KR20100032281A - Separated rotary vane diesel engine - Google Patents

Abstract

PURPOSE: A decoupling-type rotary vane diesel engine which comprises a power generator part which is composed of a separate housing and rotor is provided to reduce the output comparison weight and volume by performing combustion relative to the number of a vane. CONSTITUTION: A decoupling-type rotary vane diesel engine comprises a compressor, a power generator and a gas generator. The compressor and power generator comprise a rotor(3) with a circular cross section, a housing(1), compressing seal, a vane. The rotor has a circular cross section and rotates inside the middle of the housing. The vane adheres closely to the centrifugal force generating in the rotation of the rotor to the inner surface(2) of the housing. The gas generator stores the compressed air of the high pressure in the space between a combustion gas valve(12) and a one-way check valve.

Description

Separated Rotary Vane Diesel Engine

According to the present invention, a housing (1) having an elliptical shape or an inner cross-sectional shape formed by connecting two circles spaced one-third of the diameter and the upper and lower tangents of two circles, the upper and lower surfaces of the housing in the center of the housing The rotor (3) having a circular cross section rotating in contact with the rotor and the rotor (3) can be freely slidable inside the rotor and is rotated along the inner surface while being in close contact with the housing inner surface (2) by the centrifugal force generated when the rotor (3) rotates. Or the housing 1 by the force of the compressed air and the seal spring 13-2 supplied to the vane 8 and the seal pressure chamber 13-1 arranged at three isometric angles. ) And the pressure seal 13 installed at the lower part of the housing 1 where the rotor 3 is in contact with the rotor outer surface 4 are always in intimate contact with each other so that the pressure of the compressed air and the combustion gas during the compression and expansion process is increased. Pressure seal 13, designed to improve engine performance by preventing Compressor and force generator are applied to the rotor shaft by applying a pressure seal device consisting of a seal pressure chamber 13-1, a seal spring 13-2, and a check valve 18. Arranged in front and rear of (5), compressed air sucked through the air inlet 21 at the tip of the air intake space (20-3) at high pressure to supply compressed air installed at the end of the compressed space (20-4) It is stored in the combustion chamber 11 between the one-way check valve 17 and the combustion gas valve 12 which opens and closes according to the rotational position of the rotor via the passage 19, and the vane 8-1 is the combustion gas. When passing through the nozzle 15, the high temperature and high pressure combustion gas produced by burning the fuel injected from the fuel injection nozzle 14 in the combustion chamber is discharged to the expansion space 20-1 of the force generator through the combustion gas valve 12. To rotate the rotor 3 through the vanes 8-1 to produce power, and then to burn the combustion gas through the gas exhaust port 22 at the end of the exhaust space 20-2. , And a removable rotary vane diesel engine (Type-I) of Figure 1 using a diesel fuel to discharge out,

The operating principle is very similar to the separate rotary vane diesel engine (Type-I) described above, but inside the circular or elliptical housing 1 as shown in FIG. The rotor 3 is rotated in contact with and downwardly spaced from the inner surface of the housing, so that the number of vanes is equal to the number of vanes. The split rotary vane diesel engine (Type-II) of FIG. 3 is reduced to 1/2 of the vane diesel engine (Type-I) and the efficiency is improved instead.

The present invention having a representative view of Figure 1 is invented by applying a rotary vane diesel engine (application number: 10-2008-0082640 and 10-2009-0031552) patent application in the shape of Figure 2, the intake and compression of air Rotary vane compressor portion for performing a, the gas generator portion for storing the compressed air of the high temperature and high pressure in the combustion chamber 11, and then injected by burning the fuel and the combustion gas is discharged to the expansion space (20-1) of the force generator, and high temperature and high pressure It consists of a force generator part that converts the heat energy from the combustion gas into mechanical energy, the compressor and the force generator is installed on the same rotor shaft (5).

Looking at the configuration and operation examples and problems of the prior art with the accompanying drawings as follows.

