CN212838062U - Conjugate double-cavity shuttle plate rotor engine - Google Patents

Abstract

A conjugate double-cavity shuttle plate rotor engine mainly comprises a stator, a rotor and a shuttle plate. The stator consists of a stator cylinder and two end covers, the rotor consists of a cylindrical shaft and a coaxial cylinder with larger diameter and shorter length, and two shuttle plate grooves symmetrical to the shaft center are formed in the rotor; the shuttle plate is composed of two similar rectangular plates with the same shape and the same quality and is arranged in the shuttle plate groove of the stator. The two end covers are in mirror symmetry structure. Two conjugated cavities on two sides of the stator are formed on the inner surface of one stator cylinder, two inner surfaces which are mutually conjugated after the two stator end covers are installed, two side surfaces of one stator and the surface of the rotor shaft. An air inlet ignition cavity is designed and manufactured in one radial direction and the axial direction of the stator end cover, a fluid discharge cavity is designed and manufactured on the other side of the stator end cover, the spark plug ignites mixed gas sprayed into the air inlet cavity, and deflagration gas pushes the shuttle plate to further push the rotor to further drive the rotor shaft to rotate to output kinetic energy.

Description

Conjugate double-cavity shuttle plate rotor engine

Technical Field

The present invention relates to a gas engine (internal combustion engine) and a fluid engine (similar to a water turbine). In particular to a space structure device which realizes the conversion of gas detonation into rotor kinetic energy output or the conversion of water potential energy (or other pressure fluid) into kinetic energy output by a conjugate double cavity, a rotor and a shuttle plate (or a shuttle pendulum) arranged on the rotor.

Background

The traditional engine adopts the mode of a cylinder piston and a crankshaft connecting rod for transmission, because the piston is compressed to the bottom of the cylinder, when a spark plug ignites and explodes to do work, the piston connecting rod and the crankshaft are almost on the same straight line, the efficiency of useful work done by the thrust force generated by the explosion on the piston at the moment is almost zero by analyzing the principle of force, the engine can only do a small amount of useful work by depending on the angle generated by the crankshaft and the angle generated by the crankshaft and the inertia of an inertia flywheel, and along with the increase of the angle, when the included angle between the piston connecting rod and the crankshaft is a right angle, the kinetic energy generated by the explosion when oil-gas mixed gas in the cylinder is ignited by the spark plug can be completely acted on the power output of the engine to generate an extreme value of the useful work, but the analysis from the mechanical angle still has an opposite direction acting force along the power transmitted by the connecting rod, the friction force between the piston and the cylinder is increased to consume a part of energy, and in any case, the cylinder, the piston, the connecting rod and the crankshaft can not work in a right angle state for all the time, and certainly, the energy generated by the oil gas explosion in the cylinder can not be completely acted on the output of the engine to generate useful work, so that larger energy is consumed by the impact and the friction among the piston, the connecting rod and the crankshaft. The heat efficiency of the traditional cylinder piston engine which is mainstream all over the world at present is 30-38%, and the highest fuel utilization rate (heat efficiency) is only 41%. Moreover, because the angle between the traditional piston connecting rod and the crankshaft is constantly changed, the energy transfer efficiency is too low, the piston can only be made to be very large by increasing the kinetic energy of the piston, and meanwhile, the size and the weight are greatly increased by adding the inertia flywheel, so that the whole machine becomes heavy and embarrassed.

For a long time, the engine size and the number of parts are reduced, the running reliability of the engine is improved, the thermal efficiency of the engine is improved, and the production cost and the use cost are reduced, so that the engine is the target and pursuit of engine engineers. Although some progress is made in the above-mentioned aim, the components of the cylinder, piston, connecting rod and crankshaft are all indispensable and any revolutionary progress cannot be made due to the inherent principle and structural condition of the traditional engine. The wankel rotary engine (triangle rotary engine) breaks the monopoly of the traditional gas engine for many years, and has the advantages that compared with a four-stroke piston engine, the rotary engine has fewer moving parts. The birotor engine mainly has three moving parts: two rotors and an output shaft. Even the simplest four-cylinder piston engine has at least 40 moving parts including pistons, connecting rods, camshafts, valves, valve springs, rocker arms, timing belts, timing gears, and crankshafts, among others. The reduction of moving parts means a higher reliability of the rotary engine. This is why some aircraft manufacturers, including airbuses, prefer to use rotary engines rather than piston engines. It has a number of drawbacks: high manufacturing cost, difficult lubrication, high maintenance difficulty of maintenance cost, short service life, large pollution caused by insufficient combustion and the like.

