JP2011503404A - 2-stroke opposed star type rotary piston engine - Google Patents

Abstract

A two-stroke opposed rotary piston engine, a cylinder block having a sleeve and two pistons arranged to slide within the sleeve, a rotor having a curved surface formed by an elliptical line or an oval line of Cassini, and a piston A traverse attached to the traverse, a roller attached to the traverse and elastically pressed downward against the rotor, an oil feed pipe having an end bushing, an oil supply means and an oil discharge means, and two plungers, and a piston Is movable oppositely and forms a common combustion chamber and a first gap with the side wall of the sleeve, and two plungers are disposed in each tube and are substantially smaller than the first gap. Form. The plunger is attached to the traverse and is movable so as to face each other, and includes a through-type flow path, an external surface having a bushing forming an external space, and a tube forming an internal space communicating with the oil supply means and the oil discharge means. An internal surface having sidewalls is provided. The oil discharge means communicates with the external space by the oil supply means. The engine absorbs side and inertia forces, is more efficient and emits less.
[Selection] Figure 1a

Description

  This application claims the priority of US Provisional Patent Application No. 60/881208 (filed on Jan. 19, 2007) and US Patent Application No. 11/827595 (filed on Jul. 12, 2007). The disclosures of both applications are incorporated herein by reference in their entirety. The present invention relates to an opposed star type rotary piston engine. The engine can be used in combination with a generator or the like in ground vehicles, water vehicles, and airplanes.

  In the prior art, various constructions of centrifugal piston engines or rotary piston engines (hereinafter referred to as ORPE) are known, which are intended to eliminate certain disadvantages of conventional piston engines. . For example, the structure as described above is described in Patent Literature 1, Patent Literature 2, Patent Literature 3, Patent Literature 4, and Patent Literature 5. For example, the latter suppresses lateral pressure on the piston, improves efficiency, and rotates the cam on the inner wall of an ellipse without using a crank in reciprocating motion, reducing vibration and reducing size and weight. The purpose is to reduce it. The other structures described above generally have similar purposes.

  Patent Document 1 discloses a four-stroke engine in which a cylinder block rotates inside a rotor. The engine is complex and has a design balance with a small drive source for the valve mechanism and a rotating mechanism with moving parts.

  Patent Document 2 discloses a four-stroke engine having a valve mechanism and a conical rotor. FIG. 7 shows a conical rotor having an elliptical groove and a piston follower inside the groove. The engine is a complex unit that generates considerable friction loss, and the drive source for operating the loaded portion is limited. This structure does not remove the lateral force provided by the piston on the cylinder wall.

  Patent Document 4 discloses a four-stroke engine, the cylinder block rotates on an elliptical track, and the intake / exhaust system includes a rotatable valve. This structure is complex and difficult to balance (even planners admit). The piston moves through a rod and a slide bearing on an elliptical housing. Since the place in contact with the housing undergoes high friction and high heat, the drive source becomes scarce.

  From the inventor's point of view, an evolution of OPRE is provided in US Pat. This document describes as follows. "Rotating star piston engine with a valve mechanism, the engine having a disc ring with openings arranged to slide relative to each other. While one of the rings is fixed, The other one is arranged to participate in the rotational movement of the rotor, the relationship of the valve openings is determined by the angular position of the disk manually, according to the invention as filed, the injection is arranged in a fixed disk. The valve ring is formed using a through-opening and the rotor is opened between the injection nozzle and the combustion chamber at the moment of ignition of the fuel, depending on the assumed position. Form a communication means. "

German patent registration No. 3907307 US Pat. No. 6,279,518 International Publication No. 2005098202 Russian patent registration No. 2143572 Japanese patent registration No. US Patent Registration No. 6161508

  However, this engine has certain deficiencies and limitations. The engine is manufactured as a four-stroke engine having a cylinder block that rotates around the rotor and drives the rotor. Because the reaction force provided by the support bearing is extremely large, the time for supplying the drive source is short. The engine uses an intake / exhaust system based on a rotatable slide valve. This necessitates the use of complex sealing means, which typically limit the drive source significantly (typically up to 100 hours). The cylinder block rotating by the reciprocating linear movement of the piston is very difficult to balance and therefore causes a very destructive vibration. Such a problem has been successfully solved in the present invention.

