RU2327886C9 - "трд-кан21" internal combustion tore-rotor engine (versions) - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: internal combustion tore-rotor engine (TRE) incorporates a power conversion unit, a unit to convert thermal power of expanding gases into mechanical power and auxiliary units and parts. In compliance with this invention the power conversion unit incorporates a tore-like cylinder accommodating two dual-action opposing rotor-pistons allowing a complete two-stroke working cycle with valveless parallel flow blowing and transmitting the torque to two coaxial shafts. Two rotor-pistons, to transmit the torque, are rigidly linked, each to its respective drive shaft arranged coaxially, one into another, so that the inner shaft runs in needle bearings in the outer one. Two drive shafts are made solid (one-piece design) and pass through the power conversion unit and through the entire engine to drive all auxiliary and actuating mechanisms. Here, note that outer shaft is provided with areal slots to allow the inner shaft segment key vibrations. Both rotor-pistons are provided with end face compression rings and spaces to force oil through them. The cylinder inner surface has transverse gas grooves, while its outer surface is provided with air cooling fins and/or a water cooling jacket. To force clean air into the cylinder receiver, a compressor with rotor blades opposing areal vibrations provided with suction and pressure valves, for examples, of the shutter-type. Here, note that the number of rotor blades exceeds that of rotor pistons in the power conversion unit. To synchronise areal vibrations of all the mechanisms in phase and amplitude and to lock vibrations to the housing constant area, a synchroniser is used containing two bevel gears coupled, each to its appropriate drive shaft, and some smaller gears, satellites, running on axles fastened onto the housing. To inject fuel into the combustion chambers, a plunger-type compressor driven by areal vibrations of the drive shaft cam and featuring a controlled fuel feed. To increase the power conversion unit cylinders supercharging with clean air, a mechanism designed to shut off the exhaust channel immediately nearby the cylinder is used. To start the engine, compressed air-operated cylinders can be used. Exhaust gases are forced onto the load gas turbine to run it with the following transfer of power to the actuating unit. One or several tore-rotor pumps are fitted on the engine drive shafts to pump over flowing media. The TRE versions have been considered.

EFFECT: higher engine efficiency.

13 cl, 24 dwg

Description

1. The technical field to which the invention relates.

The invention relates to the production of internal combustion engines (diesel engine) for power plants of air, ground, surface and underwater equipment for civilian and military purposes.

2. The level of existing technology. Analogs

In existing technology, the main mass energy-generating unit of power plants is a crank engine. with rectilinear reciprocating pistons in the cylinders.

For 100 years went through several main stages of scientific and technological development.

1. Four-stroke and two-stroke duty cycle.

2. Gasoline and diesel engine

3. Valve and valveless purge of the cylinder.

4. Loop and direct-flow purge.

5. Supercharging.

6. Oncoming movement of the pistons.

7. The principle of the double action of the pistons.

8. Free-piston gas generators (LNG).

The ultimate goal of all scientific and technical research is to get the largest liter engine power N _l = hp / l and the smallest specific gravity G = kg / hp.

In the crank scheme of the engine it is difficult to realize in one engine all of the listed achievements of modern engine building at once. In each type of engine, only a part of the principal achievements is realized. A production engine with ideally achievable performance has not yet been created. In the crank scheme, this is impossible due to its specificity. It was necessary to find a new kinematic diagram of the energy-generating unit, which will unite and implement all the best that the 20th century brought to the engine industry. Inventive engineering found a technical solution for an ideal torus-rotor energy-generating unit.

The first and only prototype of my torus-rotor power unit was a free-piston gas generator (LNGG). "Automobile engines operating according to new schemes." Lecture notes. A.A. Chaika. 1971 year. LNG has already worked. “High boost, high compression ratio (up to 22), low heat loss, low internal mechanical loss make the LNG generator efficiency = 45%, which distinguishes it from the known piston engines.” Gasoline - efficiency = 35%, diesel - efficiency = 40%. A surprisingly simple, rational design: a cylinder, two pistons and a housing.

The design of the LNGG device gave me the task of making the pistons work two-way, for this I develop a straight cylinder into an endless TOP, create a torus-rotor gas generator (TRGG). Under equal conditions, its productivity per unit time should be 2 times greater.

In 1977, the TWG with all the auxiliary mechanisms was developed.

