RU2242624C2 - Rotary engine - Google Patents

Abstract

FIELD: mechanical engineering; rotary internal combustion engines.

SUBSTANCE: according to invention, stator is made with cross section in form of circumference, radius R, with center on internal gear pitch circle, and each pair of chamber consists of "intake-compression" chamber, "working stroke-exhaust" chamber and mechanism to convey compressed charge from first chamber into second chamber. Rounded off top of rotor is made movable, having in section form of rotary sealing shoe working surface in form of arc of circle, radius R, turning hermetically around axis and tightly pressing to wall of stator.

EFFECT: improved manufacturability, increased service life of engine.

6 dwg

Description

The invention can be used in the field of engine manufacturing to convert the energy of liquid fuel into rotational mechanical energy.

Known rotary engine with a two-vertex acute-angled rotor rigidly connected to a movable gear having a diameter of 2d and running in an internal stationary gear of diameter d, and the working surface of the stator is made on a conchoid of a circle. This form of the stator ensures a constant contact of the rotor with two points of the stator and thereby creates two closed working cavities with a variable volume on both sides of the rotor [1].

The disadvantage of this rotary engine is the lack of tightness of the rotor tops, which significantly impairs the economic performance of the engine and reduces its service life.

Known rotary engine with a two-vertex rounded rotor, rigidly connected with a movable gear having a diameter of 2d and running in an internal stationary gear of diameter d, and the working surface of the stator is made according to a curve described in polar coordinates by a complex parametric dependence. This dependence ensures a constant contact of the rotor with two points of the stator and thereby creates two closed working chambers with a variable volume on both sides of the rotor [2].

The disadvantage of this engine is the difficulty of manufacturing the stator and the wear of the surfaces of the stator and rotor.

The objective of the invention is to simplify the design of the stator and compensate for the wear of rubbing surfaces.

The technical result is a simplification of engine manufacturing technology and an increase in its service life.

This is achieved by the fact that in a rotary engine containing pairs of working chambers, closed variable volumes in which are formed by stators and two-vertex rounded rotors moving in motionless walls and rigidly connected with a movable gear of internal engagement, rolling in an internal motion gear of half the diameter,

- the stator in cross section has the shape of a circle of radius R centered on the initial circumference of the inner gear;

- the inlet and compression of the charge occur in one working chamber, and the working stroke and release of the burnt charge in the other, and the mechanism for transferring the compressed charge from the first chamber to the second is made in the form of a hole in the interchamber wall, grooves in the walls of the rotors adjacent to the fixed wall and connected to the hole in it with a small variable volume of the working chambers, and holes in the middle parts of the rotors connecting the variable volumes of the working chambers with grooves;

- the rounded top of the rotor is movable and has a sectional view of a rotary sealing shoe with a working surface in the form of a circular arc of radius R, hermetically rotating around its axis and elastically pressed against the stator wall;

- places of fresh charge inlet in the first chamber and discharge of the burnt charge in another are located at the points of contact of the respective rotors with the stators at those rotor positions that form the minimum volumes of the working chambers;

- the movable gear rotates eccentrically in the end bushes, the axis of rotation of which coincides with the axis of the internal stationary gear, one of the bushes being rigidly connected to the gear transmitting rotation to the power take-off shaft, and the stationary gear at the ends passes to the shaft sections;

- on one movable gear several pairs of chambers are placed, the stators of which are rotated relative to each other at a certain angle;

- the internal cavity between the gears is used for the volume of fluid cooling the engine;

- the rotor of the second chamber has in the middle part of the recess on both sides to provide a given degree of charge compression.

The materiality of the differences is justified as follows:

- the manufacture of the circular shape of the stator is much simpler than the manufacture of a complex contour of the stator proposed in the prototype,

- the course of the full thermodynamic cycle in two chambers allows to simplify the cooling processes of the engine and to carry out the inlet and outlet of charge in different chambers without the use of a complex valve mechanism,

- the mechanism of the flow of the compressed charge from one chamber to another is also performed without the use of valves,

- a rotary circular shoe with a working radius equal to the radius of the stator, provides good tightness of the separation of volumes on both sides of the piston and compensation of surface wear due to rotation around an axis placed on a spring bar,

- the eccentric placement of the movable gear between the end sleeves ensures its kinematic connection with the power take-off shaft,

- the possibility of simultaneous operation of the rotated pairs of chambers allows to reduce the force on the gear tooth due to the multidirectionality of the gas pressure forces at different angles of rotation of the stator.