  The ORPE of the present invention uses the non-generic form described above that converts the rotational motion of the rotor into a linear stroke of the piston (and vice versa). This constructive solution essentially absorbs the lateral force provided by the piston on the side of the engine cylinder (and vice versa) and essentially improves the ratio of weight, fuel consumption, power, Has proven to be more useful than all currently used engines known to those skilled in the art (including Venkel rotor engines).

  The most important advantages of the present invention are simple design, low mass, long-time drive source (estimated 1 million km), low fuel consumption, high output torque, low pollution (environmentally friendly) That is.

  The weight of the engine (excluding installed equipment) is estimated to be approximately 30 kg. The engine discharges 500 cc and outputs 250 horsepower. In the more powerful version, the weight of the engine itself is estimated to be 65 kg (excluding the equipment installed), discharging 1000 cc of displacement and outputting 500 horsepower.

  The engine according to the present invention is used in various applications, for example, for integrated drive using generators, motors for land passenger cars, and motors for airplanes. It can also be comparable to conventional internal combustion engines.

  The design solution incorporated into the engine lubrication system and the cooling system enables the engine to be used effectively at 12000-15000 rpm, and can be effectively applied to motor sports. The structures described in this disclosure allow for improvements and production of engines that are fueled with gasoline or natural gas, as well as diesel-type engines that utilize the principles of the present invention.

The ORPE of the present invention has an elliptical closed curve x ² / a ² + y ² / b ² = 1 or (x ² + y ² ) -2c ² (x ² −y ² ) = a ⁴ −c ⁴ ( Here, x and y are two-dimensional coordinates, and a and b are predetermined coefficients, and the action of the closed surface of the rotor formed by a Cassini line that can be expressed by a Cassini line. Has a surface.

  In the present disclosure, a two-stroke opposed rotary piston engine is described. The engine includes a cylinder block, a rotor having a surface formed by an oval line or a Cassini oval line, a traverse attached to the piston, a roller attached to the traverse and elastically pressed downward against the rotor, An oil feed pipe having an end bushing, an oil supply means and an oil discharge means, and two plungers are provided. The cylinder block has a sleeve and two movable pistons arranged to slide inside the sleeve and facing each other, the two pistons forming a common combustion chamber between their heads and the side wall of the sleeve To form a first gap. The plunger is disposed in each oil feed pipe and forms a second gap (substantially smaller than the first gap) at the side wall of the oil feed pipe. The plunger is attached to the traverse and is movable to a facing position. The plunger further includes a through-type throttle chamber, an external surface that forms an external space with a bushing, and an internal surface that forms an internal space with a side wall of the oil feeding pipe, and the internal surface communicates with the oil supply means and the oil discharge means. ing. The engine oil discharge means communicates with the external space by the oil supply means. The engine absorbs side and inertia forces, is more efficient and emits less.

1 is a general front view of a combined engine in accordance with a preferred embodiment of the present invention. FIG. 2 shows a side cross-sectional view of the engine at the top “dead center” of the rotor and the basic units and details of the engine structure in accordance with a preferred embodiment of the present invention. 1 is a general front view of an engine assembled in accordance with a preferred embodiment of the present invention. FIG. FIG. 3 is a side cross-sectional view of the engine at the bottom “dead center” of the rotor, showing the basic units and details of the engine structure, in accordance with a preferred embodiment of the present invention. FIG. 3 shows a general side view of an assembled engine in accordance with a preferred embodiment of the present invention. FIG. 3 is a front cross-sectional view of the engine, showing the design of the plunger, plunger tube, and other basic units and parts of the engine structure, in accordance with a preferred embodiment of the present invention. FIG. 3 shows a cross-sectional view of the plunger tube and plunger at the bottom dead center of the engine, in accordance with a preferred embodiment of the present invention. FIG. 3 shows a cross-sectional view of the plunger tube and plunger at the top dead center of the engine, in accordance with a preferred embodiment of the present invention.

