JP2013507560A - Auxiliary compound control valve for rotary engine - Google Patents

Abstract

The rotary engine includes a first transfer duct located between the first rotor section and the second rotor section. A second transfer duct is between the second rotor section and the first rotor section. An auxiliary composite control valve selectively controls communication between the first transfer duct and the second transfer duct.

Description

  The present disclosure relates to a rotary engine.

  In engine technology, there are various trade-offs between power density and fuel consumption. In gas turbine engine technology, a fairly high power density is obtained, but when the size is relatively small, fuel consumption is relatively high and efficiency is relatively low. Small diesel piston engines have moderate fuel consumption, but typically can be relatively heavy at power densities below approximately 0.5 hp / lb, whereas comparable size four-cycle engines Typically results in a power density lower than approximately 0.8 hp / lb. A two-cycle engine has a higher power density than a comparable size four-cycle engine, but fuel consumption is relatively high.

FIG. 2 is a schematic configuration diagram of an exemplary rotary engine. FIG. 2 is a partial phantom diagram of an exemplary rotary engine. FIG. 2 is a partial assembly view of the example rotary engine of FIG. 1 illustrating a first rotor section. FIG. 2 is a partial assembly view of the example rotary engine of FIG. 1 illustrating a second rotor section. The exploded view of a rotary engine. For illustrative purposes, non-limiting, between the first transfer duct and the second transfer duct, with the second rotor moved up about the horizontal and vertical axes and rotated 180 degrees The figure of the auxiliary | assistant compound control valve of an Example. The figure of the auxiliary effect according to the position of various auxiliary compound control valves. The graph which shows the auxiliary compound effect with respect to the continuous region of the position of an auxiliary compound control valve.

  Various features will be apparent to those skilled in the art from the following detailed description of the disclosed non-limiting examples. The drawings that accompany the detailed description can be briefly described as described above.

  FIG. 1 schematically illustrates a composite rotary engine 20 having a first rotor section 22 and a second rotor section 24. The rotary engine 20 is, for example, a Wankel engine based on the rotary. An intake port 26 communicates ambient air to the first rotor section 22 and an exhaust port 28 communicates exhaust products therefrom. A first transfer duct 30 and a second transfer duct 32 communicate between the first rotor section 22 and the second rotor section 24. A fuel system 36 for use with heavy fuels such as JP-8, JP-4, natural gas, hydrogen, diesel and other fuels communicates with the second rotor section 24 of the engine 20. Engine 20 simultaneously provides high power density and low fuel consumption in a variety of commercial and industrial small mobile generators and aviation applications.

  With reference to FIG. 2, the composite rotary engine 20 generally includes at least one shaft 38 that rotates about an axis of rotation A. The shaft 38 includes aligned eccentric cams 40, 42 (FIGS. 3, 4) that drive the first rotor 44 and the second rotor 46, respectively, The rotor 44 and the second rotor 46 are driven in a coordinated manner by the same shaft 38. The first rotor 44 and the second rotor 46 are rotatable in the volumes 48 and 50 formed by the first fixed rotor housing 52 and the second fixed rotor housing 54 (FIGS. 3 and 4), respectively. is there. In one non-limiting example, the fuel system 36 includes one or more fuel injectors, and the two rotor injectors 36A, 36B are on opposite sides of the second rotor volume. 50 is shown in communication with a transfer duct 30, 32 in one non-limiting example. It should be understood that other fuel injector configurations, arrangements, and numbers may alternatively or additionally be provided. The fuel system 36 supplies fuel to the second rotor volume 50. In one non-limiting example, the first rotor volume 48 provides a larger volume than the second rotor volume 50. It should be understood that various housing configurations, shapes, and arrangements can be provided alternatively or additionally (FIG. 5).

  Each of the first rotor 44 and the second rotor 46 has a circumferential surface including three apexes 44A and 46A that are spaced apart in the circumferential direction. Each vertex 44A, 46A is provided with apex seals 44B, 46B, and the apex seals 44B, 46B are in sliding seal engagement with the peripheral surfaces 48P, 50P of the respective volume portions 48, 50. The peripheral surfaces of the volumes 48 and 50 in the plane perpendicular to the rotation axis A are substantially two-lobe epitrochoidal peripheral surfaces, while the peripheral surfaces of the rotors 44 and 46 in the same plane are It is a peripheral surface of a 3-lobe inner envelope having a substantially 2-lobe epitrochoid shape.

