RU2263215C1 - Internal combustion rotary piston axial engine - Google Patents

Abstract

FIELD: mechanical engineering; rotary-piston engines.

SUBSTANCE: proposed engine contains rotor, housing and piston with seals sliding along generatrix of housing forming, in definite sections of housing, expansion and compression chambers. According to invention, up to six pistons are installed in housing for rocking around axis parallel to axis of engine shaft. Axes of piston are arranged at equal distance from axis of engine shaft, and points of contact of piston and engine housing are equidistant from piston axis. Crankless rotor is made so that distance from axis of shaft to axis of piston is chosen from 0.5 to 1 minimum distance from axis of engine shaft to housing.

EFFECT: improved economy and no adverse effect on environment at reduced mass and dimensional characteristics of engine.

2 cl, 2 dwg

Description

The invention relates to internal combustion engines, in particular to rotary internal combustion engines, and can be used in the automotive industry, shipbuilding, aircraft manufacturing and in the form of a propulsion device for pneumatic tools.

Known rotary-vane internal combustion engine, consisting of a mechanism of swinging blades, a node for sealing swinging blades and bearing support swinging blades, for example patent No. 2159392 MKI F 02 B. The prototype of the claimed rotary-piston engine is a Wankel engine containing a housing, a rotor and a crank mechanism providing the movement of the rotor along the epitrochoid surface of the housing. The disadvantages of both analogues and prototype are the complexity of the engine mechanism, the seal assembly and the device itself.

The objective of the invention is to provide cost-effectiveness and environmental friendliness of the engine while reducing weight and size characteristics.

These tasks are ensured by the fact that up to six pistons are installed in the housing with the possibility of swinging around an axis parallel to the axis of the engine shaft, the axis of the pistons being equidistant from the axis of the engine shaft and rigidly interconnected, and the points of contact between the piston and the engine housing equidistant from the axis of the piston, this crankless rotor is designed so that the distance from the axis of the shaft to the axis of the piston is selected from 0.5 to 1, and the length of the piston is about 0.8 of the minimum distance from the axis of the motor shaft to the housing. An increase in the torque arm is achieved in that the expansion and compression chambers are maximally spaced relative to the axis of the motor shaft. The absence of a crank mechanism allows to reduce the mass-dimensional characteristics of the engine. Increasing the torque arm allows for lower power consumption to obtain higher power characteristics and, accordingly, provides higher efficiency and environmental friendliness of the proposed engine. The ability to turn off one of the working chambers under steady-state engine operating conditions provides an additional reserve of fuel economy. The absence of complex parts in the engine ensures the manufacturability of its manufacture.

Figure 1 shows the design of the proposed engine. Figure 2 shows a side view. The engine comprises a housing 1, in which a shaft 2 is mounted in bearings 3. Seals 4 are placed on the piston 5. In the housing 1, up to six pistons 5 are mounted with the possibility of swinging around the axis 6 parallel to the axis of the engine shaft 2, and the axles 6 of the pistons 5 are equidistant from the axis the shaft 2 of the engine and are rigidly fixed to each other, and the points of contact of the piston 5 with the housing 1 of the engine are equidistant from the axis 6 of the piston 5, while the crankless rotor is designed so that the distance from the axis of the shaft 2 to the axis 6 of the piston is selected from 0.5 to 1 and the length of piston 5 is about 0.8 times the minimum distance I from the axis of the shaft 2 of the engine to the housing 1. On the housing 1 there is an intake manifold 7 with a carburetor 8 and an air filter 9. A switching element 10 can be installed on the intake manifold 7 to enable one of the working chambers to be switched off. The piston 5, constantly touching by two extreme points to the housing 1, slides along the generatrix of the housing 1, forming in certain sectors of the housing 1 the expansion and compression chambers.

The operation of the proposed engine is as follows. When the shaft 2 is rotated from the position from φ = 0 ° to φ = 45 °, the intake stroke of the air-fuel mixture is provided. When the shaft 2 is rotated from φ = 45 ° to φ = 90 °, the compression and ignition cycle of the air-fuel mixture. When the shaft 2 is rotated from φ = 90 ° to φ = 135 °, an expansion stroke is provided. When the shaft 2 is rotated from φ = 135 ° to φ = 180 °, the exhaust cycle is ensured. The arrows in the drawing show the direction of intake of the air-fuel mixture and exhaust. Dead points the piston 5 passes at angles φ of rotation of the shaft 2 equal to 0 °, 45 °, 90 °, 135 °, 180 °. With two working chambers and when installing up to six pistons 5 in a motor, up to 12 working cycles are provided in one revolution of the shaft 2. The expansion and compression chambers of the engine are formed as follows: when the piston 5 touches the rear point of contact with the housing 1 horizontally, the piston 5 touches the touch point of the piston 5 with the body 1 along a curved path, and after passing the dead center, the front touch point moves along vertically, and the back touch point moves along the same curved path. The ability to turn off one of the working chambers of the engine is provided by a switching element 10, which delivers the air-fuel mixture from the carburetor 8 or air from the air filter 9.

When performing a crankless rotary piston internal combustion engine in accordance with the invention, improving the technical and operational characteristics is achieved due to:

a) the formation of duty cycles in the absence of a crank mechanism, which is confirmed by design studies and the manufacture of a large-scale model;

b) an increase in torque with a decrease in the volume of the working chambers, since the maximum spacing of the pistons relative to the axis of the motor shaft allows increasing the torque arm. Comparative characteristics of the proposed engine with a widely used piston engine shows that, with the overall dimensions of the housing 200 × 200 mm, the torque arm is 100 mm, while in the piston engine the shoulder is 35-40 mm, and the volume of the proposed engine is smaller compared to the piston engine. 4.4 times with the same torque;

c) the ability to turn off one of the working chambers under steady-state engine operating modes by means of a switch that provides air-fuel mixture inlet to the working chamber or air inlet from the air filter, providing fuel economy in these modes;

d) simplifying the design and application of simple parts, while the proposed design provides a reduction in mass and overall characteristics and manufacturability of the engine;

e) simplify the lubrication of interacting engine parts, since the proposed engine design provides the ability to apply lubricant to the friction zone of the piston seals with the engine housing, for example using nozzles;

e) improving the reliability of the piston seal with the housing by reducing the perimeter of the seal.

Claims (1)

A crankless rotor-piston internal combustion engine containing a rotor, a housing, the piston with seals sliding along its generatrix, forming expansion and compression chambers in certain sectors of the housing, characterized in that up to six pistons are installed in the housing with the ability to swing around an axis parallel to the shaft axis the engine, and the axis of the pistons are equidistant from the axis of the engine shaft, and the points of contact of the piston with the engine housing are equidistant from the axis of the piston, while the crankless rotor is designed so that the distance t axis of the shaft to the axis of the piston is selected from 0.5 to 1 minimum distance from the axis of the motor shaft to the housing.

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