  Similar reference numbers in the drawings generally refer to the same or similar elements in different drawings. New numbers in the description are enclosed in parentheses.

  As shown in the drawings, the present invention may be affected by different forms of embodiments, however, based on the understanding that the present disclosure is considered to be exemplary of the principles of the present invention and of the present invention. It is described in specific embodiments and is not intended to limit the invention illustrated and described herein.

  Embodiments of the engine of the present invention fueled by gasoline are shown in FIGS. 1a, 1b, 2a, 2b, 3a and 3b. The engine is fixedly attached to a fixed cylinder block (1) (eg on a vehicle), a cylinder-shaped sleeve (2) attached to the cylinder block (1), and slides within the sleeve (2). It has two opposing movable cylinder pistons (3) that fit snugly. In a preferred embodiment, the size of the first gap between the piston (3) and the side wall of the sleeve (2) is about 50 micrometers.

  Each of the pistons (3) in the facing position has a bottom head. The bottom head surface and part of the side wall of the sleeve (2) (between the bottom heads) together form a common working chamber and combustion chamber.

  The cylinder block (1) has a support bearing (preferably a ball bearing). The spark plug (16) and the fuel injection device (17) are installed in the cylinder block (1).

  The cylinder block (1) and the sleeve (2) are provided with an intake port (12) and an exhaust port (13) (preferably rolled) to supply air and discharge combustion products accordingly. In the present embodiment, which is mechanically driven by the engine, the supply air is drawn from the supercharging air compressor (14). In other embodiments, it may be driven by other means. The air compressor (14) is connected to the intake port (12).

  The engine comprises two fork-type traverses (4). Each of the traverses (4) is connected to one of the pistons (3) by means of a lock nut means, the lock nut means having a female thread that can be screwed onto the male thread of the traverse. By making screw connections, the compression ratio during the assembly process can be adjusted within the range of 8-11.

  The engine includes a support roller (5) that transmits the force from the piston (3) and the traverse (4). The support roller (5) is attached to the traverse (4) by pin means (not shown).

  The engine includes, for example, a fixed housing (11) that is fixedly attached to a vehicle. The fixed housing (11) comprises a support bearing (10) (preferably a ball bearing). In FIGS. 1 a, 1 b, 2 a, 2 b, the housing (11) is actually arranged horizontally but is usually shown as arranged vertically. As described later in this disclosure, the housing (11) is filled with oil for lubrication and other purposes.

  The engine comprises a rotor (8). The rotor has a closed curved inner working surface formed by a predetermined curve (for example, a symmetrical elliptical closed curve or the Cassini's oval line). The rotor (8) is mounted on a support bearing installed in the housing (11) and on a support bearing installed in the cylinder block (1).

  The engine comprises a rotatable power take-off device shaft (9) mounted at least on a support bearing (10). The shaft (9) is fixed to the rotor (8). The rotational torque of the rotor (8) is transmitted to the shaft (9) and can be further transmitted to the transmission.

  The traverse (4) interacts with the spring (7). When the interlocking pressure is not sufficiently applied at the start of the engine, the spring support roller (5) is pressed downward against the rotor (8).

  As depicted in FIGS. 4a and 4b, the engine includes a low pressure oil line (19) having a reverse valve (not shown) mounted therein. The engine further includes a high-pressure oil drain pipe (20), which has a reverse valve and a pressure reducing valve (not shown) mounted therein. These tubes (19) and (20) are connected to the housing (11) and are used at least for engine lubrication and for the purposes described below.

  The engine includes an oil pump that includes two sections, as shown in FIGS. 3b, 4a, and 4b. Each of the zones comprises a tube (15) and two opposing plungers (6), which slide to fit snugly inside each tube (15). Each plunger (6) has a piston portion and a rod portion. The rod portion of the plunger (6) is attached to the traverse (4) (FIG. 3b) by pin means (not shown). In a preferred embodiment, the second gap between the pump tube (15) and the plunger (6) is provided with a size of about 2-4 micrometers (ie, actually smaller than the first gap).