The scheme of the torus-rotor power unit uses all the best in engine building and complements the engine. other principal achievements:

- torus is an ideal endless cylinder-piston group,

- all double-acting rotor pistons,

- the pressure of the working gases is directed tangentially to the circle relative to the axis of rotation of the drive shafts and is applied at a constant radius of the shoulder,

- the degree of compression of the working mixture in the combustion chamber increases, the main thing is that compression is achieved by the dynamic inertial force of the rotor piston, thrown towards each other by the force of the burnt mixture, compression does not load the mechanisms.

All this called, in addition to the TRGG, to develop a mechanical transmission of a tremendous moment from the power unit to the actuators and assemblies.

In 1977, a road torus-rotor engine (TRDD) and a rotor-rotor screw engine (TRDV) with mechanical power transmission were developed.

Analogs

1. Toro-rotor power unit. An analogue may be an energy block circuit, patent DE 2845845 A1; F01C 9/00; 04/30/1980

A distinctive feature of the block I have declared from all that I have looked at is the design of the connection of two rotary pistons with drive shafts: a key or a slot with an external shaft and a pin key, through an external shaft with an internal shaft. This connection made it possible to bring out two drive shafts on both sides of the power unit and transmit their driving moments to all maintenance and execution mechanisms.

2. The design of the connection of the engine mechanisms with the outer and inner coaxial drive shafts. An analogue can be considered the design of the connection in the patent RU 2242619; F01C 9/00; December 20, 2004. In this design, a lever with a counterweight is attached to the inner shaft through the outer shaft. To ensure the assembly of this structure and the operation of the lever, the outer shaft in this place is collapsible, with a local increase in diameter, with slots for the passage and operation of the power lever.

Disadvantage. The design is not suitable for connecting parts such as gear, cam, clutch. The external shaft is detachable, local increase in the diameter of the shaft, large slots for the lever to reduce the quality and reliability. And all in order to place the crankshaft levers between the power unit and the compressor. It is more correct for levers to be near, but from one end of the engine, at the open ends of the shafts. There are such arrangements.

A distinctive feature of the claimed connection is that to transmit the moment to the inner shaft, a pin key is pressed in, it passes into the windows of the outer shaft. This connection is universal for any mechanism: the rotor, lever, gear, cam, and clutch do not complicate the design of the assembly parts.

3. Torus-rotary air compressor for valveless, direct-flow purge of power unit cylinders. An analogue is patent RU 2242619; F01C 9/00; December 20, 2004 Figure 4.

Four narrow compressor rotor blades move according to the law of four wide rotor piston power units, therefore the free volume of the compressor must be filled, in this case, valve bodies. Sometimes, the rotorblades and rotor pistons are made equal in the angle of the sector.

Disadvantage. Both options reduce compressor performance.

Distinctive feature. The claimed six-blade rotor compressor with a four-piston power unit works significantly more efficiently. The rotation angle of both rotors is the same.

4. The synchronizer. The closest analogue in patent DE 2808769; F01C 9/00; 09/06/1979, the Synchronizer provides a counter-rotation of two rotoporsion of two power units to eliminate the dynamic imbalance of the engine.

Disadvantage. This design of the synchronizer is able to combine two separate, isolated power units and closes the ends of the power units.

Distinctive feature. The inventive synchronizer fits into any place of the engine, is designed to connect the work of all mechanisms with a single rhythm, for this purpose the design of its connection with the drive shafts is different.

5. One-way continuous coupling.

One way clutches are known.

A distinctive feature of the inventive clutch is that it is designed to give the screw or rotor continuous rotation from sector counter vibrations of the two drive shafts. This ensures the coordinated operation of two couplings (half couplings) per screw.

The drive on two coaxial screws of the opposite rotation from the internal combustion engine is a new phenomenon. These decisions were led by the tasks of aviation.

6. Crank mechanism as a synchronizer and converter. This conversion mechanism begs right away. Therefore, many interesting solutions have been patented. The closest in design and execution analogue is claimed in patent RU 2080453; F01C 9/00; 02/01/1994 The main task of the analogue is to bring the flywheel axis to the axis of the drive shafts of the power unit, give the opportunity to change the speed of the flywheel, and reduce the dynamic imbalance of the mechanism.

