view of a working rotor.

Fig. 17 is a schematic diagram of an exhaust working end face of the working rotor.

Fig. 18 is a schematic view of an air intake working end face of the air discharge stator.

Fig. 19 is a side view of a vented stator.

Fig. 20 is a schematic diagram of an exhaust end face of an exhaust stator.

In the figure: the air intake stator 1, the air intake rotor 2, the combustion stator 3, the working rotor 4, the air exhaust stator 5, the straight shaft 6, the air intake stator air intake 12, the air intake stator exhaust closing region 13, the air intake stator air exhaust opening 14, the air intake stator shaft hole 16, the air intake stator space 18, the air intake rotor air intake closing region 21, the air intake rotor air intake opening 22, the air intake rotor exhaust closing region 23, the air intake rotor air exhaust opening 24, the air intake rotor keyway shaft hole 26, the air intake rotor screw space 28, the combustion stator air intake closing region 31, the combustion stator air intake opening 32, the combustion stator exhaust closing region 33, the combustion stator air exhaust opening 34, the combustion stator shaft hole 36, the combustion stator screw combustion chamber space 38, the working rotor air intake closing region 41, the working rotor air intake opening 42, the working rotor exhaust closing region 43, the working rotor air exhaust opening 44, the working rotor keyway shaft hole 46, the working rotor screw space 48, the exhaust stator air intake closing region 51, the exhaust stator air intake opening 52, the exhaust stator air exhaust opening 54, the exhaust stator air exhaust stator shaft hole 56, and the exhaust stator space 58.

[ detailed description ] of the invention

A double-screw engine is shown in figure 5, and mainly comprises an air inlet stator 1, an air compressing rotor 2, a combustion stator 3, a working rotor 4, an air exhausting stator 5 and a straight shaft 6.

In fig. 6, two air inlets 12 are arranged on the air inlet end face of the air inlet stator 1, in fig. 8, two evenly distributed air outlets 14 are arranged on the air outlet working end face of the air inlet stator 1, the two air outlets 14 are identical in shape and area, the axle center of the axle hole 16 is taken as the center of a circle, the included angle between the circumferences of all the radial positions of each air outlet 14 on the air outlet working end face and the center of the circle is 0-45 degrees, the area of the end face of the air outlet working end face, which is at the same radial position as the air outlet 14, of the air inlet 14 is an air outlet sealing area 13 of the air inlet stator 1, and the area ratio of the air outlet sealing area 13 to the air outlet 14 is 3-5.

In fig. 9, two air inlets 22 are uniformly distributed on the air inlet working end face of the air compressing rotor 2, the two air inlets 22 have the same shape and the same area, the axle center of the axle hole 26 is used as the center of a circle, the included angle between the circumference of each air inlet 22 at the same radius position on the air inlet working end face and the center of the circle is 0-45 degrees, the end face area of the air inlet 22 at the same radius position as the air inlet 22 is an air inlet sealing area 21, the area ratio of the air inlet sealing area 21 to the air inlet 22 is 3-5, in fig. 11, the air exhausting working end face of the air compressing rotor 2 is provided with two uniformly distributed air outlets 24, the two air outlets 24 have the same shape and the same area, the axle center of the axle hole 26 is used as the center of a circle, the circumference of each air outlet 24 at the same radius position on the air exhausting working end face and the center of the circle are 0-45 degrees, the end face area of the air exhausting sealing area at the same radius position as the air outlet 24 between the two air outlets 24 is an air exhausting sealing area 23, the area ratio of the air exhausting sealing area 23 is 3-5, the area ratio of the air inlet 22 to the air outlet 24 of the air compressing rotor 2 is 1-99, the area ratio of the air sealing area ratio of the air inlet 24 at the same working end face is 3-5, and the sealing ratio of the air compressing rotor is 2 is sealed.