Figure 2 is a patented rotary vane diesel engine (Application No .: 10-2008-0082640 and 10-2009-0031552), similar to the present invention, two circles and two circles elliptical or centered about 1/3 of the diameter. A housing (1) connected to the upper and lower tangents of the housing (1) to form an inner cross-sectional shape, a rotor (3) having a circular cross section that rotates in contact with the upper and lower housings at the center of the inside of the housing, and freely slides inside the rotor Compression of the vanes 8 arranged in two or three equal angles, which rotates along the inner surface while being in close contact with the inner surface of the housing 2 by the centrifugal force generated when the rotor 3 rotates and the air pressure supplied from the outside Pressure seal 13, seal pressure chamber 13-1, seal designed to improve the performance of the engine by preventing the pressure of compressed air and combustion gases during overexpansion. ) Pressure seal device consisting of a spring (13-2) and a check valve (18) , Compressed air of high temperature and high pressure is stored in a closed space between the one-way check valve 17 and the combustion gas valve 12 whose opening and closing is controlled according to the rotational position of the rotor, and the fuel injected from the fuel injection nozzle 14 is burned. A combustion chamber 11 for discharging the combustion gas into the expansion space 20-1, a gas exhaust port 22 for discharging the combustion gas out of the engine at the end of the exhaust space 20-2, And it consists of the main components, such as the air intake port 21 through which air outside the engine flows in the front end of the air intake space (20-3).

The engine is fitted with air intake and compression in one of the two left and right spaces (left space in Fig. 2) between the inner surface of the elliptical housing (2) and the outer surface of the circular rotor (4) and in the combustion chamber on the other (right space). It is an engine designed to expand the combustion gas of high temperature and high pressure.

In the left spaces 20-3 and 20-4 where suction and compression takes place, the temperature of the air is relatively lower than the right space, the housing is kept at a low temperature, the vanes 8-3 are cooled, and the right space 20- In 1 and 20-2, the housing is kept at a high temperature due to the heat of combustion of the fuel and the vanes 8-1 and 8-2 are heated. ① This local temperature imbalance causes an imbalance of thermal expansion, which distorts the shape of the housing 1 and increases the fatigue of vanes, which adversely affects the performance and life of the engine. The same problem occurred with the Wankel engine, which is currently being largely solved by the development of materials and the development of cooling methods, but it is the cause of deteriorating engine performance and complicating the system.

(2) When the vane passes through the compression space, the force acting on the vane (8-3) acts in the opposite direction to the vane's travel direction by the pressure of the compressed air. It works in the same direction. As the direction of the force acting on the vane keeps changing, it is expected that the vane will be repeatedly loaded and have a significant impact on the service life.

In the rotary vane diesel engine of FIG. 2, the average radius of the suction / compression space is different from the average radius of the expansion / exhaust space, so that the amount of air or the compression ratio can be controlled to some extent, but the range is due to the geometrical relationship between the vane, the rotor, and the housing. Is quite limited. ③ In order to develop an engine suitable for a specific purpose, the amount of intake air or the compression ratio should be able to be determined according to the purpose. In the case of the rotary vane diesel engine of FIG. 2, it is possible only in a very limited range, and an additional compressor is applied beyond this range. There are drawbacks to this.

Problems that the engine of FIG. 2 has, i.e., the temperature difference between the left spaces 20-3 and 20-4 where suction and compression occur and the right spaces 20-1 and 20-2 where expansion and exhaust of combustion gases occur Due to the unbalanced thermal expansion caused by the shape distortion and fatigue of the housing 1 and the vane 8, which leads to deterioration of engine performance and shortened service life, ② the direction of the force acting on the vane when passing through the compression space and the expansion space This continuously changes the fatigue of the vanes and shortens the lifespan. ③ In order to develop an engine suitable for a specific purpose, the amount of intake air or the compression ratio should be determined according to the purpose. In the case of the rotary vane diesel engine of FIG. Only limited range is possible, and beyond this range, the disadvantage of applying additional compressor is a problem to be solved.

The above ①, ②, ③ problem is solved by configuring the compressor part for performing the suction and compression of air and the force generator part for converting thermal energy into mechanical energy as shown in FIG. The housing 1 ', the rotor 3', and the vanes 8-3, which form the compressor, continue to compress and send compressed air to the combustion chamber, so that the housing 1 'is operated at a relatively low temperature and forms a force generator. 1), rotor (3) and vanes (8-1, 8-2) are in a space to expand / exhaust the high-temperature, high-pressure combustion gas emitted from the combustion chamber 11, so they are all exposed to high heat and operate under high temperature conditions as a whole. do. The force generator solves the problem of unbalance of high temperature and temperature, which is the problem ①, by using the material having excellent high temperature characteristics and cooling it with air or water or fuel as a whole.

When the compressor part and the force generator part are each composed of separate housings and rotors, the force acting on the compressor vanes 8-3 always acts in the opposite direction to the vane travel, and the force generator vanes 8-1 travel. It works only in the same direction, so problem ② is naturally solved.

