LT5238B - A rotary internal combustion engine - Google Patents

Abstract

A rotary internal combustion engine with intermittent burning cycle, converting heat energy into the rotary motion, having a multi stage compression rotor with centrifugally - axis air compression impellers, valve, which alternatively filling up the combustors with the compressed air and closing them. A fuel pump compresses fuel and through fuel distributor supplies it to the combustors to achieve combustion when sprinkled on the hot-red spirals of the ignition plugs. The gas general in the combustors passes through a cascade turbines driving the power rotor and through the coupling-gear transfering rotary motion to a drive shaft. A hollow impeller mounted onto the compression rotor, pumps air through a diffusor-shade for cooling the compressor from outside.

Description

The invention relates to gas turbine engines.

The gas turbine engines known to the applicant have the following disadvantages:

1. These engines are not durable because gases and dusts above 1000 ° C entering the compressed air rapidly destroy the compressor and power turbines. Therefore, to maintain the gas at a lower temperature, it is necessary to supply compressed air 3-4 times more than is necessary for combustion. Improving air filtration significantly increases engine volume and power consumption.

2. Low engine efficiency (only about 30%) as 2/3 of the energy generated by the engine is used to compress the required air volume.

3. The heat loss from the ventilation and exhaust of the engine is 1.16 times higher than that of a diesel engine.

4. Poor braking, which is unacceptable for cars.

Russian patent SU No 293471 Al describes a gas turbine engine consisting of a low pressure axial and a high pressure centrifugal compressor, a continuous cycle combustion chamber and a freely rotating turbine cascade. The first turbine rotates the centrifugal compressor, the second and third turbines rotate the axial compressor and only the fifth turbine rotates the drive shaft This engine has no braking and has all of the above disadvantages.

Russian Patent No. 1792122 Al describes a gas turbine engine having a fan, a gas turbine centrifugal compressor, a combustion chamber, a power turbine heat exchanger, and a refrigerator The fan blows some of the air for compression, the rest of the air blows through the refrigerator for high-pressure gas venting. forming a gas-air mixture driven by compression. The compressed air-gas mixture is heated in a heat exchanger and fed to the combustion chamber for combustion. The gas pressure generated in the combustion process drives the turbine, which is mated to the compressor. Part of the gas flows through the heat exchanger, blaming it further through the refrigerator and injected into the air for compression, the other part of the gas spinning the power turbine continues to flow through the heat exchanger and is discharged. This engine consumes a lot of energy to compress the air as the gas passes through the matched turbine-compressor to heat the compressor and also pressurizes the hot gas-air mixture. This engine has unwanted thermal energy losses when the high pressure gas is refrigerated.

SUMMARY OF THE INVENTION It is an object of the present invention to provide a rotary internal combustion engine with an intermittent combustion cycle in a closed combustion chamber, which allows the use of higher gas temperatures and higher pressures which will significantly increase engine efficiency. Another object of the present invention is to provide a rotary internal combustion engine with a small compressor capable of effectively purifying air and compressing it by means of centrifugal forces pushing the air in an axial direction. In addition, provide a compressor in which the air is cooled from the start of compression to the end of the cycle, thereby significantly reducing the energy requirement for air compression. It is a further object of the invention to provide a system for converting a fuel into a gas that will improve the mixing of the fuel with the air, thereby improving combustion and reducing CO and NO derivatives in the exhaust gas. Another further aim is to provide a durable motor with good braking without the use of any additional equipment. Yet another aim is to provide such an engine with which the applicant expects to achieve 1.5 to 2 times the efficiency of the known engines and to overcome the above disadvantages.

These problems are solved by a rotary internal combustion engine consisting of an engine housing with four pear-shaped combustion chambers with gas outlet openings in the direction of rotation of a cascade of turbocharged turbines arranged in a semicircular direction. The rotor of the motor rotates between the bolts interconnected inside the motor housing and the motor stand with a fixed impeller. The motor housing is bolted to a compressor having air inert filtration and ventilation by means of a hollow spam on the compressor rotor and a barrier filter housed between the stabilizer spokes

Efficient air compression is performed by a multi-stage compressor rotor with 5 special configuration centrifugal axial air thrusters which rotate between the stationary impellers inside the compressor housing. Being smaller than conventional centrifugal compressors, this unit significantly reduces the amount of energy used to compress the air.

Intermittent combustion in the engine is accomplished by closing the combustion chambers in the air inlet area by means of an air damper and in the gas outlet area by an engine rotor. To this end, the adjacent turbine on the rotor of the engine is made as a series of holes spaced across the rotor in a ring with two gaps, the gaps closing the outlet side of the combustion chamber.