With this engine design, the rotors touch the stators at two points, providing two variable volumes on both sides of the piston. At the same time, the rotors through a rigidly connected movable gear receive a complex rolling motion from it. It is further believed that the smallest variable volume corresponds to the horizontal position of the rotors.

Figure 1 presents a longitudinal section of the engine with the horizontal position of the rotors; figure 2 is a section along aa in figure 1 (section of the inlet chamber - compression); figure 3 is a section along BB in figure 1 (section of the camera working stroke - release); figure 4 - section of the inlet chamber - compression with the inclined position of the rotors; figure 5 is a section along BB in figure 1 (through the interchamber partition); figure 6 is a spatial section of the rotor along its minor axis.

For clarity, the gaps between the contacting surfaces are sharply increased.

The engine contains combustion chambers 1 and 2 in the form of the insides of circular cylinders of radius R, rotors 3, a long internal stationary gear 4, passing at the ends into cylindrical sections of a conventional shaft, a long movable gear 5, rolling around the stationary gear 4 and rigidly connected with pistons 3, end bushings 6 and 7 with eccentric support sockets for the movable gear 5, the inter-chamber wall (partition) 8. The end bushings 6 and 7 rotate on the cylindrical sections of the stationary gear 4, and the gear 9 is placed on the sleeve 7 for engine power bora.

The movable rounded apex of the rotor 3 is made in the form of a sealing shoe 10 with a working surface in the form of a segment of a circle of radius R turning on an axis of rotation 11 located near the top of the rotor on a spring-loaded hollow beam 12.

The mechanism of the flow of the compressed charge from one chamber to another is made in the form of an opening 13 in the interchamber wall (partition) 8, crescent-shaped grooves 14 at the ends of the rotors in contact with the partition 8, and holes 15 on the sides of the rotors 3.

Spark plugs in chamber 2 are not indicated. The variable volumes of each chamber 1 or 2 are indicated by the letters a and b. The rotor 3 in the chamber 2 has recesses in the side walls for a compressed charge before igniting it. The rotor 3 in the chamber 1 has a cross section in such a shape that the minimum variable volume is very small in magnitude.

The fresh charge inlet mechanism is carried out through the hole 16 of the chamber 1, located in the stator opposite the end of the major axis of the rotor 3 with the smallest working volume of the chamber (in this case, with the horizontal position of this major axis).

The mechanism for the release of the burnt charge is carried out through the hole 17 of the chamber 2, located in the stator opposite the other end of the major axis of the rotor 3 with the smallest volume of the working volume of the chamber 2 (in this case, with the horizontal position of this major axis).

The engine operates as follows. When the rotors 3 move in chambers 1 and 2, two closed working volumes a and b are created, one of which increases and the other decreases. An increasing volume (for example, a) in chamber 1 is associated with the absorption of fresh charge through opening 16, and a decreasing volume b in this chamber means compression of the fresh charge. Near the minimum value of this volume, the crescent grooves 14 at the ends of the rotors 3 are opposite the hole 13 in the interstator partition 8. There is a through path: a decreasing volume of the chamber 1 — hole 15 of this chamber — groove 14 of the chamber 1 — hole 13 in the partition 8 — groove 14 of the chamber 2 - hole 15 of the chamber 2 - the decreasing volume of the chamber 2.