In the compressor consisting of a separate housing 1 'and a rotor 3', the air flowing in by adjusting the size of the entire compressor or adjusting the thickness (length from the housing side to the opposite side) while maintaining the same shape of the cross section The amount and compression ratio can be adjusted to suit the engine's purpose.

In the case of Type-I, the final shape is the same as that of FIG. 1, and the basic principle is the same as in FIG. Is different in that each consists of a separate housing and rotor. Since the compressor and the force generator are separately configured, the size of the entire engine is about twice as large, but the combustion chamber 11 and the expansion space 20-1 each have two, so the number of combustions per revolution of the rotor 3 is doubled. It also doubles. Eventually the power per engine volume is about the same while solving the problems with the invention of FIG.

Type-II is the same as in FIG. 3, and the difference from Type-I is that the rotor 3 contacts only the center top of the housing 1 so that the inside of the housing is unified into one long space. Therefore, the efficiency is lower than that of Type-I. If improved, but with the same number of vanes, the number of burns per revolution of the rotor would be halved compared to Type-II, reducing the output by half.

Looking at the operation example of the present invention Type-I and Type-II to achieve the above object with reference to the accompanying drawings as follows.

First, let's look at Type-I. As shown in Fig. 1, the engine is an ellipse or a housing (1) having an inner cross-sectional shape formed by connecting two circles with a center about one third of its diameter and the upper and lower tangents of two circles, and contacting the housing inside the housing. Rotor (3) having a circular cross section, freely slidable inside the rotor, and two rotating along the inner surface while being in close contact with the housing inner surface (2) by the centrifugal force generated when the rotor (3) rotates, Or three isometric vanes (8), pressure seals (13) and seal pressures designed to improve the performance of the engine by preventing pressurization of compressed air and combustion gases during compression and expansion Pressure seal device consisting of seal 13-1, seal spring 13-2, check valve 18, compressed air of high temperature and high pressure, one-way check valve 17 and rotor Stored in a closed space between the combustion gas valve 12, the opening and closing is controlled according to the rotational position of the Combustion chamber 11 for burning fuel injected from fuel injection nozzle 14, combustion gas valve 12 for releasing combustion gas to expansion space 20-1, and combustion at the end of exhaust space 20-2. And a gas exhaust port 22 for discharging the gas out of the engine, and an air intake port 21 through which air outside the engine flows in at the tip of the air intake space 20-3. The compressor and the force generator are each composed of separate housings and rotors and are installed in the front and rear of the same rotating shaft (5).

The housing inner surface 2 of the compressor having an elliptical shape is divided into two suction / compression spaces by a circular rotor 3 'located at the center, and the air inlet (vane space entry position) can suck air from the outside. The suction port 21 is open. When the rotor 3 'is rotated, the vane in front of it sucks in air from the inlet port, and the vane following it compresses the air. The air is sealed on one side by a pressure seal 13 ′ which is always in contact with the rotor by compressed air and spring as well as by contact between the rotor 3 and the housing 1 and the vane on the other side. Sealed by (8-3) and the vanes (8-3) are compressed to rotate to fill the seal pressure chambers (13-1 'and 13-1), most of which are stored in the combustion chamber (11) (See FIG. 1).

Compressed air stored in seal pressure chambers 13-1 'and 13-1 serves to push the pressure seals 13' and 13 downward from the top so as to make stronger contact with the rotor surface. It also serves to cool the pressure seal while directing compressed air into the microcavity between the pressure seal and the housing.

The compressed air stored in the combustion chamber 11 is kept airtight by the one-way check valve 17 and the combustion gas valve 12. When the vane 8-1 passes through the combustion gas nozzle 15, the fuel is discharged from the fuel injection nozzle 14 by an electronic device having a sensor or a device controlled by a suitable mechanism such as a cam or gearwheel connected to the rotor shaft. The injected and injected fuel is ignited and combusted by the high temperature and high pressure air of the combustion chamber.

Immediately after the fuel is combusted in the combustion chamber 11, the combustion gas valve 12 is opened by the appropriate device, and the combustion gas is discharged into the expansion space 20-1 at high speed and the pressure is applied to the vane 8-1. As a result, a rotational force is generated on the rotor shaft 5. At this time, the opening and closing is automatically controlled by the pressure difference between the compressed air flowing into the combustion chamber 11 and the combustion gas burned in the combustion chamber 11 instead of the combustion gas valve 12 opened and closed by the appropriate device. The combustion gas valve 12-1 may be applied to control the inflow and discharge of the combustion chamber 11 of the compressed air and the exhaust gas.