Disadvantage. To use the 4th lever, the 4th connecting rod, the 4th crankshaft, 7 gears for rotation of one flywheel is unreasonably much. More gears - less reliability.

Distinctive feature. The claimed solution transfers the rotation to the centrally located flywheel with fewer mechanisms: 2 levers, 2 rods, 1 crankshaft, 3 gears. At the same time, it provides the best variation of the flywheel’s revolutions, excellent balancing of the mechanisms and does not go beyond the outer diameter of the engine.

The drive to spaced 2 or 4 shafts from one torus-rotary engine is a new solution, it is dictated by the tasks of the navy.

7. The friction clutch, wedge, cylindrical. An analogue can serve as a drum brake on the wheels of trucks.

Distinctive features of the claimed solutions are in the clutch design. She solves four problems. Having equal dimensions and weight with a disk clutch, to create a large energy of rotation of the flywheel, a greater friction force of the clutch, a uniform clearance of disengagement, a simple replacement of brake pads. The main masses of rotating parts, the zone of application of friction forces are brought to the largest radius, the friction surfaces are wedge-shaped.

3. Disclosure of the invention.

The technical result and economic effect, the achievement of which the invention is directed.

The final result that this invention solves is to obtain the main technical characteristics in the new engine, which are 2 (two) times better than modern serial engines.

Modern serial DVS, depending on the purpose, have

N _l = 35 ÷ 100 hp / l; G = 0.5 ÷ 4.0 kg / hp.

Preliminary calculation and comparative analysis show that the turbojet engine will have N _l = 200 ÷ 300 hp / l; G = from 0.2 kg / hp.

This final result is ensured by the fact that the scheme of the proposed turbojet engine involves all the advanced achievements in the engine industry of the 20th century, all in the best way and in full measure.

1. Push-pull duty cycle.

2. Valveless direct-flow purge.

3. Effective boost.

4. High inertial compression ratio.

5. The working cylinders are located in the torus cavity.

6. Oncoming movement of the rotoporton.

7. The principle of double-action rotoporsion.

8. The working force of the rotor-piston is directed along the axis of the torus cavity.

9. The working force that rotates the drive shafts is applied at a constant radius of action and does not affect the friction force in the block.

All these scientific and technical achievements are combined into one power unit, implemented in the turbojet engine and will create an engine simple, compact, powerful, reliable and durable. Economically, it will significantly reduce production costs, reduce metal consumption, increase the profitability of manufacturers, make the most massive high-tech industry in the country highly profitable, and reduce the operating costs of the owners.

An object of the invention is to increase the power and efficiency of the engine.

The problem is solved due to the fact that the torus-rotary internal combustion engine (TRD), which includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, according to the invention, the energy-generating unit contains a torus cylinder, in which there are two opposite double-acting moving piston, they provide a full two-stroke duty cycle with valveless direct-flow blowing and transmit torque to two through coaxial shaft, two rotary pistons for transmitting torque have a rigid connection each with its drive shaft, which are placed coaxially with one another with the possibility of rotation of the inner shaft in the outer on needle bearings, two drive shafts are made integral (non-integral) and pass through the energy-generating unit and through the entire engine provides a drive for all auxiliary and actuating mechanisms, while the outer shaft has sector slots for sector vibrations of the pin-keys of the inner shaft. Both rotary pistons are equipped with end compression rings and cavities for pumping oil through them, transverse gas grooves are made on the inner surface of the cylinder, and air-cooling fins and (or) a water-cooling shirt are made on its outer surface. To pump clean air into the cylinder receiver of the energy-generating unit, a compressor with counterpropagating sector oscillation of the rotor blades is used, equipped with suction and discharge valves, for example, such as shutters, while the number of rotor blades in the compressor is greater than the number of rotor blades in the energy-generating block. To synchronize the sector vibrations of all engine mechanisms in phase, frequency and amplitude, and to bind the oscillations to the constant area of the engine housing, a synchronizer is used, which contains two large bevel gears, each fastened to its own through drive shaft and several small gears - satellites rotating on the axes, fixed on the case. To inject fuel into the combustion chambers, a plunger compressor was used, driven by sectorial cam vibrations on the drive shaft, with regulation of the fuel supply volume. To increase the degree of pressurization of the cylinders of the energy-generating unit with clean air, a mechanism was used to block the exhaust channel directly near the cylinder. To start the engine, pneumatic cylinders running on compressed air can be used. The exhaust gases are brought to the gas turbine load for its rotation with subsequent transfer of power to the Executive unit. On the continuation of the drive shafts of the engine, one or more torus-rotary pumps for pumping fluids is installed.