The water turbine is mainly a mixed flow type (Francis water turbine), and the water energy conversion rate can reach 95 percent at most. Although mature, if the efficiency can be further improved to more than 96%, the method also contributes to the progress of the whole society.

SUMMERY OF THE UTILITY MODEL

The utility model aims to abandon traditional cylinder piston connecting rod crankshaft engine (hereinafter traditional engine) power production transmission mode and hydraulic turbine power production transmission mode thoroughly, use the utility model discloses a conjugate two-chamber shuttle board rotor internal combustion engine and conjugate two-chamber shuttle board rotor fluid engine (following unite two into one and be called for short conjugate two-chamber shuttle board rotor engine for short, or be called for short this engine) replace them, because the utility model discloses an engine or water transfer machine mainly comprise stator, rotor, three major assembly of shuttle board, therefore spare part quantity, volume and the weight of engine have been more than five than traditional engine less, just because of the structural component is minimum, complete machine reliability and life have very big improvement, manufacturing cost more can greatly reduced. Namely, the fuel thermal efficiency of the engine and the potential energy utilization rate of the hydraulic power generation water can be greatly improved, and the purposes of using a small amount of parts, extremely low space occupancy rate and production and use cost to achieve the utility model are achieved.

In order to achieve the above purpose, the utility model discloses technical scheme as follows:

the utility model discloses a conjugate two-chamber shuttle plate rotary engine mainly by three major parts: stator, shaft rotor, shuttle plate (or shuttle pendulum) and accessories. Other accessories are the same as conventional piston cylinder engine accessories such as intake valves, spark plugs, etc.

1. A stator: as shown in fig. 7, 9 and 10, the stator is composed of the stator housing of fig. 7 and two end covers of fig. 9 and 10. The middle of each end cover is provided with a central shaft hole 8 matched with a shaft rotor, each end cover is divided into two thickness areas, namely a thick area and a thin area, in the axial direction of the shaft hole, the two thickness areas are in smooth transition, transition surfaces are 3 and 9, and smooth transition curved surfaces 3 and 9 are in transition with a radial direction as a vertical line, so that the curved surfaces can be in sliding fit with the end surface 1 or 3 of a shuttle plate (shown in figure 11) (or a shuttle pendulum, which is briefly described below by replacing the shuttle plate with the shuttle plate or the shuttle pendulum) in movable fit, and meanwhile, the sealing can be effectively realized. An air inlet ignition deflagration cavity 7, an exhaust cavity 4 and an exhaust hole 5 are manufactured on each end cover transition surface 3 and 9. Fig. 9 a cavity is formed between the thin area faces 2, transition faces 3, 9 of the end caps of fig. 10 and the rotor end faces 3, 6 of the fig. 8 rotor, while the thick partial surfaces 6 of the end caps contact the rotor end faces 3, 6 of the fig. 8 rotor to implement a slip fit. The thick and thin parts of the two end covers are rotated by 180 degrees and then are installed in a matching way, so that a conjugate cavity is formed in the stator end cover, the rotor is installed, and due to the isolation of the rotor, the conjugate cavity between the two end covers of the stator is separated by the rotor to form a conjugate double-cavity structure. An air inlet valve (an air inlet one-way valve similar to a traditional engine) and an electric spark plug are respectively arranged at the positions of the stator corresponding to the air inlet ignition deflagration cavities of the two end covers, and an exhaust hole is respectively arranged in the exhaust cavity corresponding to the end cover.