  In operation, air flows into the engine 20 from the intake port 26 (FIG. 1). The first rotor 44 performs the first compression stroke, and the first transfer duct 30 transfers the compressed air from the first rotor volume 48 to the second rotor volume 50 (FIGS. 2 and 3). To do. The second rotor 46 performs the second compression, combustion stroke, and first expansion stroke, and then the second transfer duct 32 passes the exhaust gas from the second rotor volume 50 to the first rotor volume. It transfers to the part 48 (FIG. 2, FIG. 4). The first rotor 44 performs a second expansion stroke on the exhaust gas, and the expanded exhaust gas is discharged from the exhaust port 28 (FIGS. 1 and 2). Since each rotor face completes the cycle with each revolution and there are two rotors with a total of six faces, the engine produces a large output with relatively small displacement.

  The shaft completes one revolution in each cycle, so there are three crank revolutions for each full rotor revolution. At the top dead center (TDC) position of the first rotor 44, the outlet port 48O of the first rotor volume and the inlet port 48I of the first rotor volume are in temporary communication. Thus, exhaust gas returning from the second rotor volume 50 through the second transfer duct 32 and the first rotor volume inlet port 48I flows into the first rotor volume 48 and then the second rotor volume 48. When returning through the first rotor volume outlet port 48O into the first transfer duct 30 which communicates back into the rotor volume 50, an auxiliary composite effect is realized. Since the higher-pressure exhaust gas enters the fixed volume portion of the first transfer duct 30, the residual compressed air in the first transfer duct 30 enters the second rotor volume portion 50. Residual compressed air from within the first transfer duct 30 is transferred into the second rotor volume 50 and thus through the movement of additional or auxiliary air mass flow into the second rotor volume 50. The effective compression ratio of the engine 10 is increased by increasing or combining the initial pressure before the start of the compression stroke of the second rotor 46. With a compression ratio defined by the fixed shape of the second rotor 46, a higher initial pressure for the stroke of the second rotor 46 results in a higher peak pressure from combustion. This higher pressure combined with increased air mass intake results in increased engine 10 output.

  Referring to FIG. 6, the auxiliary composite effect can be adjusted using an auxiliary composite control valve 60 in communication with a bypass duct 62 between the first transfer duct 30 and the second transfer duct 32. A first check valve 64 can be disposed in the first transfer duct 30 adjacent to the compressor volume 48. A first bypass duct check valve 66 can be disposed in the bypass duct 62 adjacent to the first transfer duct 30. A second bypass duct check valve 68 can be disposed in the bypass duct 62 adjacent to the second transfer duct 32. The check valves 64, 66, 68 ensure that the exhaust gas flows from the second rotor volume 50 through the second transfer duct 32 under the control of the auxiliary compound control valve 60 to the first rotor volume 48. Back into the first transfer duct 30. It should be understood that a variety of additional or alternative valve configurations can be used to control the flow rate in the bypass duct 62 in an alternative two-way manner.

  The auxiliary composite control valve 60 is used to control the auxiliary composite effect at various positions in the engine cycle so as to improve control of throttle characteristics, altitude characteristics, and emissions using a module 70 that executes an auxiliary composite algorithm 72. It can be used. The functions of the algorithm 72 are disclosed, for example, by the figure (FIG. 7), and these functions can be implemented in a programmed software routine or a dedicated hardware circuit that can be executed in a microprocessor-based electronics control embodiment That should be understood by one of ordinary skill in the art having the benefit of this disclosure. In one non-limiting example, module 70 can be software, part of a control system, or a stand-alone line replaceable unit, or other system.

  Module 70 generally includes a processor 70A, memory 70B, and interface 70C. The processor 70A can be any type of known microprocessor having the desired performance characteristics. Memory 70B may include a variety of computer readable media that store data and control the algorithms described herein. Interface 70C is in communication with a flight control computer (FCC) 74, and other avionics in a non-limiting example of a typical disclosure in an unmanned aerial vehicle (UAV). And facilitate communication with the system.