In the second embodiment, a two-circuit torus-rotor turbo engine (TRTDD), which includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, according to the invention, the energy-generating unit contains a torus cylinder in which two counter-moving rotary pistons of double-acting action are placed, they provide a full two-stroke duty cycle with valveless direct-flow purge and transmit torque to two through coaxial shafts, two rotoporsh I for torque transmission have a rigid connection, each with its own drive shaft, which are arranged coaxially in the other. With the possibility of rotation of the inner shaft in the outer on needle bearings, the two drive shafts are made integral (not composite) and pass through the energy-generating unit and through the entire engine. They provide a drive for all auxiliary and actuating mechanisms, the outer shaft has sector cuts for sector vibrations of the dowel-keys of the inner shaft, while exhaust gases from the engine and air or liquid from the pump are led out to the load turbine to rotate the turbine, you can use a compressor as a pump air.

According to a third embodiment, a torus-rotor rotor engine (TRDV) includes an energy-generating unit, a device for converting the thermal energy of gas expansion into mechanical and auxiliary support mechanisms, while the energy-generating unit contains a torus cylinder in which two counter-moving rotor pistons of double-acting action are placed, they provide full two-stroke duty cycle with valveless direct-flow purge and transmit torque to two through shafts, two rotary pistons for transmitting torque that have a rigid connection, each with its own drive shaft, which are arranged coaxially one in the other, rotatable inner shaft in the outer needle bearings. Two drive shafts are made integral (non-integral) and pass through the energy-generating unit and through the entire engine, provide a drive for all auxiliary and actuating mechanisms, the outer shaft has sector slots for sector vibrations of the pin-keys of the internal shaft, while to give continuous rotation to one or more executive coaxial screws (rotors) use one-way clutch, for example spring, placed on both shafts on one side of the engine or on both sides of the engine.

According to a fourth embodiment, a torus-rotary road engine (turbojet engine) includes an energy-generating unit, a device for converting the thermal energy of gas expansion into mechanical and auxiliary support mechanisms, according to the invention, the energy-generating unit contains a torus cylinder in which two counter-moving rotor pistons of two-sided action are placed, they provide full two-stroke duty cycle with valveless direct-flow purge and transmit torque to two through coaxial shafts, two rotary pistons for Torque transmissions have a rigid connection, each with its drive shaft, which are placed coaxially one with the other with the possibility of rotation of the inner shaft in the outer on needle bearings, two drive shafts are made integral (not integral) and pass through the energy-generating unit and through the entire engine, provide a drive for all auxiliary and actuating mechanisms, the outer shaft has sector slots for sector vibrations of the pin-keys of the inner shaft, while for mechanical conversion of sector vibration of the drive shafts in the continuous rotation of one, two or four actuating shafts applied crank mechanism of the crankshaft, possibly with a spring. For the controlled transmission of torque from the engine to the actuator, a flywheel and a friction, cylindrical, wedge clutch with a uniform disconnect clearance in the direction of the rotation axis are used.

The final result that this invention solves is that in the new engine the main technical characteristics are obtained, two times the best with respect to modern serial engines.

Modern serial DVS, depending on the purpose, have

N _l = 35 ÷ 100 hp / l; G = 0.5 ÷ 4.0 kg / hp.

Preliminary calculation and comparative analysis show that the turbojet engine will have N _l = 200 ÷ 300 hp / l; G = from 0.2 kg / hp.

This final result is ensured by the fact that in the scheme of the proposed turbojet engine all the advanced achievements in engine building of the 20th century are involved:

1. Push-pull duty cycle.

2. Valveless direct-flow purge.

3. Effective boost.

4. High inertial compression ratio.

5. The working cylinders are located in the torus cavity.

6. Oncoming movement of the rotoporton.

7. The principle of double-action rotoporsion.

8. The working force of the rotor-piston is directed along the axis of the torus cavity.

9. The working force that rotates the drive shafts is applied at a constant radius of action and does not affect the friction force in the block.

All these scientific and technical achievements are combined into one power unit, implemented in turbojet engines and will create an engine simple, compact, reliable and durable. Economically, it reduces production costs, metal consumption.