Compressors and power generator rotors can be equipped with two or three vanes at equiangular intervals, and the more vanes installed, the lower the engine efficiency, but the higher the output. If two vanes are installed, four combustion occurs in one revolution of the rotor, and six combustion occurs in three installations.

Let's take a look at the following Type-II. As shown in FIG. 3, the Type II engine contacts the housing 1 with the housing 1 having a circular shape or an ellipse shape at the center and at the center in the left and right directions, and at a predetermined distance from the housing surface downwards. It is composed of a rotor (3) to be maintained and rotated freely and the vane (8) rotates along the inner surface while being in close contact with the inner surface of the housing (2) by the centrifugal force during the rotor rotation. The compressor and the force generator are each composed of separate housings and rotors and are installed on the same rotary shaft 5 back and forth.

On the inner surface of the compressor housing having a circular or elliptical shape, one long crescent-shaped space 20-3, 20-4 is formed by a rotor installed so as to contact only the central upper surface of the inner surface. At the air inlet (the vane's space entry position), an air inlet 21 is drilled to suck air from the outside. The location and size of the inlet depends on the number of vanes installed in the rotor. In the case of two vanes, as shown in FIG. 3, the holes are drilled to allow air to flow from the beginning of the space until the vanes reach a horizontal position. As the rotor rotates, the leading vane sucks in air from the inlet, and the following vanes compress air. The air is sealed on one side by a pressure seal 13 ', which is always in contact with the rotor by compressed air and spring, as well as by contact between the rotor and the housing, and the other to the vanes 8-3. Sealed and the vane is rotated and compressed to fill the seal pressure chambers 13-1 'and 13-1, most of which are stored in the combustion chamber 11 (see FIG. 3).

Compressed air stored in seal pressure chambers 13-1 'and 13-1 serves to push the pressure seals 13' and 13 downward from the top so as to make stronger contact with the rotor surface. It also serves to cool the pressure seals 13 ′ and 13 while sending compressed air into the micro space between the pressure seal and the housing.

The compressed air stored in the combustion chamber is kept airtight by the one-way check valve 17 and the combustion gas valve 12. When the vane 8-1 passes through the combustion gas nozzle 15, the fuel is discharged from the fuel injection nozzle 14 by an electronic device having a sensor or a device controlled by a suitable mechanism such as a cam or gearwheel connected to the rotor shaft. The injected and injected fuel is ignited and combusted by the high temperature and high pressure air of the combustion chamber.

Immediately after fuel is combusted in the combustion chamber 11, the combustion gas valve 12 is opened by the appropriate device, and the combustion gas is discharged into the expansion space 20-1 at high speed and the pressure is applied to the vane 8-1. The rotational force is generated on the rotor shaft 5. At this time, the opening and closing is automatically controlled by the pressure difference between the compressed air flowing into the combustion chamber 11 and the combustion gas burned in the combustion chamber 11 instead of the combustion gas valve 12 opened and closed by the appropriate device. The combustion gas valve 12-1 may be applied to control the inflow and discharge of the combustion chamber 11 of the compressed air and the exhaust gas.

Compressors and power generator rotors can be equipped with 1 to 4 vanes at equiangular intervals. The more vanes installed, the less the engine efficiency will drop, but the output will increase. If one vane is installed, one combustion occurs per revolution of the rotor, and two combustions will occur two times, three installations three, and four installations four.

When two vanes are installed as shown in Fig. 3, each vane rotates by 180 degrees or more to reach the exhaust port (position of the exhaust port in Fig. 3), and the force transmission is continued until exhaust is started, and when one vane is installed The engine's efficiency is improved by continuously transmitting force over a long distance during rotation about 270 degrees (the vane is installed at the end of the expansion space) until the vane reaches the exhaust vent.

In the case of two vanes, the connecting vanes 8-8 may be applied by combining two vanes with each other. The connecting vanes 8-8 are one long vanes connected through the center of the rotor 3, and both ends are always in contact with the housing inner surface 2 while rotating together with the rotation of the rotor 3. In order to apply the connecting vanes 8-8, the housing inner surface 2 such that the sum of the distances from the center of the rotor 3 to the housing inner surface 2 in both directions (that is, the vane length) is always constant as shown in FIG. 5. You need to set your profile.