  Referring to FIG. 8, the auxiliary compound control valve 60 is selectively movable along a continuous region between a closed position and an open position in response to the module 70. In general, the larger the exhaust gas portion transmitted through the auxiliary composite control valve 60, the greater the auxiliary composite effect. That is, the basic effect is 1 mole of a plurality of moles of ingress air into the fixed volume before the start of the compression stroke of the second rotor.

  Towards the closed position of the auxiliary composite control valve 60, the peak combustion pressure is minimized to provide a long engine life. The smallest auxiliary composite occurs when the minimum specific auxiliary composite is realized only by the fixed port shape between the compressor outlet port 48O and the compressor inlet port 48I. Towards the open position of the auxiliary composite control valve 60, the effective compression ratio (peak combustion pressure relative to atmospheric pressure) can be controlled with respect to altitude to produce the desired horsepower. The open position is also available to maximize pressure and facilitate cold start. The auxiliary compound control valve 60 is then selectively closed when an operating temperature is reached to provide relatively fast engine warm-up. It should be understood that various positions along the continuum between the open and closed positions are available at various operating conditions to provide the desired operating effect.

  It should be understood that like reference numerals identify corresponding or similar parts throughout the several views. Although the exemplary embodiments disclosed specific member configurations, it was understood that other configurations would benefit from the present application.

  Although specific process sequences are illustrated, described, and claimed, it should also be understood that the processes may be performed in any order, separately or in combination, unless otherwise specified, and still benefit from the present disclosure. .

  The above description is exemplary rather than defined as limiting. While various non-limiting examples are disclosed herein, one of ordinary skill in the art appreciates that various modifications and variations are within the scope of the appended claims in light of the above teachings. . Accordingly, it is to be understood that the present disclosure can be practiced otherwise than as specifically described in the appended claims. Accordingly, the scope of the appended claims should be studied to determine the true scope and content.

Claims (15)

A first rotor section;
A second rotor section;
A first transfer duct between the first rotor section and the second rotor section;
A second transfer duct between the second rotor section and the first rotor section;
An auxiliary composite control valve for controlling communication between the first transfer duct and the second transfer duct;
A rotary engine comprising:   The rotary engine according to claim 1, wherein the first transfer duct transfers compressed air from the first rotor section to the second rotor section.   The rotary engine according to claim 1, wherein the second transfer duct transfers exhaust gas from the second rotor section to the first rotor section.   4. The rotary engine according to claim 3, wherein the auxiliary composite control valve is disposed in the second transfer duct.   The rotary engine according to claim 1, further comprising a bypass duct between the first transfer duct and the second transfer duct, wherein the auxiliary composite control valve is disposed in the second transfer duct.   The rotary engine according to claim 6, further comprising at least one check valve in the bypass duct.   The first rotor section provides a first compression stage and the second rotor section passes through a first transfer duct to provide a second compression stage, a combustion stage, and a first expansion stage. The rotary of claim 1, wherein the second rotor section is in communication with the first rotor section through a second transfer duct so as to provide a second expansion stage. engine.   The rotary engine according to claim 1, further comprising a module for controlling the operation of the auxiliary composite control valve.   The rotary engine of claim 8, wherein the module is in communication with a flight control computer. Transferring compressed air from a first rotor section to a second rotor section through a first transfer duct;
Transferring exhaust gas from the second rotor section to the first rotor section through a second transfer duct;
Selectively controlling communication between the first transfer duct and the second transfer duct;
A method for controlling a rotary engine, comprising:   11. The method of claim 10, further comprising selectively controlling communication between the first transfer duct and the second transfer duct to control peak combustion pressure.   The method of claim 10, further comprising selectively controlling communication between the first transfer duct and the second transfer duct to control the peak combustion pressure relative to atmospheric pressure.   The method of claim 10, further comprising selectively controlling communication between the first transfer duct and the second transfer duct to control engine power.   11. The method of claim 10, further comprising selectively controlling communication between the first transfer duct and the second transfer duct to control engine life.   11. The method of claim 10, further comprising selectively controlling communication between the first transfer duct and the second transfer duct to control engine start.

Images