The achievement of the indicated technical and economic results provides the following essential features.

1. Toro-rotor energy-generating unit provides the best conditions for blowing the cylinder, mixture combustion and power transmission.

2. The piston zone of the two rotary pistons is located in the cavity of the torus closed working cylinder, senses the circumferential pressure of the gases and transfers the gas force through the rotary piston zone as the turning force to the two drive shafts.

3. Two coaxial through drive shafts transmit power rotational vibrations to the servicing and actuating mechanisms of the engine.

4. A toroidal rotary vane air compressor draws in clean air (or a combustible mixture) and pumps it into the receiver and into the working volumes of the torus cylinder, providing torus pressurization and cooling.

5. The synchronizer provides an accurate ratio of the oscillations of two working rotors in frequency, amplitude and phase, attaches the oscillation amplitude to a constant zone of the cylinder, sets the synchronism to all mechanisms.

6. The plunger fuel compressor provides fuel injection into the combustion chambers of the unit.

7. The conversion mechanism converts sector vibrations of power, drive shafts into continuous rotation of the slave actuator.

8. Charge boost allows you to create increased air pressure in the working cylinders, regardless of the pressure on the exhaust.

9. The spring perceives the peak load of the rotary piston during the outbreak of the combustible mixture in the combustion chamber and returns the force to the actuator in the rotation phase.

10. Pneumatic start ensures engine start from compressed air.

11. The clutch transmits torque from the output shaft of the turbojet engine to the input shaft of the actuator.

The present invention is illustrated by drawings, which depict blocks and mechanisms of turbojet engines.

Figure 1 shows the LNG (prototype), containing the working cylinder 1, the piston of the cylinder and compressor 2, air buffer 3, air compressor 4, nozzle 5, air receiver 6, gas receiver 7, gas turbine 8;

figure 2 - sealing, lubrication and cooling of the TP unit, containing a groove of gas sealing 9, the ring of the mechanical seal 10, the annular cavity for oil 11, the oil supply fitting 12, cooling fins 13;

figure 3-5 - a torus-rotor power unit containing an inner shaft 14, an outer shaft 15, a right piston 16, a left piston 17, a pin key 18, a key 19, a cylinder block 20, an injector (candle) 21;

figure 4 is a section aa;

figure 5 is a section bB;

6 is a torus-rotary air compressor containing an inner shaft 14, an outer shaft 15, a shovel 22, a shovel 23, a pin key 24, a key 25, a cylinder block 26, a suction valve 27, a discharge valve 28;

Fig.7 shows a section bb;

on Fig - synchronizer containing the inner shaft 14, the outer shaft 15, the right gear 29, the left gear 30, the dowel pin 31, the dowel 32, the synchronizer housing 33, the pinion gear 34;

figure 9 is a fuel compressor comprising an inner shaft 14, an outer shaft 15, a cam 35, a key 36, an amount lever 37, a plunger 38, a compressor housing 39;

figure 10 - coupling of one-sided continuous reference, containing the inner shaft 14, the outer shaft 15, the coupling half right 40, the coupling half left 41, the pin key 42, the key 43, the reference spring right 44, the reference spring left 45, the driven rotor 46;

figure 11 - drive on coaxial screws of counter-rotation, comprising a right coupling half 40, a left coupling half 41, a driven rotor 47, 48, a right rotation coupling I, a left rotation coupling II;

12 and 13 show a drive to a crankshaft and a flywheel, a kinematic diagram comprising an inner shaft 14, an outer shaft 15, a lever 49, a lever 50, a connecting rod 51, a connecting rod 52, a crankshaft 53, a flywheel 54;

on Fig - a drive on four crankshafts, a kinematic circuit containing an inner shaft 14, an outer shaft 15, a crankshaft 55, 56, 57, 58;

in Fig.16 - one-way spring containing a piston 65, a cylinder 66, a connecting rod 67, a spring 68, a slider 69, a crankshaft 70;

on Fig - boost valve containing the inner shaft 14, the outer shaft 15, the control lever 71, the slider 72, the magnet 73, the damper actuator 74, the exhaust shutter 75, the housing TRD 76;

in Fig.18 - pneumatic start, containing the inner shaft 14, the outer shaft 15, the lever 77, the leash 78, the carriage 79, 81, pneumatic cylinders 80, 82, the guide 83, the housing 84;