In fig. 12, two air inlets 32 which are uniformly distributed are arranged on the air inlet working end surface of the combustion stator 3, the two air inlets 32 are identical in shape and area, the axis of the shaft hole 36 is used as the center of the circle, the included angle between the circumference of each air inlet 32 at all radial positions on the air inlet working end surface and the center of the circle is 0-45 degrees, the area of the end surface of each air inlet 32 at the same radial position as the air inlet 32 is an air inlet sealing area 31, the area ratio of the air inlet sealing area 31 to the air inlet 32 is 3-5, in fig. 14, two air outlets 34 which are uniformly distributed are arranged on the air outlet working end surface of the combustion stator 3, the shape and the area of the two air outlets 34 are identical, the axis of the shaft hole 36 is used as the center of the circle, the circumference of each air outlet 34 at all radial positions on the air outlet working end surface and the center of the circle are 0-45 degrees, the area of the end surface between the two air outlets 34 and the air outlet sealing area at the same radial positions is 33, the area ratio of the air outlet sealing area between the air outlet sealing area 33 and the air outlet 34 is 3-5, the area ratio of the air inlet 32 to the air outlet 34 of the combustion stator 3 is 0.01-1, the area ratio of the air inlet sealing area between the air inlet 32 and the air outlet 32 is 3, the area ratio of the sealing area ratio of the air outlet on the same working end surface is 3-5.

In fig. 15, two air inlets 42 which are uniformly distributed are arranged on the air inlet working end surface of the acting rotor 4, the two air inlets 42 are identical in shape and area, the axle center of the axle hole 46 is used as the center of a circle, the included angle between the circumference of each air inlet 42 at all radial positions on the air inlet working end surface and the center of the circle is 0-45 degrees, the area of the end surface of each air inlet 42 at the same radial position as the air inlet 42 is an air inlet sealing area 41, the area ratio of the air inlet sealing area 41 to the air inlet 42 is 3-5, in fig. 17, two air outlets 44 which are uniformly distributed are arranged on the air outlet working end surface of the acting rotor 4, the shape of the two air outlets 44 is identical, the area of the two air outlets 44 is identical, the axle center of the axle hole 46 is used as the center of a circle, the included angle between the circumference of each air outlet 44 at all radial positions on the air outlet working end surface and the center is 0-45 degrees, the area of the end surface of each air outlet sealing area 43 at the same radial position as the air outlet 44 is the air outlet sealing area, the area ratio of each air outlet sealing area 43 is 3-5, the area ratio of the air inlet 42 to the air outlet 44 at the same radial position is 0.01-1, the area ratio of the air inlet sealing area of the air inlet 42 to the air outlet 44 is 3-5, the area ratio of the air outlet 4 at the same working end surface is the sealing area ratio of the sealing area is 3-5.

In fig. 18, two air inlets 52 are uniformly distributed on the air inlet working end surface of the air outlet stator 5, the two air inlets 52 are identical in shape and area, the axle center of the axle hole 56 is used as the center of a circle, the included angle between the circumference of each air inlet 52 at all radial positions on the air inlet working end surface and the center of the circle is 0-45 degrees, the end surface area of the same radial position as the air inlet 52 between the two air inlets 52 is an air inlet closed area 51, the area ratio of the air inlet closed area 51 to the air inlet 52 is 3-5, and in fig. 20, two air outlets 54 are arranged on the air outlet end surface of the air outlet stator.

Fig. 5, the air intake stator 1, the air compression rotor 2, the combustion stator 3, the working rotor 4 and the air exhaust stator 5 are axially arranged in sequence, the air exhaust working end face diagram 8 of the air intake stator 1 and the air intake working end face diagram 9 of the air compression rotor 2 are mutually and tightly overlapped, the two air exhaust ports 14 of the air intake stator 1 and the two air intake ports 22 of the air compression rotor 2 are identical in shape and area, when the rotor rotates, the two air exhaust ports 14 of the air intake stator 1 and the two air intake ports 22 of the air compression rotor 2 can be mutually and completely overlapped and communicated at the same time, the air exhaust working end face diagram 11 of the air compression rotor 2 and the air intake working end face diagram 12 of the combustion stator 3 are mutually and tightly overlapped, the two air exhaust ports 24 of the air compression rotor 2 and the two air intake ports 32 of the combustion stator 3 are identical in shape and area, and when the rotor rotates, the two exhaust ports 24 of the air compressing rotor 2 and the two air inlets 32 of the combustion stator 3 can be completely overlapped and communicated at the same time, the exhaust working end face diagram 14 of the combustion stator 3 and the air inlet working end face diagram 15 of the working rotor 4 are mutually and tightly overlapped, and in fig. 14 and 15, the two exhaust ports 34 of the combustion stator 3 and the two air inlets 42 of the working rotor 4 are identical in shape and area, when the rotor rotates, the two exhaust ports 34 of the combustion stator 3 and the two air inlets 42 of the working rotor 4 can be completely overlapped and communicated at the same time, the air inlet working end face diagram 17 of the working rotor 4 and the air inlet working end face diagram 18 of the air inlet stator 5 are mutually and tightly overlapped, and in fig. 17 and 18, the two exhaust ports 44 of the working rotor 4 and the two air inlets 52 of the air inlet stator 5 are identical in shape and area, when the rotor rotates, the two exhaust ports 44 of the working rotor 4 and the two intake ports 52 of the exhaust stator 5 can be simultaneously completely superposed on each other.