A fuel pump with a fuel distributor placed at the top of the engine housing delivers the fuel to the combustion chambers intermittently and at a set time.

The intermittent combustion cycle in closed combustion chambers and the intermittent effect of gas on turbine blades reduce the amount of combustion air supplied by 2 to 2.5 times the prototype and allow the gas temperature to be raised from 1000 ° to 1700 ° C, which significantly improves engine efficiency.

Exhaust gas heating in the fuel heater housed in the exhaust ports allows the fuel to be converted (instantaneously evaporated) into a gas when high pressure hot fuel is sprayed into the lower pressure hot air in the combustion chambers. Air mixes better with gas than with fine droplets of fuel. This unit significantly improves combustion and reduces NO and CO derivatives in the exhaust.

According to the invention, engine longevity is achieved by satisfactory air inert and barrier filtering, intermittent gas exposure to turbine blades, where they are ventilated using strong aluminum alloys for compressor parts and metal ceramics, special composite or high quality steel alloys for engine parts.

According to the invention, this engine has a good braking effect, since the drive shaft is connected to the motor rotor and the compressor rotor via the transmission system without any additional devices such as deflection vanes and others used in conventional gas turbine engines.

According to the invention, low energy demand for air compression, a good heat exchange process by air-duct coating the combustion chambers and gas flow ducts, heat saving by thermal insulation of the engine stand and housing, interrupted combustion in closed combustion chambers, expect the rotary internal combustion engine to be at least 1.5-2 times more efficient than the prototype.

The invention will now be described with reference to one embodiment of the drawings:

Fig. 1 is a perspective view of a rotary internal combustion engine;

Fig. 2 according to Fig. 1 shows a longitudinal section of the compressor in line A;

FIG. 3 according to FIG. 2 is a transverse section of the compressor rotor in line B;

FIG. 4 according to FIG. 1 is a longitudinal section of the engine and transmission system;

FIG. 5 according to FIG. 4 is a schematic sectional view of the engine along line C with the trajectory of gas flow through the turbines.

Figures 1-5 show a rotary internal combustion engine according to the present invention.

The hollow spam 1 (see Figs. 1 and 2) has blades that are rotated so that centrifugal force separates and releases particles heavier than air by centrifugal force. The dust-carrying air, by means of the diffuser cover 9, is directed to the ventilation of the compressor along the ventilation edges on the compressor housing 8. At the same time, the hollow impeller 1, 3 inside. The hollow impeller 1 is mounted on the front end of the rotor 3 so that the blade passages 2 coincide with the outer passages 4 of the cross-tube 4 inserted in the center of the rotor 3. The outside air pushes the inner passageway of the cross-tube 4 into a vacuum and, as it expands momentarily in the void 5, cools the interior of the compressor rotor by means of an adiabatic process. The cross-sectional area of the central duct 4 of the cross-pipe 4 is several times smaller than the total cross-sectional area of the external ducts. In this way, the hollow impeller 1 separates and removes the dust-carrying air by ventilating the compressor externally, cooling it internally, and driving the inertly filtered air through a barrier filter 49 for compression.

The front end of the multi-stage compressor rotor 3 is mounted on a bearing 52 and a plain bearing 53 in a stabilizer 50, the other end of the rotor 3 is mounted on a bearing 54 in a motor stand 33 which is connected to a central shaft 25 via a serrated joint 10. compression vanes 6 (see Figs. 2 and 3) having wide pivoting blades, the beginning of which is surrounded by a ring with labyrinth sealing rings and the end is open with increasing diameter to the rear. The bottom of the passage between adjacent blades is made as a centrifugal impeller blade. Therefore, the impeller engages the full diameter air, as with the axial compressor blade 12, and discharges as the centrifugal impeller blade 11, distributing air in the axial rather than radial direction. In this way, the axial thrust will be amplified by centrifugal force, avoiding the dangerous vibration of the blades that chase the normal axial compressors. This will result in higher compression ratios at lower rpm and lower power consumption. Compression impellers 6 rotate between stationary impellers 7 which stop air rotation and direct airflow to downstream spamming for best air capture. Compressor housing 8, with stationary spam 7 inside and venting outside, longitudinally screwed in two parts. The compressor housing is bolted 8 to the engine rack 33 and the other end bolted to the stabilizer 50. The stabilizer spokes 51 stop the air from rotating. A barrier filter 49 is provided between the spokes to permanently filter the air. A diffuser cover 9 is attached to the outside of the stabilizer 50, in addition to which the stabilizer 50 connects the compressor rotor 3 to the compressor housing 8 via a bearing 52 and a bearing 53.