in Fig.19 - the clutch is cylindrical;

on Fig - section GG, containing the flywheel shaft 84, the clutch shaft 85, the flywheel 54, the clutch disc 86, the rod-rod 87, the support 88, the block 89, the spring 90, the release lever 91, the release ring 92;

in Fig.21 - turbojet engine, torus-rotary engine, a block diagram containing a power generating unit 93, an air compressor 94, an air receiver 95, a fuel compressor 96, a synchronizer 97, a boost screen 98;

in Fig.22 - turbojet engine, torus rotary engine road, block diagram, crankshaft mechanism 99, flywheel 100, clutch disc 101, driven shaft 102;

in Fig.23 - turbofan engine, torus-rotor screw engine, block diagram, clutch reference 103, the driven rotor 104;

in Fig.24 - TRTDD - a two-circuit torus-rotary turbo-engine containing an energy-generating unit 105, an air compressor 106, an air receiver 107, a fuel compressor 108, a synchronizer 109, a boost screen 110, a load pump 111, a load turbine 112.

In the inventive torus-rotary internal combustion engine (turbojet engine), several main and auxiliary functions are involved.

1. Obtaining thermal energy expansion, the conversion of thermal energy into mechanical energy.

2. Transfer of mechanical vibrations to drive shafts.

3. Ensuring the viability of the power unit.

1. Obtaining thermal energy expansion, the conversion of thermal energy into mechanical energy.

2. Transfer of mechanical vibrations to drive shafts.

3. Ensuring the viability of the power unit.

4. Injection of clean air into the cylinders.

5. Synchronization of the movement of all mechanisms.

6. Fuel injection into combustion chambers, ignition.

7. Transformation of sectorial vibrations of the drive shafts into the rotation of the actuators.

8. The increase in the degree of boost.

9. Phase distribution of peak load.

10. Pneumatic engine start.

11. Friction connection of the engine with the unit.

12. Variants of turbojet engine for different purposes.

1. The receipt of thermal expansion energy and the conversion of thermal energy into mechanical energy.

To perform this function, four energy phases of an internal combustion engine are implemented in a torus power unit: injection of a combustible mixture, compression, combustion, expansion of working gases.

The power unit, figure 3, includes a short cylinder block 20, closed with ends by covers, inside the cylinder block there are two opposing pistons 16, 17 (rotors). Each rotor has two zones - disk and piston. Disk zones completely fill the middle part of the cylinder block cavity and form a peripheral working torus cavity of rectangular cross section. The piston area of the rotor divides the torus cavity into working cylinders and performs all the functions of a piston in an internal combustion engine.

Each rotor piston has one or more pistons of rectangular cross section. We are considering a two-piston option. In total, four pistons divide the torus cavity into four working cylinders. Each piston works on two cylinders. The conditional center of each cylinder is a nozzle, the edges of the cylinder are purge windows.

Two rotor pistons in a torus cylinder with the help of a synchronizer under pressure of working gases make counter, bilateral sectorial vibrations. One work cycle consists of two clock cycles: compression and expansion. In a torus cylinder, in parallel, with a shift of one cycle, two duty cycles pass on both sides of each piston.

In the initial cycle, Fig. 3, in the first stroke, the upper and lower pistons approached the upper and lower nozzles, opened the purge windows for the side cylinders. The pistons completely squeezed the air, the upper and lower nozzles injected fuel. The mixture ignited. Working gases led the pistons to the side nozzles.

Pistons block the purge windows, compress fresh air in the side cylinders, completely bypass the purge windows, open them with their second side to purge the upper and lower cylinders. Pistons completely squeezed the air in the side cylinders, went to the side nozzles. Side injectors injected fuel. Ignition.

Working gases led the pistons back from the side nozzles to the vertical. Pistons blocked the purge windows, compress fresh air in the upper and lower cylinders, completely passed the purge windows, opened them with their first side to blow the side cylinders. Pistons completely squeezed air in the upper and lower cylinders, approached the vertical nozzles. Nozzles injected fuel. Ignition.

Working gases led the pistons from the vertical nozzles back to the side. And so far there is fuel.