2. Shaft rotor: referring to fig. 8, a rotor 3, 6 with a certain width is manufactured and installed outside a rotating shaft 2 with a diameter matched with the central hole of the end cover of the stator, and the rotor 3, 6 is respectively provided with an opening 4, 7 which is parallel to the axis and is called a shuttle plate opening or a shuttle plate groove at the position symmetrical to the rotor axis. The size of the gap of the opening is just required to achieve the size of the movable fit between the shuttle plate mentioned below.

3. A shuttle plate: referring to fig. 11, the plate (or pendulum) is designed to fit snugly into the two radially symmetrical shuttle slot (or gap) dimensions of the shaft rotor, and can be moved back and forth in the corresponding opening of the shaft rotor in the direction of the opening. This plate is called a shuttle plate.

4. The working principle of the engine is as follows: as shown in fig. 1-6, after one shuttle 12, 15 is installed in each of two radially symmetrical shuttle slot (or gap) of the shaft rotor 13, it is assembled into two end covers 4, 10 of the stator, and the shaft rotor 13 is rotated, and the two shuttle 12, 15 will do reciprocating motion along the axial direction in the conjugated dual cavities 2, 14 between the two end covers 4, 10 in addition to the synchronous rotation with the rotor 13. In turn, the shuttle plates 12 and 15 are pushed tangentially along the rotor 13 in one direction, and the shaft rotor 13 is pushed tangentially by the shuttle plates 12 and 15 to rotate in the force-bearing direction. The above-mentioned driving force can be that the gas-oil mixture deflagration gas ignited by sparking plug 7, 17 (equivalent to the gas-oil mixture deflagration gas ignited by sparking plug in piston cylinder does work) does work, at this moment, the function of the shuttle plate 12, 15 pushed by deflagration gas is equivalent to the piston function in traditional engine. It exerts the acting force directly and acts on the rotor 13 of the shaft rotor, and rotor 13 and rotor shaft 3 are the rigid body of relative fixation, therefore this thrust produced by above-mentioned shuttle plate 12, 15 is acted on the rotor shaft 3 directly and exported and do work directly, the utility model can be called as the conjugate double-chamber shuttle plate rotor internal combustion engine at this moment; if the ignition system is removed, the driving force is changed into other fluids, such as high-pressure water, high-pressure oil, high-pressure air and the like, and the engine can be called as a corresponding conjugate double-cavity shuttle plate rotor fluid engine. The engine is generally called a conjugate double-cavity shuttle plate rotor engine.

5. The working principle is described in detail: as in fig. 1-6, the first ignition does work: when fuel oil (or gas) and air mixed gas are input into 2 air inlets 5 and 18 of the assembled engine and are ignited and detonated by spark plugs 7 and 17, no matter which position of the two shuttle plates 12 and 15 in the stator, huge thrust can be applied to one or both of the two shuttle plates 12 and 15 to push the rotor 13 to rotate so as to drive the rotor shaft 3 to rotate and do work outwards. When the shuttle plates 12 and 15 pushed by the deflagration gas do work and the rotor 13 rotates to be close to 180 degrees, the shuttle plates 12 and 15 start to rotate to pass through exhaust holes (4 in figures 9 and 10) which are made in advance on the end cover of the stator, and the deflagration gas is exhausted from the corresponding exhaust holes 8 and 9. At this time, the other shuttle plate 15, 12 enters the preset deflagration position 6, 20 again, enters another round of ignition deflagration and enters the next working output process. And (3) performing ignition work for the second time and the nth time: an angle position indicating trigger matched with the stator 1 is designed and manufactured at a designated position on the rotor shaft 3 and used for accurately positioning the ignition time and angle, so that the rotor shuttle plates 12 and 15 are pushed by deflagration gas to rotate at the same position of each revolution to do work. Similarly, when the shuttle plates 12 and 15 pushed by the deflagration gas do work and the rotor rotates to close to 180 degrees, the shuttle plates 12 and 15 start to rotate to pass through exhaust holes (4 positions in fig. 9-10) which are pre-manufactured on the stator end covers 4 and 10, and the deflagration gas is exhausted from the exhaust holes. At this time, the other shuttle plate 15, 12 enters the preset deflagration position 6, 20 again, and the other round of ignition deflagration pushes the shuttle plate 15, 12 to enter the next working output process. The continuous circulation forms a three-step action work-doing cycle of 'air inlet/ignition deflagration-pushing shuttle plate to rotate around the shaft center to drive the rotating shaft to do work and output kinetic energy-exhaust' which is specific to the engine. The purpose of outputting the maximum and most stable kinetic energy of the engine can be realized by accurately setting the position of the optimal trigger at the angle on the rotating shaft. The engine has no energy loss except for the slight friction consumption of the sliding fit between the matching surface of the shuttle plate and the opening of the rotor, the sliding fit between the shuttle plate and the inner wall surface of the conjugate double-cavity of the end cover of the stator and the rolling fit of the bearing between the rotor shaft and the shaft hole of the stator. Therefore, the fuel utilization rate can be increased to more than 50-60 percent or even higher. This is a revolution of the history of oil and gas engines.