  The pump pipe (15) has an oil intake port connected to the oil supply pipe (19) and an oil discharge port connected to the oil discharge pipe (20), which are shown in FIGS. 4a and 4b. As shown, a hole is provided in the pump pipe.

  The oil pump is connected to both ends of each pipe (15) as shown in FIG. 4a. The bushing (18) functions to seal the tube (15) at both ends thereof, and also functions to guide the linear motion of the rod portion of the plunger (6).

  4a and 4b show the following: Inner head surface (D) of the piston portion of the plunger (6) inside the tube (15) (this makes the two surfaces (D) face each other), the plunger (6) facing the bushing (18) The outer surface (C) of the piston part, the inner space (A) formed between the inner surface (D) and the inner side wall of the tube (15), the outer surface (C), the side wall of the rod part, and the bushing ( 18) External space (B) formed on the inner side wall.

  The oil pump has two oil discharge pipes. Each pipe communicates the outer surface (B) with the oil inlet (FIGS. 4a and 4b).

  Each plunger (6) has a through-type throttle channel (22), which is drilled along a longitudinal axis of the plunger (6), preferably with a predetermined small diameter, to direct the oil. Provides the necessary resistance to flow. The purpose of forming this flow path (22) is to prevent the device from being destroyed by the influence of hydraulic pressure during operation. The flow path (22) has a vertical penetrating part, and the part can communicate with the space (B).

  The plunger (6) plays an important role in the engine. The first function is oil discharge by the pump, which is a normal lubrication function common to oil pumps.

  The second function of the plunger (6) is to absorb the lateral forces caused by the interaction between the roller (5) and the rotor (8). Because the gap between the sleeve (2) and the piston (3) is substantially larger than the gap between the pump tube (15) and the plunger (6) (as opposed to 2 to 4 micrometers each) , 50 micrometers), the plunger (6) absorbs the above lateral force.

  The third function of the plunger (6) is to bring about translation of the piston (3) inside the sleeve (2) by absorbing the lateral force.

  The fourth function of the plunger (6) is to provide a predetermined volume of combustion chamber and to absorb the inertial force generated by the piston (3) and brought on the rotor (8). This fourth function is achieved by operating the plunger (6) as a hydraulic valve in the hydraulic system at the top dead center and bottom dead center during the piston stroke.

  FIG. 1b shows the position of the piston (3) with the traverse (4) arranged in top dead center. A common combustion chamber is formed by each portion of the piston head and the inner sidewall of the sleeve (top dead center corresponds to the minimum volume of the common combustion chamber). At that location, a spark is generated by the spark plug (16) and ignites the fuel / air mixture in the combustion chamber. At this time, the combustion chamber moves the piston (3) in the reverse direction together with the traverse (4). The roller (5) pushes the inner working surface of the curved surface of the rotor downward to propel the rotor (8) to rotate. The rotor (8) rotates the power take-out device shaft (9).

  While further moving the piston (3) until the rotor (8) rotates 90 degrees (as shown in FIG. 2b, the bottom dead center corresponds to the maximum volume of a common combustion chamber), the intake (12) and exhaust (13) is open and spouts combustion products and fills the cylinder sleeve (2) with the outside air provided by the compressor (14).

  During the subsequent 90 degree rotation, the rotor (8) rotates by inertia and pushes the piston (3) through the roller (5) and the traverse (4). As a result, the pistons move to the top dead center and compress the air in the sleeve (2). After the piston (3) passes through the intake port (12) and the exhaust port (13), part of the fuel is injected into the combustion chamber via the fuel injection device (17). The fuel and air mixture is vigorously mixed in the combustion chamber to reach the top dead center position of the piston (3) (FIG. 1b).