The mutual position arrangement mode of the space ports and the closed areas on the rotors and the stators of each stage of the double-screw engine comprises the following steps: in fig. 1, the directions of the space 18 of the air inlet stator 1, the space 38 of the combustion stator 3 and the space 58 of the air outlet stator 5 are opposite to the directions of the space 28 of the air inlet rotor 2 and the space 48 of the working rotor 4, when the air outlet 14 of the air inlet stator 1 and the air inlet 22 of the air inlet rotor 2 are completely communicated, the air outlet 24 of the air inlet rotor 2 is completely sealed by the middle position of the air inlet sealing area 31 of the combustion stator 3, the air outlet 34 of the combustion stator 3 and the air inlet 42 of the working rotor 4 are completely communicated, the air outlet 44 of the working rotor 4 is completely sealed by the middle position of the air inlet sealing area 51 of the air outlet stator 5, according to the mutual position arrangement structure of the space opening and the sealing area of the air inlet stator and the air inlet rotor, the space opening and the sealing area of the air inlet rotor 2 and the working rotor 4 are coaxially fixed, and the mutual positions of the space opening and the sealing area of the air inlet stator 1, the combustion stator 3 and the air outlet stator 5 are fixed, and when the air inlet rotor 4 and the air inlet rotor rotate, the space opening and sealing area of the air inlet stator 1, the air outlet stator 3 and the air outlet stator 5 are unchanged, and the space opening and sealing area of the engine are automatically communicated with each other.

Working principle of double-screw engine: in fig. 1, the moving direction of the air compressing rotor 2 and the working rotor 4 is upward in the drawing, the maximum of the air outlet 34 of the combustion stator 3 and the air inlet 42 of the working rotor 4 is a 45-degree interval on the working end surface of the air compressing rotor, the minimum of the air inlet sealing area 51 of the air compressing stator 5 is a 135-degree interval on the working end surface of the air compressing rotor, the minimum of the air outlet sealing area 23 of the air compressing rotor 2 is also a 135-degree interval on the working end surface of the air compressing rotor, the air outlet 34 of the combustion stator 3 and the air inlet 42 of the working rotor 4 are mutually connected to each other from the beginning to the end to be completely disconnected, the rotor needs to rotate 90 degrees relative to the stator, the air inlet 32 of the combustion stator 3 is just completely sealed by the air inlet sealing area 23 of the air compressing rotor 2 and rotated 90 degrees, the air outlet 44 of the working rotor 4 is just completely sealed by the air inlet sealing area 51 of the air compressing stator 5, the space 38 of the combustion stator 3 and the space 48 of the working rotor 4 are mutually connected to each other in a completely sealed state, the space opening of the engine and the stator need to rotate 90 degrees relative to each other in a completely disconnected process from the beginning, and the other opening of the space opening of the rotor and the stator is completely sealed by the rotor and the rotor are completely sealed by the same rotation.