Drawings

FIG. 1 is a front view of the present conjugate dual chamber shuttle plate rotor engine. (assignment of this figure as abstract figure)

FIG. 2 is a cross-sectional view of the conjugate dual chamber shuttle plate rotary engine B-B.

Fig. 3 is a top view of the present conjugate dual chamber shuttle plate rotary engine.

FIG. 4 is a cross-sectional view taken along line C-C of a top view of the conjugate dual chamber shuttle plate rotary engine of the present invention.

FIG. 5 is a sectional view taken along line A-A of the main view of the conjugate dual chamber shuttle plate rotor engine of the present invention.

FIG. 6 is a cross-sectional view taken along line D-D of the main view of the conjugate dual chamber shuttle plate rotor engine of the present invention.

Fig. 7 is a 3D schematic view of the present conjugate dual chamber shuttle plate rotary engine stator.

Fig. 8 is a 3D schematic view of the present conjugate dual chamber shuttle plate rotor engine shaft rotor.

Fig. 9 is a schematic view of the left end cover 3D of the stator of the conjugated double-cavity shuttle plate rotor engine.

Fig. 10 is a schematic view of the stator right end cover 3D of the present conjugate dual chamber shuttle plate rotary engine.

Fig. 11 is a 3D schematic view of a shuttle plate of the present conjugate dual chamber shuttle plate rotary engine.

FIG. 12 is a 3D schematic view of the present conjugate dual chamber shuttle plate rotor engine shaft rotor and shuttle plate assembly.