2. The transmission of mechanical vibrations.

Two through-axis, coaxial drive shafts 14 and 15 pass through the cylinder block 20 and rotor pistons 16, 17 in the position of their common axis. Each rotor piston is rigidly connected to its shaft and transmits its sector oscillations and torque to the shaft. Rotor piston 17 transmits moment to shaft 15 through dowels 19. Rotor piston 16 transmits moment to shaft 14 through pin dowel 18. Outer shaft 15 has two sector slots through which pin dowel 18 passes and works.

3. Ensuring the viability of the torus-rotor power unit. Figure 2. The continuous middle rotor-piston zone accommodates two coaxial through-driving drive shafts, the inner shaft rotates on the outer needle bearings, half-diameter components, annular cavities 11 for pumping cooling oil, and locates seal rings 10 of all end joints of the block. All four walls of the cavity of the torus cylinder are cut by shallow transverse grooves 9 for gas sealing of the compression and expansion processes. The two-sided action of the rotor piston and the blow-through window make additional sealing of the pistons unnecessary.

The outer surface of the torus cylinder is made of ribs 13 and is the inner surface of the fresh air receiver for blowing cylinders, Fig.21. Constant pumping of fresh air around the unit should maintain the desired temperature of the unit. If this is not enough in the road version of the turbojet engine, then additional air or water cooling will be required.

4. Injection into the air cylinders.

To the power unit next to the coaxial shafts 14 and 15, a scapular torus-rotary air compressor is attached, Fig.6. The scheme of his work is similar, but the opposite of the work of the power unit. The rotorblades 22 and 23 are each rigidly connected to their drive shaft 14 and 15, are counter-directed and make forced sector vibrations. Through the valves 27, air is drawn into the compressor when the blades diverge, and through the valves 28, air is pumped into the receiver when the blades approach each other.

The compressor at one time squeezes the volume of air four or more times greater than the volume of one filling of successive cylinders. The receiver can cover the power unit and cool it, can be located separately.

5. The synchronization of the movement of all engine mechanisms in frequency, amplitude and phase, the binding of oscillations to the constant zone of the blocks. This function is performed by synchronizers. The gear synchronizer device is shown in Fig. 8.

Next to the air compressor on the coaxial shafts 14 and 15, the synchronizer housing 33 is attached. Two bevel gears 29 and 30 are directed to the drive shafts 14 and 15 and are fixed in the opposite direction. Between them, on the case 33, around the circumference, are several small bevel gears-satellites 34. Small gears engage immediately with two large gears, so that when one gear 29 rotates a certain angle, the second 30 will rotate the same angle in the opposite direction. Through a rigid connection with a pin key 31 and a key 32, this synchronization is transmitted to the shafts 14 and 15, respectively, to all engine mechanisms. The binding of all movements to the body is made by satellites.

6. Fuel injection into the combustion chamber produces a plunger fuel compressor, Fig.9. The working movement of the plungers 38 defines a cam 35, which is rigidly connected to the drive shaft 15 with a key 36. The number 37 levers change the amount of fuel to the nozzles through the eccentric axis.

7. Mechanisms for converting sectorial vibrations of the drive shafts 14 and 15 into the continuous rotation of the actuator, device, unit.

7.1.1. For engines loaded with aero- and hydraulic propellers, compressors, generators, pumps and other devices with a relatively uniform load, it is advisable to use a converter in which there is no upper and lower dead zones of the crankshaft. Such a converter can be spring-loaded, roller, ratchet, cam, and other unilateral couplings.

The spring-loaded continuous one-way clutch is shown in FIG. 10. The drive shaft 14 is rigidly connected to the coupling half 40, and the shaft 15 is connected to the coupling half 41, and return sector vibrations are performed. One end of the cylindrical reference spring 44 is attached to the coupling half 40, and the reference springs 45 to the coupling half 41. The springs 44 and 45 tightly cover the hub of the actuating rotor 46 with their turns. The second ends of the springs lie freely on the rotor. During oscillations, their springs oscillate together with the coupling halves.

In the first half of the cycle, the coupling half 40 rotates clockwise, its spring moves with an unlucky end forward, tightly compresses the hub and rotates the rotor 46. At this time, the coupling half 41 rotates counterclockwise, its spring moves forward with its free end and slides on the hub without interfering with it to turn around.