In FIG. 1, the air inlet 12 of the air inlet stator 1 is communicated with the atmosphere, after the engine is started, the rotor starts to rotate, the air outlet 14 of the air inlet stator 1 and the air inlet 22 of the air compressing rotor 2 are mutually communicated to completely disconnect, under the action of centrifugal force, air in the space 28 of the air compressing rotor 2 forms a low-pressure area in the air inlet 22 of the air compressing rotor 2, the air is lower than the air pressure of the air outlet 14 of the air inlet stator 1, enters the spiral space 28 of the air compressing rotor 2, the rotor rotates by 90 degrees, in FIG. 2, when the air inlet 22 of the air compressing rotor 2 is just completely closed by the air exhaust closing area 13 of the air inlet stator 1, the air outlet 24 of the air compressing rotor 2 is ready to be mutually communicated with the air inlet 32 of the combustion stator 3, the engine starts to spray oil into the spiral space 28 of the air compressing rotor 2 to form mixed oil gas, and can also spray oil directly into the spiral combustion chamber 38 when the combustion stator 3 does work, in fig. 3, in the process from the start of the mutual connection to the complete disconnection of the air outlet 24 of the air compressing rotor 2 and the air inlet 32 of the combustion stator 3, the air inlet 22 of the air compressing rotor 2 is completely closed by the air outlet closing area 13 of the air compressing stator 1, the air pressure of the air inlet 22 of the air compressing rotor 2 is not influenced by the air pressure of the air outlet 14 of the air compressing stator 1, the mixed oil gas in the space 28 of the air compressing rotor 2 forms an extremely low air pressure area at the air inlet 22 of the air compressing rotor 2 under the centrifugal force, meanwhile, an extremely high air pressure area is formed at the air outlet 24, a huge air pressure difference is formed between the air outlet 24 and the air inlet 22 of the air compressing rotor 2, the high pressure mixed oil gas at the air outlet 24 of the air compressing rotor 2 is pressed into the spiral combustion chamber 38 of the combustion stator 3, the engine rotor rotates 90 degrees again, fig. 4, when the air inlet 32 of the combustion stator 3 is just completely closed by the exhaust closing area 23 of the air compressing rotor 2, the air outlet 34 of the combustion stator 3 is ready to be communicated with the air inlet 42 of the acting rotor 4, meanwhile, the air outlet 24 of the air compressing rotor 2 is just completely closed by the air inlet closing area 31 of the combustion stator 3, the air inlet 22 of the air compressing rotor 2 is ready to be communicated with the air outlet 14 of the air compressing stator 1 again, the rotor continues to rotate, when the air outlet 34 of the combustion stator 3 and the air inlet 42 of the acting rotor 4 start to be communicated with each other, in fig. 1, mixed oil gas is ignited and combusted in the spiral combustion chamber 38 to generate high-temperature high-pressure gas, the high-pressure gas flows into the spiral space 48 of the acting rotor 4, steering power is generated at the air inlet 42 of the acting rotor 4, the rotor is pushed to rotate, and the air inlet 42 of the acting rotor 4 is quickly and completely opened, the air enters the spiral space 48 of the acting rotor 4, because the air outlet 44 of the acting rotor 4 is completely closed by the air inlet closing area 51 of the air outlet stator 5 at the moment, the air pressure in the spiral space 48 of the acting rotor 4 is increased, meanwhile, the air pressure of the air outlet 44 of the acting rotor 4 to the air inlet closing area 51 of the air outlet stator 5 is increased, the original pressure balance is broken in the process of increasing the air pressure of the air outlet 44 to the air inlet closing area 51, the air outlet 44 of the acting rotor 4 generates power, namely, two power are generated at the air inlet 42 and the air outlet 44 of the acting rotor 4 at the same time, the rotor is pushed to rotate for acting, and according to the law of conservation of energy, the high-pressure air of the spiral combustion chamber 38 enters the spiral space 48 of the acting rotor 4 to be changed into the air pressure energy released by the secondary high-pressure air to be completely converted into mechanical kinetic energy, this is the main reason why the closed structure of the twin screw engine has high working efficiency, in which the exhaust port 34 of the combustion stator 3 and the intake port 42 of the working rotor 4 are connected to each other from the start to the complete disconnection, the high pressure gas in the screw combustion chamber 38 pushes the rotor to rotate 90 degrees, and in fig. 2, when the exhaust port 34 of the combustion stator 3 is just completely closed by the intake closing area 41 of the working rotor 4, the gas pressure in the screw combustion chamber 38 drops, the air pressure is lower than the air pressure of the exhaust port 24 of the air compression rotor 2, the intake port 32 of the combustion stator 3 is ready to be connected to each other again to intake with the exhaust port 24 of the air compression rotor 2, while the intake port 42 of the working rotor 4 is just completely closed by the exhaust closing area 33 of the combustion stator 3, the exhaust port 44 of the working rotor 4 is ready to be connected to each other with the intake port 52 of the exhaust stator 5, under the inertial rotation of the rotor, fig. 3, the exhaust port 44 of the working rotor 4 and the air inlet 52 of the exhaust stator 5 are mutually communicated, the secondary high-pressure air in the spiral space 48 of the working rotor 4 flows into the space 58 of the exhaust stator 5, exhaust power is generated at the exhaust port 44 of the working rotor 4 to push the rotor to continuously rotate, the secondary high-pressure air in the spiral space 48 of the working rotor 4 pushes the rotor to rotate for 90 degrees again in the process from the mutual communication of the exhaust port 44 of the working rotor 4 and the air inlet 52 of the exhaust stator 5 to the complete disconnection, when the exhaust port 44 of the working rotor 4 is just completely closed by the air inlet closing area 51 of the exhaust stator 5, the air pressure in the spiral space 48 of the working rotor 4 corresponds to the atmospheric pressure because the exhaust port 54 of the exhaust stator 5 is communicated with the atmosphere, the air inlet 42 of the working rotor 4 is ready to be mutually communicated with the exhaust port 34 of the combustion stator 3 again, at this time, the engine completes the primary ignition combustion work-doing process, pushes the rotor to rotate 180 degrees, under the inertial rotation action of the rotor, the air inlet 42 of the work-doing rotor 4 and the air outlet 34 of the combustion stator 3 in fig. 1 start to do work again by being mutually communicated, the work-doing process is repeated, the rotor is pushed to rotate 180 degrees again, the rotor of the double-screw engine rotates 360 degrees, that is, the rotor rotates one circle, each screw combustion chamber 38 of the engine has two air inlet processes and two ignition combustion work-doing processes, and the two screw combustion chambers of the engine simultaneously inlet air and simultaneously perform ignition combustion work at each time.