  When the 180 degree rotation of the rotor (8) is completed, the next spark is generated in the combustion chamber, and the above two-stroke cycle is repeated. Therefore, this two-stroke cycle is executed while the power take-out device shaft rotates 180 degrees. On the other hand, in a conventional piston internal combustion engine and the above prior art engine, the two-stroke cycle is executed while rotating 360 degrees. The frequency of the engine cycle of the present invention is doubled, resulting in an increase in engine output.

  During the operation of the engine, a parallel process is performed in the oil feeding pipe (15) and the plunger (6). When the piston (3) moves to the bottom dead center, the oil is sucked from the housing (11) and sent to the oil supply pipe (19) and also to the expansion space (A) of the oil supply pipe (15) through the oil suction port. (FIG. 4a). At the same time, the oil is discharged from the space (B) to the drain pipe (21) by means of the internal surface (C).

The surface (C) passes through the discharge pipe (21) and is then closed by the piston part of the plunger (6). Further movement of the plunger (6) is prevented by the oil remaining in the space (B). Thus, the piston (3) associated with the plunger (6) via the traverse (4)
Movement is also prevented. This situation is known as the “fluid sticking phenomenon” in the space (B), and the bottom dead center of the engine is determined. The throttle channel (22) prevents the plunger and other related mechanisms from being destroyed by the influence of hydraulic pressure caused by the sudden stop of the plunger (6) caused by the fluid sticking phenomenon.

  During the reverse movement of the plunger (6), the space (A) is contracted (FIG. 4b), and oil is discharged from the surface (D) from there through the oil outlet to the oil drain pipe (20). After the surface (D) has passed through the oil suction port, the oil remaining in the space (A) is sealed, causing a fluid sticking phenomenon in the space (A). The fluid sticking phenomenon determines the position of the top dead center of the engine.

  Since there is no crankshaft, the lateral force generated in the crankshaft and the inertial load caused by the rotation of the crankshaft are almost eliminated. This reduces friction loss by about 50%, thus reducing fuel consumption and saving the amount of fuel needed to make up for the friction loss. By making the engine fuel efficient, pollutants are reduced and the engine is environmentally friendly.

Claims (3)

A two-stroke opposed star type rotary piston engine,
A fixed housing;
A fixed cylinder block attached with the fixed housing;
A rotor having a closed curved inner surface formed by a predetermined curve;
Two traverses each attached to the piston;
A number of support rollers each attached to the traverse;
Two fixed oil pump pipes;
Oiling means for at least oiling the pipe;
Oil draining means for draining at least oil from the pipe;
Two plungers,
Oil discharge means for communicating with the external space by the oil supply means,
The cylinder block has a cylindrical sleeve having an inner side wall and two opposed cylinder pistons having a bottom head, and the piston is arranged to slide in the sleeve, whereby the inner side wall and the piston of the sleeve are arranged. A first gap of a predetermined size is formed between the pistons and the pistons are movable relative to each other so that a common working chamber and combustion chamber can be connected to the inner walls of the bottom head and the sleeve. Formed by
The rotor is sufficiently supported to be rotatable by the housing and the cylinder block;
The support roller is elastically pressed downward against the rotor;
The oil pump pipe is closed at both ends by a guide bushing, the pipe has an inner side wall, the bushing has an inner side wall,
By arranging the two plungers so as to slide into each of the tubes, a second gap of a predetermined size is formed between the plunger and the inner side wall of the tube, and the first gap is formed. Is substantially larger than the second gap, and the plungers are attached to the traverse and are movable relative to each other by the guide bushings, each of the plungers being longitudinally penetrating. The inner wall and the outer surface of the bushing substantially form two outer spaces, each of the plungers has an inner surface, and the inner surface and the inner wall of the tube are An internal space is formed, and the internal space communicates with the oil supply means and the oil discharge means. Ston engine.   2. The engine according to claim 1, wherein the predetermined curve is either a symmetrical elliptical closed curve or a Cassini oval line.   The predetermined size of the first gap is approximately equal to 50 micrometers, and the predetermined size of the second gap is selected from a range of 2 to 4 micrometers. Engine.

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