Fig. 1 to 12 are an appearance display and a relationship description combination and an exploded view of the overall assembly structure of the present invention to each component. The method comprises the following steps: fig. 7 is a schematic structural diagram of a stator, wherein 1 is a cylindrical surface of an inner wall of the stator for mounting a stator end cover (as shown in fig. 9 and fig. 10), 2 and 6 are fluid inlet passages, 3 and 7 are fluid outlet passages after work is done, 4 is a cylindrical surface of a housing of the stator, 5 and 9 are spark plug mounting holes, and 8 is a stator seat, which may or may not be provided, and can be designed into any required structural form according to needs in practical design and use, and here, for intuitive understanding, such a simple stator seat is designed; FIG. 8 is a schematic view of a shaft rotor structure, wherein 1 and 5 are keyways, 2 is a shaft surface, 3 and 6 are left end surfaces (right end surfaces are not labeled) of the rotor, and 4 and 7 are two 180-degree axially symmetrical openings (shuttle plate slots) in the rotor for receiving and mating with the shuttle plate shown in FIG. 11; fig. 9 and 10 are schematic views of a stator end cover structure (the key point of the present invention is a conjugated dual-cavity), where 1 is a cylindrical surface where the end cover is matched with the inner wall of the stator (the 1 surface of the inner wall in fig. 7), 2 is a thin wall surface of the end cover, 6 is a thick wall surface, which is attached to the 3 and 6 surfaces shown in fig. 8, 3 and 9 are transition curved surfaces between the thin wall and the thick wall, 7 is an intake ignition cavity (or a high-pressure fluid entering the cavity), and 4 and 5 are exhaust cavities and channels for exhaust gas or fluid after applying work; fig. 11 is a schematic view of the structure of the shuttle, wherein 1 and 2 are end line curved surfaces of two ends of the shuttle, which are used for matching and sliding and sealing with the curved surfaces of the inner surfaces of the stator end covers 2, 3, 6 and 9 shown in fig. 9 and 10 after being installed in an assembly, one surface, for example 4, of the 4 and 2 surfaces is in contact with the shaft surface 2 shown in fig. 8 for sliding fit along the axial direction and the left and right directions, and the other surface, for example 2, is in contact with the inner surface 1 shown in fig. 7 for sliding fit during circumferential rotation along the axial direction and the radial direction. Firstly, the cylindrical surface 1 of the left end cover of the stator in fig. 9 is assembled at the left end of the corresponding inner cylindrical surface 1 of the stator in fig. 7, and then two pieces of the shuttle plate in fig. 11 are assembled in the two matched shuttle plate grooves 4 and 7 of the rotor in fig. 8, so as to form the assembly unit shown in fig. 12. In fig. 12, 1 is a rotor shaft of a shaft rotor, 2 is a key groove, 3 and 4 are two half blocks of the rotor divided after the rotor is provided with a shuttle plate groove, 5 is a right end surface of the rotor, and 7 is the shuttle plate groove on the rotor, and at the moment, a shuttle plate 6 and a shuttle plate 8 can slide (are in sliding fit) left and right and up and down in the shuttle plate groove of the rotor. When the assembly unit is mounted into the stator from the right side of the stator having the end cap mounted on the left end, the two shuttle plates 6 and 8 in fig. 12 are restricted by the inner wall of the stator cylinder and can slide only in the left-right direction of the axis. And then assembling the cylindrical surface 1 of the right end cover of the stator