Advantages of the double helix engine: the double-screw engine theory provides basic theoretical support for designing more novel engines in the future, the double-screw engine is a closed type engine, because when the space on any one stator and the space on one rotor of the double-screw engine are mutually communicated and work through the space ports of the stator, the other space port of the double-screw engine is completely closed by the closed areas of the rotors and the stators of other stages, for example, when the spiral combustion chamber 38 of the combustion stator 3 and the spiral space 48 of the acting rotor 4 are mutually communicated and work through the space ports 34 and 42 of the combustion stator 3 and the air inlet 32 of the acting rotor 4 are completely closed by the air exhaust closed area 23 of the air compressing rotor 2, and the air outlet 44 of the acting rotor 4 is completely closed by the air inlet closed area 51 of the air compressing stator 5, on the basis of the closed structure of the double-screw engine, if the closed ratio of the stators and the rotors of each stage of the engine is gradually reduced at the same time, that is, the area of the space opening on the working end surface is gradually increased, the area of the closed area on the working end surface is correspondingly gradually reduced, when the closed ratio is smaller than 3 and larger than or equal to 1, when the spiral combustion chamber 38 of the combustion stator 3 and the spiral space 48 of the acting rotor 4 are mutually communicated to work through the space openings 34 and 42 of the spiral combustion chamber, the air inlet 32 of the combustion stator 3 is partially and temporally closed by the air exhaust closed area 23 of the air compressing rotor 2, the air outlet 44 of the acting rotor 4 is partially and temporally closed by the air inlet closed area 51 of the air exhausting stator 5, the exhaust power per unit volume of the engine is gradually increased, the energy conversion efficiency of the acting rotor 4 is gradually reduced because the air outlet 44 of the acting rotor 4 is gradually reduced by the air inlet closed area 51 of the air exhausting stator 5, the air pressure rising height in the spiral space 48 of the acting rotor 4 is gradually reduced, the kinetic energy generated by the exhaust port 44 of the acting rotor 4 is gradually reduced, if the sealing ratio on the stator and the rotor of each stage of the engine is continuously reduced gradually, when the sealing ratio is smaller than 1, the spiral combustion chamber 38 of the combustion stator 3 and the spiral space 48 of the acting rotor 4 are mutually communicated and work through the space ports 34 and 42 of the stator, the air inlet 32 of the combustion stator 3 and the air outlet 24 of the air compressing rotor 2 are always communicated, meanwhile, the exhaust power of the exhaust port 44 of the acting rotor 4 and the air inlet 52 of the exhaust stator 5 are always communicated, the exhaust power of the unit volume of the engine is continuously increased gradually, the energy conversion efficiency of the acting rotor 4 is continuously reduced gradually, the smaller the sealing ratio of the stator and the rotor is, the exhaust power of the unit volume of the engine is larger, the energy conversion efficiency of each stage of the engine is lower, if the engine with the sealing ratio being larger than or equal to 3 is divided into closed type engines, the engine with the sealing ratio being smaller than 3, the engine with the sealing ratio being larger than or equal to 1 is divided into half type engines, the engine with the sealing ratio being smaller than 1, on the basis of the engine with the opening type engine, on the basis of the double spiral engine, the basis of the three types of the engine can be obtained by changing the sealing ratio on the basis of each stage of the engine and the engine with the air inlet 44 and the air inlet and the air rotor 4 is always communicated with the air inlet of the air.