1 is a representative view of the present invention is a separate rotary vane diesel engine (Type-I).

2 is a rotary vane diesel engine (application number: 10-2008-0082640, 10-2009-0031552) to which the prior art is applied.

3 is a separate rotary vane diesel engine (Type-II) of the second embodiment of the present invention.

4 shows a compressed air, fuel supply and combustion gas discharge system employing an automatic combustion gas valve 12-1.

5 is a separate rotary vane diesel engine (Type-II) to which the connecting vanes 8-8 are applied.

Claims (4)

As shown in Fig. 1, a housing (1) having an inner cross-sectional shape formed by connecting two circles with an ellipse or a center approximately one third of its diameter and the upper and lower tangents of two circles, the upper and lower surfaces of the housing in the center of the interior of the housing The rotor (3) having a circular cross section rotating in contact with the rotor and the rotor (3) can be freely slidable inside the rotor and is rotated along the inner surface while being in close contact with the housing inner surface (2) by the centrifugal force generated when the rotor (3) rotates. Or the housing 1 by the force of the compressed air and the seal spring 13-2 supplied to the vane 8 and the seal pressure chamber 13-1 arranged at three isometric angles. ) And the pressure seal 13 installed at the lower part of the housing 1 where the rotor 3 is in contact with the rotor outer surface 4 are always in intimate contact with each other so that the pressure of the compressed air and the combustion gas during the compression and expansion process is increased. Pressure seal 13, designed to improve engine performance by preventing The compressor and the force generator to which a pressure seal device composed of a pressure chamber 13-1, a seal spring 13-2, and a check valve 18 are applied, respectively, are provided with a rotor shaft. 5) placed in front and rear, compressed air supply passage installed at the end of the compressed space (20-4) by compressing the air sucked through the air inlet 21 at the tip of the air suction space (20-3) to a high pressure (19) is stored in the combustion chamber 11 between the one-way check valve 17 and the combustion gas valve 12, the opening and closing of the rotor according to the rotational position of the rotor, in the fuel injection nozzle (14) installed in the combustion chamber The fuel is injected and combusted, and the high temperature and high pressure combustion gas is generated into the expansion space 20-1 of the force generator through the combustion gas valve 12 opened when the vane 8-1 passes the combustion gas nozzle 15. Discharge to rotate the rotor 3 through the vanes 8-1 to produce power, and then through the gas exhaust port 22 at the end of the exhaust space 20-2. Rotary vane diesel engine (Type-I) that discharges combustion gases out of the engine. The housing 1 having a circular or oval internal shape as shown in FIG. 3, in contact with the housing 1 only upward in the vertical direction in the left and right directions, and rotating downward while maintaining a predetermined distance from the inner surface of the housing downward. Rotor (3) having a circular cross section, vanes (8) arranged at 1 to 4 isometric angles that rotate freely within the rotor and rotate along the inner surface while being in close contact with the inner surface (2) of the centrifugal force during rotor rotation. And a housing (1) in which the housing (1) and the rotor (3) come into contact with the force of the compressed air supplied to the seal pressure chamber (13-1) and the seal spring (13-2). Pressure seal, designed to improve engine performance by preventing pressure of compressed air and combustion gases during compression and expansion, by keeping the pressure seal 13 installed on top of the rotor surface 4 in close contact with the rotor. seal (13), seal pressure chamber (13-1), seal spring (1 3-2), the compressor and the force generator to which the pressure seal device composed of the check valve 18 is applied are placed in front of and behind the rotor shaft 5, and the other engine structure is Type-I of claim 1 Separate rotary vane diesel engine (Type-II). The pressure difference between the compressed air flowing into the combustion chamber 11 and the combustion gas combusted in the combustion chamber 11 as shown in FIG. 4 instead of the combustion gas valve 12 controlled to open and close according to the rotational position of the rotor. Separate rotary vane diesel engines (Type-I) and (Type-II) which control the inflow and discharge of the compressed air and exhaust gas combustion chamber 11 by applying the automatic combustion gas valve 12-1 which is automatically controlled by opening and closing. ). The connecting vanes 8-8, which are made by connecting two vanes with each other, are installed in the rotor 3 so as to pass through the center of the rotor 3, and as shown in FIG. Both ends of the connecting vanes 8-8, which rotate together with the rotation of the rotor 3, define a profile in which the sum of distances to the housing inner surface 2 in the direction is always constant and the housing inner surface 2 Rotary vane diesel engine (Type-II) which is always in contact with.

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