and the shaft hole 8 shown in the figure 10 to the right end of the stator assembled with the assembly unit to complete the assembly of all main parts of the conjugate double-cavity shuttle plate rotor engine, as shown in the figures 1 and 3. And then the gasoline air mixture nozzles with the numbers of 5 and 18 in the figures 1 and 3 and the electric spark plugs with the numbers of 7 and 17 are installed, and the waste gas outlets with the numbers of 8 and 9 are connected with external pipelines, so that a complete conjugated double-cavity shuttle plate rotor engine system is formed. As for the lubricating system and the heat dissipation system, lubricating oil can be directly injected into the hole on the stator sleeve, a lubricating groove is processed on the corresponding inner wall of the stator, so that effective lubrication is generated between the inner wall of the stator and the outer wall of the rotor and the shuttle plate, lubricating grooves are also processed on the inner wall of the shaft hole of the end cover of the stator and the whole inner wall of the end cover, and lubricating liquid is applied through an oil filling hole which is made in advance and connected with the lubricating grooves, so that effective lubrication is generated between the shaft hole of the end cover and the rotor shaft and between the inner surface of the. In the aspect of heat dissipation, enough cooling fins can be manufactured outside the stator shell, the solid rotor shaft can be replaced by the hollow rotor shaft, and the other end shaft of the power output shaft is provided with an impeller fan for powerful cooling. Foretell lubricating system, cooling system, it is the conventional supporting system of traditional engine, very ripe, with the utility model discloses an essence is incoherent, only a pen has taken, does not do the perusal. When the engine works, only the oil-gas mixture sprayed by the air inlet nozzles 5 and 8 needs to be controlled and ignited by the electric spark plugs 7 and 17 like a traditional engine, the deflagration gas at the moment expands sharply in the cavity numbered as 6 in figures 1 to 6, the left side of the shuttle plate 12 is pushed to protrude out of the left end face part of the rotor, and the force direction of the shuttle plate is the tangential direction of a tangent plane circle vertical to the axial direction of the rotor of the shaft, so that the rotor 13 is pushed to rotate towards the direction, and the rotor shaft 3 is driven to do the same-direction circular motion. Similarly, the shuttle plate 15 with the number 12 and radial symmetry protrudes out of the right end face part of the rotor 13, is reversely pushed by deflagration gas of the deflagration cavity 20 reserved at the corresponding symmetrical position of the stator right end cover 10 corresponding to the shuttle plate, and does work with the shuttle plate 12 to the rotor, so that the rotor shaft 3 is pushed by the symmetrical thrust to rotate to do work and output power. The conjugate double-cavity shuttle plate rotor engine has the advantages of simple and clear whole principle, simple and reasonable structure, and no energy loss except for the shuttle plate grooves formed on the shuttle plate and the rotor, the shuttle plate end and the inner cavity wall of the stator end cover, the circumferential surface of the rotor and the inner cavity of the stator, and the shaft hole of the stator end cover and the shaft surface of the rotor, which have extremely small sliding friction loss. Therefore, compared with the traditional cylinder piston engine, the efficiency ratio is greatly improved and is possibly more than 50-60)% or even higher. .