The above description is illustrative only and not limiting in nature, and those skilled in the art can make numerous modifications and adaptations without changing the working principle of the present technology, which are also considered as being within the scope of protection of the present technology.

Claims (9)

1. A twin screw engine, characterized by: the air inlet stator, the air compressing rotor, the combustion stator, the acting rotor, the air exhausting stator and the straight shaft are sequentially arranged in the axial direction, the air exhausting working end surface of the air inlet stator and the air inlet working end surface of the air compressing rotor are mutually and tightly overlapped, the two air outlets of the air inlet stator and the two air inlets of the air compressing rotor are identical in shape and area, and when the rotor rotates, the two air outlets of the air inlet stator and the two air inlets of the air compressing rotor can be mutually and completely overlapped and communicated at the same time, the exhaust working end face of the air compressing rotor and the air inlet working end face of the combustion stator are mutually and tightly overlapped, the two exhaust ports of the air compressing rotor and the two air inlets of the combustion stator are identical in shape and area, when the rotor rotates, the two exhaust ports of the air compressing rotor and the two air inlets of the combustion stator can be mutually and fully overlapped and communicated, the exhaust working end face of the combustion stator and the air inlet working end face of the working rotor are mutually and tightly overlapped, the two exhaust ports of the combustion stator and the two air inlets of the working rotor are identical in shape and area, when the rotor rotates, the two exhaust ports of the combustion stator and the two air inlets of the working rotor can be mutually and fully overlapped and communicated, the exhaust working end face of the working rotor and the air inlet working end face of the exhaust stator are mutually and tightly overlapped, the two exhaust ports of the working rotor and the two air inlets of the exhaust stator are identical in shape and area, when the rotor rotates, the two exhaust ports of the acting rotor and the two air inlets of the exhaust stator can be completely overlapped and communicated at the same time, the space on the engine stator is opposite to the space direction on the rotor, when the exhaust port of the air inlet stator and the air inlet of the air compressing rotor are completely communicated, the exhaust port of the air compressing rotor is completely closed by the middle position of the air inlet closed region of the combustion stator, the exhaust port of the combustion stator and the air inlet of the acting rotor are completely communicated, the exhaust port of the acting rotor is completely closed by the middle position of the air inlet closed region of the air exhausting stator, according to the mutual position arrangement structure of the space ports and the closed regions of the stator and the rotor, the mutual positions of the air compressing rotor and the space ports and the closed regions of the acting rotor are coaxially fixed, meanwhile, the mutual positions of the air inlet stator, the combustion stator and the space opening and the sealing area of the exhaust stator are also fixed according to the arrangement structure, when the rotor rotates, the mutual positions of the air inlet rotor and the space opening and the sealing area of the acting rotor are unchanged, the mutual positions of the air inlet stator, the combustion stator and the space opening and the sealing area of the exhaust stator are unchanged, two spiral space channels which are continuously communicated with each other and mutually sealed through the space opening and the sealing area are formed, a timing air inlet and timing air exhaust process is automatically realized between each stage of stator and the rotor, the double-spiral engine is provided with two combustion chambers, each combustion chamber is provided with two air inlet and two ignition combustion work doing processes in the process of rotating the rotor for 360 degrees, the rotor can be pushed to rotate 180 degrees in each ignition combustion work doing process, and the two combustion chambers are simultaneously air inlet each time, and the ignition combustion work doing work.

2. A twin screw engine as defined in claim 1, wherein: the sealing ratio on the working end face of the air inlet stator is 3-5.

3. A twin screw engine as defined in claim 1, wherein: the sealing ratio on the working end face of the combustion stator is 3-5.

4. A twin screw engine as defined in claim 1, wherein: the sealing ratio on the working end face of the exhaust stator is 3-5.

5. A twin screw engine as defined in claim 1, wherein: the sealing ratio on the working end face of the air compressing rotor is 3-5.

6. A twin screw engine as defined in claim 1, wherein: the sealing ratio of the working end face of the working rotor is 3-5.

7. A twin screw engine as defined in claim 1, wherein: the area ratio of the air inlet and the air outlet of the air compressing rotor is 1-99.

8. A twin screw engine as defined in claim 1, wherein: the area ratio of the combustion stator air inlet to the air outlet is 0.01-1.

9. A twin screw engine as defined in claim 1, wherein: the area ratio of the air inlet to the air outlet of the acting rotor is 0.01-1.

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