The compressor supplies filtered and compressed air to the engine. It flows through air channels 34 in the engine riser 33 (see FIG. 4) and through channels 14 in the engine housing 13 covering the combustion chambers 16 and the gas flow passages 35 on all sides. As with the heat exchanger, the compressed air ventilates the hot engine parts by absorbing heat. from exhaust gases. To reduce heat loss and noise, the gas flow ducts 35 are provided as a silencer and the engine housing 33 and engine housing 13 are thermally insulated 36 externally by the hot air. The combustion chambers 16 and the supply channels 30 (see FIG. 5) are filled with compressed air. The engine housing 13 is provided with four pear-shaped combustion chambers 16 which are directed at a minimum angle to the rotational plane of the variable turbine 38 mounted on the engine rotor 28. The combustion chambers 16 operate alternately, with the two burning the other two cools. The engine would also function with two or three combustion chambers, but this would reduce power or cause unwanted vibration. Special openings in the engine housing 13 are provided for introducing fuel nozzles 17 and spark plugs 18 into combustion chambers 16. Burning occurs when fuel is injected into combustion chambers 16 with hot compressed air. Special spark plugs 18 are used to start the engine while the low temperature air is being supplied and to switch off when the engine is started. Further combustion in the chambers 16 is provided by injecting the fuel into hot, compressed air in gaseous form and can be accomplished by flaming through a specially drilled duct in the air valve 29 from the chamber with combustion gas to the chamber with freshly injected fuel.

In the combustion chambers 16, the gas pressure generated in the combustion process will rotate the engine rotor 28 which rotates in the chamber between the bolted engine housing 13 and the engine rack 33. The engine rotor 28 rotates in bearings 37 and 19 mounted in the engine rack 33 and engine housing 13. Monolithic engine rotor 28 consisting of a cascade of variable turbines 38; 31; 39, arranged in a semicircular direction in the direction of a moving gas, whereby the energy of the expanding gas is converted into a rotary motion with the lowest heat loss. The first stage of the turbines is arranged as a series of openings 38 (see FIG. 5) extending across the engine rotor 28 arranged in a ring with two gaps required for closing the combustion chambers 16. The gas stream, which passes through the apertures 38, reverses direction through a stationary spamming device 40 disposed inside the engine rack 33 and pushing the blades 31 on the side of the torus-shaped motor rotor 28. Further, the gas is forced through the stationary spamming 41 and pushing the blades 39 located on the circumferential edges of the motor rotor 28. Further, the gas stream is forced through ducts 35 in the engine housing 13 to heat the compressed air and heat the fuel in the fuel heaters 44 located in the exhaust openings 47. The fuel heaters are made of chemically and high temperature resistant tubes, in spiral or other form. When high-pressure and high-temperature fuel is injected into the combustion chamber with lower pressure hot air, it instantly evaporates, converting to gas. This improves the mixing of fuel with air and improves the combustion process by reducing CO and NO derivatives in the exhaust. This saves heat on the exhaust gas by heating compressed air and fuel and insulating hot engine surfaces. All this increases engine efficiency.

The fuel pump 42 (see Figs. 1 and 2) at the top of the engine housing 13 generates high fuel pressure in which the fuel circulates through the opening of the throttle valve 45 inside the pump, maintaining a minimum pressure in the fuel system. When the damper 45 is opened, the pressure in the fuel system rises and when it exceeds a certain level, the nozzles 17 open and the fuel is injected into the combustion chambers 16. Turning the throttle valve 45 to the combustion chambers 16 injects more fuel and the engine achieves good acceleration. A fuel distributor 43 is provided at the fuel pump 42 to provide alternate operation of the combustion chambers 16, which alternately and at a predetermined time direct the fuel to the chambers 16 via two fuel heaters 44.

To ensure proper engine operation, a power transmission system is housed within the engine housing 13, which is covered by a lid 55. The starter shaft 20 rotates the central shaft 25 through the gears 22 and 26, coupled to the compressor rotor 3 via the serrated connection 10, thereby supplying compressed air to the engine through the starter shaft 20 and the gear wheel 21 by rotating the compressor rotor 3. When the required pressure is reached, the air pushes the sleeve 23 and connects the starter shaft with the freely rotating sleeve 24 via the serrated joint. The sleeve 24 rotates the fuel pump gear 46 and the sleeve 32 which is serrated on the rotor 28. The sleeve 32 rotates the drive shaft48 oil pump gear wheel 58.