The specific implementation mode is as follows:

the technical solution of the present patent will be further described in detail with reference to specific examples.

Example 1: referring to fig. 1-12, the conjugate dual chamber shuttle plate rotor engine of the present invention is mainly divided into three major parts, the first part is a stator, which is a metal cylinder like the part marked with numeral 1 in fig. 7, and two additional stator end covers with the same structure and mirror symmetry are formed as fig. 9 and fig. 10; the second part is a rotor which is formed by adding two shuttle plate openings (shuttle plate grooves) on a shaft, such as the shaft marked with the number 2 in fig. 8, on the rotor, and two remaining parts of the rotor after the rotor is opened with the numbers 4 and 7 are marked with the numbers 3 and 6 in fig. 8; the third part is two pieces of the shuttle plate shown in fig. 11. Firstly, the stator end cover in fig. 9 is installed at the left end of the stator shown in fig. 7, then two shuttle plates are installed in the corresponding openings 4 and 7 on the rotor shaft shown in fig. 8 as shown in fig. 12, then the assembly sub-component in fig. 12 is assembled in the stator with the left end cover just installed, finally the stator right end cover in fig. 10 is installed at the right end of the assembly body, and the total assembly body of the invention shown in fig. 1 and fig. 3 is obtained. As for the accessories such as the air inlet component, the electric spark plug, the air outlet and the like in the general assembly body, the drawing is expressed only for the purpose of expressing the principle of the utility model, and the drawing and the expression are also realized because of the relationship. The structure principle and the working principle of the conjugate double-cavity shuttle plate rotor engine are as follows: in fig. 1-6, the stator end cover 4 and the end cover 10 mounted in the stator 1, each having a thickness region and a transition region between the thickness regions, as shown in fig. 9 and 10, in their two transition regions 3 and 9, respectively, there are an inlet cavity 7 and an outlet cavity 4 and an outlet hole 5, the inlet cavity 7 of the end cover corresponding to the inlet openings 2 and 6 in the stator housing shown in fig. 7, and the spark plug mounting positions 5 and 9, the outlet cavity 4 and the outlet hole 5 of the end cover corresponding to the outlet holes 7 and 3 in the stator housing shown in fig. 7, while the smaller end face 6 of the thicker portion of the stator end cover in fig. 9-10, corresponding to 3 and 6 in one of the two end faces of the rotor shown in fig. 8, respectively, is attached to the other face, so that the thin face 2 of the stator end cover in fig. 9 and 10 together with the two transition bevels 3 and 9 are attached to the two end faces 3 (fig. 8) and 5 (fig. 12) of the rotor, in addition, 2 conjugated cavities 2 and 14 which are axially symmetrical at 180 degrees are formed between the axial surface 1 of fig. 12 and the inner cylindrical surface 1 of fig. 7, and are separated by the shuttle plates 12 and 15, and the left and right conjugated cavities 2, 6 or 20, 14 separated by the two shuttle plates are always partially in the air inlet area and partially in the air outlet area. Therefore, no matter where the shuttle plates 12 and 15 are located, the first air intake ignition can push the shuttle plates to further push the rotor shaft to rotate to do work and output kinetic energy. While the length of the shuttle plates 12 and 15 is the width of the stator 13 plus the distance from the inside of the thinnest portion of the stator end cap 4 or 10, e.g., surface 2 of fig. 9-10, to the left (or right) surface of the rotor (i.e., to the 3/6 surface of fig. 8 or 5 surface of fig. 12), this length of the shuttle plate is also the distance between the transition radial slices of the two stator end caps 4 and 10 seen in fig. 1. In this way, regardless of the angle to which rotor 13 is turned, shuttles 12, 15 always contact and seal the chambers 2 and 6 separated by the two end caps in the conjugate double chamber, as shown in fig. 1 and 5. The utility model discloses the operation principle describes: when observing fig. 1-6, people control the air inlet nozzles 5 and 18 to inject the air-fuel mixture into the corresponding air inlet cavities 6 and 20 made of the left end cover and the right end cover and ignite with the electric spark plugs 7 and 17, the explosion gas at the moment expands rapidly in the cavities 6 and 20, pushes the shuttle plates with the numbers 12 and 15 to push the rotor with the number 13 to move to the direction along the stress direction of the shuttle plates, namely the tangential direction of the tangent circle vertical to the axial direction of the shaft rotor 13, and drives the rotor shaft 3 to do the same-direction circular motion. That is, the rotor shaft 3 is simultaneously subjected to the pushing rotation work of the opposite symmetrical thrust of the shuttle plates 12 and 15, and outputs power (the rotation direction is clockwise rotation in fig. 5, and counterclockwise rotation in fig. 6, and actually the two thrust forces are opposite on the tangent circle of the rotor, but the rotation directions of the pushing rotors are the same). In the process, the shuttles 12 and 15 are limited and influenced by the conjugate change of the inner curved surfaces ( surfaces 2, 3, 6 and 9 in fig. 9 and 10) of the stator end covers 4 and 10 along with the rotation of the rotating shaft, and move left and right relative to the axial direction of the stator, so that the areas of deflagration thrust surfaces, which are received by the shuttles 12 and 15, are changed, maintained and reduced, and the outgoing power is increased, extremum and attenuated. However, because the change of kinetic energy in the three stages is relatively small and the time alternation is very rapid, two changes progress exist in each rotation of the rotor, so statistically, the three-stage dynamic energy output device can output a relatively stable power average peak value for people to use. If a plurality of rotors 13 are manufactured on the same shaft, a corresponding number of shuttle plates and a plurality of groups of stator end covers 4 and 10 are installed, and each group of end covers rotate in the axial direction to designate the installation angle which is accurately calculated, a multi-double-cavity conjugate rotor engine (corresponding to a multi-cylinder engine unit of a traditional engine) is formed, the volume is only slightly axially lengthened, and the volume is simple and can be ignored compared with the huge volume of the traditional multi-cylinder engine. Therefore, the output power is more stable and stronger.