As a result, the compressed charge from the chamber 1 flows into the chamber 2. With the further movement of the rotors 3, the crescent grooves 14 in both rotors come out of contact with the hole 13 in the interchamber partition 8, the flow process ends and the variable volumes in chambers 1 and 2 are isolated from each other . In the chamber 2, the spark plugs are triggered in a compressed charge, the charge ignites, and under the action of the high pressure of the burnt charge, the rotor 3 moves in the chamber 2. Since this rotor is rigidly connected to the movable gear 5, and through it to the piston of the chamber 1, transmission energy to the power take-off shaft and to suction the charge in the chamber 1. The continued movement of the rotor in the chamber 2 leads to the fact that the top of the rotor 3 of this chamber is opposite the hole 17 of the discharge of the burnt charge. Another volume of this chamber 2 is in overflow mode and the process is repeated.

The principle of constructing a new engine is based on the fact that if the apex of the rotor with such kinematics was acute-angled (ie, point), then it would describe a closed curve (pericycloid [3]), which, with increasing L / d, is very fast approaches a circle (here L is the distance from the point apex of an acute-angled rotor to its center, ad is the diameter of the internal stationary gear). To evaluate this effect of the L / d value on the shape of the trajectory of the rotor point apex, one can cite such figures (e is the maximum deviation along the radius from the circle to the trajectory of the rotor point apex)

The diameter of the corresponding circumference of the rotor is 2L i.e. the ratio of the deviation e to the diameter of this circle becomes 2L / d times smaller.

For example, at d = 40 mm and L / d = 3.5, the diameter of the inner circle of the stator will be D = 280 mm, and the deviation e = 0.14 · d = 5.6 mm, i.e. approximately half the stroke of the valves of the distribution mechanism of a conventional carburetor engine.

The duration of one cycle in this rotary engine will be equal to the time of one revolution of the rotor, and not half of the rotation of the shaft, as in a conventional engine, i.e. twice as long. This means that the permissible time for the implementation of the thermodynamic cycle allows you to double the limit number of revolutions of the axis of the movable gear.

The fact that in this engine the deviation of the center of gravity of the rotating link the movable gear + rotors from the axis of rotation is relatively small, speaks of the smallness of centrifugal forces at high speeds. In addition, the relatively large length of the fixed gear makes the linear load from this force not too significant.

The same radius at the stator and rotor shoe provides high tightness of the motor, and the elasticity of the clamp - its durability.

Sources of information

1. RF patent N 2015372, F 02 В 53/00 dated 03/07/89

2. A.S. USSR N 1312189, F 01 C 1/00 dated 05.23.87

3. Reference machine builder. M. - 1963. - p. 281

Claims (1)

A rotary engine containing pairs of working chambers, closed variable volumes in which are formed by stators and two-vertex rounded rotors moving in fixed walls and rigidly connected with a movable gear of internal engagement, rolling in an inner fixed gear of half the diameter, characterized in that the stator has a cross-sectional shape a circle of radius R centered on the initial circumference of the internal gear, each pair of chambers consists of an inlet-compression chamber, a stroke-release chamber and a mechanism transfer of the compressed charge from the first chamber to the second, made in the form of an opening in the interchamber wall, grooves in the walls of the rotors adjacent to the fixed wall and connected to the hole in it with a small variable volume of the working chambers, and holes in the middle parts of the rotors connecting the variable volumes of the working chambers with grooves, the rounded top of the rotor is movable and has a sectional view of a rotary sealing shoe with a working surface in the form of a circular arc of radius R, hermetically rotating around an axis and elastic on the stator wall pressing on, the places of the fresh charge inlet in the first chamber and the discharge of the burnt charge in the other are located at the points of contact of the respective rotors with the stators, with those rotor positions that form the minimum volumes of the working chambers, the movable gear is eccentrically rotated in the end sleeves , the axis of rotation of which coincides with the axis of the internal stationary gear, moreover, one of the bushings is rigidly connected to the gear, transmitting rotation to the power take-off shaft, and the fixed gear to Ntsakh goes into cylindrical sections of the shaft, several pairs of chambers are placed on one movable gear, the stators of which are rotated relative to each other by a certain angle, the internal cavity between the gears is used for the volume of fluid cooling the engine, the rotor of the chamber "stroke - exhaust" has in the middle part recesses on both sides to provide a given degree of charge compression.

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