The crankcase 15, into which grease flows from the gears and bearings, seals the bottom of the engine housing 4 from below. From the crankcase 15, the grease pump 57 drives the grease through the grease tube 56 connected to the cover 55 and through the central shaft 25 ventilates and lubricates the bearings 37 of the motor rotor 28; 19. The pressure of the oil is maintained equivalent to the pressure of the compressed air. This allows the grease seals to be lubricated at the bearings, preventing the grease from penetrating the compressed air and vice versa. Maze sealing rings are provided on the rotor 28 of the motor and on the air damper 29 to reduce the pressure of the compressed air towards the gas or vice versa, and the pressure of the compressed air on one side is approximately equivalent to the pressure of the burning gas on the other.

Claims (5)

DEFINITION OF INVENTION A rotary internal combustion engine consisting of an engine rotor 28 with a cascade of turbines 38, 31, 39 rotating between an engine rack 33 with stationary spams 40, 41 and an engine housing 13 with four pear-shaped combustion chambers 16, air 14 and a gas stream. 35 ducts inside, multistage compressor with axial-centrifugal air pressure spams 6, hollow impeller 1 and barrier filter 49, air damper 29 with air supply ducts 30 and flame impingement ducts, serrated connection on motor rotor hub 28, fuel pump 42 with a fuel distributor 43, a fuel heater 44 disposed in the exhaust ports 47, a power transmission system consisting of a central shaft 25, a freely rotating motor rotor 28 hub, a drive shaft 48 with a grease pump rotating gear 58, a starter shaft 20 with a gear 21, 22 , a pneumatic switch 23 and a freely rotating serrated sleeve 24, intermittently with the air valve 29 and rotor 28 completely closing the combustion chambers 16, flames from the combustion chambers to the fuel injection chambers are provided in the air valve 29, the gas heaters 44 are converted into gas, the hollow impeller 1 is made for inert filtration and ventilation of the air , a serrated sleeve 32 is provided for permanent connection of the drive shaft 48 to the motor rotor 28. 2. An engine according to claim 1, characterized in that the air damper 29 is serrated on the hub of the rotor 28 of the motor and is made as a coupling having two semicircular, axial open air supply channels 30 which extend radially towards the open exhaust ports and the turbine the rotor 28 of the engine 28 is formed as two openings 38 arranged in a ring, where a multi-stage labyrinth seal is made up and down, and the size of the openings 38 in the radial direction corresponds to the size of the combustion chamber outlet openings. 2. An engine according to claim 1 and 2, characterized in that the combustion chamber 16 is of pear configuration, with radial inlet openings and directed at the lowest angle of the exhaust stream to the turfoir rotation plane perpendicular to its radius, the other turbines arranged on the rotor 28 of the engine; in the direction of the moving gas stream, so that the gas stream passes the turbine 38 and the stationary spam 40 the spin turbine 31, and 5 past stationary spam 41 spin turbine 3 9. 4. An engine according to claims 1-3, characterized in that the air vents 34 in the engine riser 33 and 14 in the engine housing 13 are designed so as to surround the gas flow ducts and combustion chambers on all sides, and the outer surfaces of the housing thermal insulation 36. 5. An engine according to claim 1 or 4, characterized in that the fuel heaters 44 are formed from tubes in a spiral or other form in the exhaust ports 47. 6. An engine as claimed in claim 1 and 2, characterized in that two flame ejection chambers are drilled in ouro valve 29 at a precisely defined position. 7. An engine as claimed in claim 1, characterized in that the compressor rotor 3 is provided with a cascade of axial-centrifugal air-tight impellers 6 having rotated wide blades which start from outside with a labyrinth sealing ring and open to end with increasing diameter to the end. wherein the channel bottom between adjacent blades 12 is filled as a centrifugal blade 20 11. 8. An engine according to claims 1,2,3 and 7, characterized in that the drive shaft 48 is connected to the motor rotor 28, via a serrated sleeve 32 and a serrated sleeve 24, by means of a pneumatic switch 23 connected to a starter shaft 20 and a starter shaft. by means of a generator connected to the central shaft by means of gears 22 and 26 25 25 which is connected to the compressor rotor 3 via a toothed connection 10. 9. An engine according to claims 1 and 7, characterized in that a hollow spam 1 is provided on the front end of the compressor rotor, a plurality of channels 2 being connected to the outer channels of the cross-tube 4, the other bar connecting to the void 5 inside the compressor rotor 3. pipe 4 30 having an internal channel cross-sectional area smaller than the total cross-sectional area of the external channels; for external ventilation of the compressor, hollow impellers 1 with exhaust air, diffuser cover 9 on stabilizer 50. 10. An engine according to claims 1 and 9, wherein the blades of the hollow impeller 1 are rotated such that, when compressed, Dust 5 in the diffuser enclosure 9 would be discharged through the field barrier filters 49 between the stabilizer 50. adjacent spokes 52.