Example 2: the present invention provides a conjugate dual chamber shuttle plate rotary engine, as shown in fig. 1-12, if the spark plugs 7, 17 on the stator 1 are removed and the mounting holes 5, 9 (fig. 7) are removed, a fluid engine is formed. The original positions of the air inlet nozzles 5 and 8 are changed into fluid inlets for inputting fluid, such as high-pressure air, high-pressure hydraulic oil, high-pressure water (including river water with drop potential) and the like, so that the shuttle plates 12 and 15 can be pushed to drive the rotor 13 to further drive the rotor shaft 3 to rotate to do work and output kinetic energy. Can be used for replacing various fluids such as a water turbine and the like to convert kinetic energy and the like.

Example 3: the conjugate double-cavity shuttle plate rotor engine of the utility model can deform the shuttle plate to be a shuttle pendulum, taking a figure 1 and a figure 3 as an example, 12 and 15 shuttle plates are removed and are changed into two shuttle pendulums, the shuttle pendulum is composed of a large cylindrical surface and a small cylindrical surface, the middle of the cylindrical surfaces are tangentially connected by two transition planes or curved surfaces, the small cylindrical surface is in front of the rotating direction of the rotating shaft of the shaft rotor, the large cylindrical surface is behind the rotating direction of the rotating shaft of the shaft rotor, the axes of the two cylindrical surfaces point to the axis of the rotating shaft of the shaft rotor, the large cylindrical surface can swing back and forth left and right by the axis of the small cylindrical surface, when swinging to the inner surface of the left end cover is contacted, the right side of the cylindrical surface of the large cylindrical surface is just level with the right side of the rotor, otherwise, the shuttle pendulum also takes the small shuttle pendulum cylinder as the center, the intersecting edge of the left surface of the cylindrical surface and the transition plane or the curved surface is just flush with the left surface of the rotor, so that the large cylindrical surface of the shuttle pendulum can have the same function as the shuttle plate in the embodiment 1 when the rotor rotates to any angle, and the large cylindrical surface swings to the inner part of the conjugate cavity to have the same effect as the shuttle plate; meanwhile, the opening on the rotor is also made into a structure and a shape matched with the shuttle pendulum.

It is obvious to a person skilled in the art that the invention is not restricted to details of the above-described exemplary embodiments, but that it can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.

Claims (3)

1. A conjugate double-cavity shuttle plate rotor engine is characterized in that the engine mainly comprises a stator, a rotor and a shuttle plate, wherein the stator comprises three parts: the stator consists of a cylindrical barrel and stator end covers at two ends of the barrel, the two end covers have the same size and are just in a mirror symmetry structure, the end covers are axially divided into four regions by thickness, a thinner region and a thicker region, the two regions are symmetrically distributed in the direction of 180 degrees from each other by the axis center, a third fourth region consists of two transition curved surface regions between the thinner region and the thicker region, the 4 regions occupy angles and must be symmetrical in pairs at 360-degree circumference, an air inlet deflagration cavity, which can be called a high-pressure fluid injection cavity, is designed and manufactured on one curved surface of the two transition curved surfaces of one end cover, and the other curved surface is designed and manufactured with waste gas or a fluid discharge cavity after work; the rotor consists of a cylindrical shaft with smaller diameter and longer length and a coaxial cylinder with larger diameter and shorter length, namely the rotor, and two shuttle plate openings which are symmetrical with the axis are arranged in the axial direction of the rotor; the shuttle plate is composed of two similar rectangular plates which are in the same shape and the same quality, the two shuttle plates are respectively arranged in the openings of the two shuttle plates of the rotor, and the two shuttle plates are arranged in the conjugated double cavities in the stator, so that the two shuttle plates can synchronously do axial circular motion with the rotor, and can do axial reciprocating motion due to the constraint of the conjugated double cavities formed on the inner surfaces of the two stator end covers; an air inlet ignition cavity is designed and manufactured in the radial direction and the axial direction on a transition curved surface area of a thickness area of the stator end cover, is communicated with an air inlet reserved in the stator shell and the installation position of a spark plug, and is also connected with a cavity formed by the inner wall of the stator cylinder, the side wall of the stator, one side surface of the shuttle plate and the transition surface and the thinner surface of the inner surface of the stator end cover; the inner surface of a stator cylinder, two inner surfaces which are mutually conjugated after the two stator end covers are installed, two side surfaces of a stator and the shaft surface of a rotor shaft form two conjugated cavities at two sides of the stator.

2. The conjugate dual chamber shuttle plate rotary engine of claim 1, wherein when the gas-oil mixture injected from the inlet ports in the two inlet chambers of the two stator end caps at the two ends of the stator are ignited and detonated by the spark plugs mounted on the same chambers, respectively, the detonated gas expands rapidly to push the shuttle plate nearest to the detonated gas to move away from the detonated region, and the shuttle plate can only do axial reciprocating motion and radial circular motion of the rotor shaft under the restriction of the rotor port and the conjugate chamber, thereby driving the rotor shaft to do rotational motion and output kinetic energy.

3. The conjugated dual chamber shuttle plate rotary engine of claim 1 wherein if the spark plug and its associated mounting hole are removed and only the intake passage is left, the engine is directly converted to a conjugated dual chamber fluid engine, the fluids including water, oil, gas, etc.

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