In the second half of the cycle, the coupling half 41 rotates clockwise and the spring 45 drives the rotor 46, and the coupling half 40 with the spring 44 rotate counterclockwise without obstructing the rotor. Transmitting torque to the rotor, the clutch reduces its speed relative to rotor piston vibrations.

7.1.2. For loading engines of high power on airplanes, helicopters and water vessels, two multi-blade coaxial counter-rotating propellers on coaxial shafts are used. The proposed turbojet engine allows you to implement this scheme, allows you to use not only two, but four, six, etc. screws from both ends of the engine.

Figure 10 discloses the principle of rotation of the rotor of the actuator 46 clockwise. In this case, rotor pistons 16, 17 and shafts 14, 15 are loaded when turning clockwise, and when turning counterclockwise, they do not turn anything, only the synchronizer, it closes the double force through itself to rotor 46. This is not the best option. It is advisable to use counterclockwise rotation on the second rotor, through the second pair of coupling halves. Such a device is shown in FIG.

For ease of understanding, the details of the couplings are identified identically, but clutch I rotates rotor 47 clockwise and clutch II rotates rotor 48 counterclockwise. The coaxial rotors 47 and 48 rotate in opposite directions. On especially powerful engines, you can put a larger number of rotors, you can use for them both outputs of the shafts 14 and 15 from the engine.

7.2.1. For vehicles with a sharp drop in the load on the engine, movement on the ground with obstacles, acceleration and braking, the conversion is more correct to produce a crankshaft, as it provides an inextricable connection from the driving engine to the driven unit. On Fig shows a diagram of the kinematic crank mechanism. On the drive shafts 14 and 15 levers 49 and 50 are fixed. Sectorial oscillations of the levers through the connecting rods 51 and 52 rotate the crankshaft 53 in one direction. One complete swing of the lever corresponds to one revolution of the crankshaft. Additionally, the crankshaft synchronizes the operation of all engine mechanisms, in this case, the synchronizer of Fig.8 is not required.

7.2.2. Some products, such as ships, require a powerful drive on two and four parallel shafts. On the proposed engine, you can implement this scheme. In the kinematic diagram of FIG. 14 the swinging levers for the crank necks rotate the four crankshafts 55, 56, 57, 58. Two crankshafts, the upper and lower ones, can be left on the four levers, according to the diagram of FIG. 12. You can arrange them horizontally.

8. An additional increase in the degree of boost.

In a valveless purge of the working cylinder, the exhaust gas exhaust window opens earlier and closes later than the fresh air injection window. Additional pressure (pressurization) in the cylinder with the exhaust window open provides resistance in the exhaust gas channel. It is ineffective. The height of the exhaust window is 10-15% of the piston stroke, and for the working volume of the cylinder this part of the cylinder is lost.

The “Damper” mechanism shown in FIG. 17 makes the pressure independent of the pressure at the exhaust and introduces the area of the exhaust window into the cylinder’s working volume. All this will significantly increase the degree of boost and, accordingly, liter capacity N _{l of the} engine.

The device and principle of operation of the damper mechanism. A lever 71 is fixed on the external drive shaft 15. The lever 71 has a movable slider 72. In the extreme right position of the lever 71, gas is squeezed out of the cylinder with fresh air. The lever 71 at the last moment through the slider 72 and the actuator 74 will turn the damper 75. The damper 75 will block the exhaust channel, and air from the receiver continues to be pumped into the cylinder through the inlet channel.

At the beginning of the rotation of the shaft 14 and the lever 71 to the left, the magnet 73 holds the slider 72, the mechanism 74 and the shutter 75 in the closed position. When the rotor piston, moving to the left, completely covers the exhaust window, the lever 71 will slide the entire slider 72 to the left stop and take it away from the magnet 73, and the actuator 74 will turn the shutter 75 and open the channel for the next exhaust. The actuators of the two shutters must operate simultaneously, this is done by a simple synchronizer (not shown).

9. Slice and phase shift of the peak load.

In the working cycle of the crank mechanism, there is a peak in gas pressure on the pistons and mechanical load - this is the upper dead zone of the crankshaft journal neck. At this point in the combustion chamber, the pressure on the piston from the combustion of the mixture doubles, and the mechanism has locked this force and does not allow it to work, while it itself experiences maximum loads. To remove this maximum load from the crankshaft in the dead zone and return it with a phase shift, the Spring device is designed, Fig. 15 and Fig. 16.

On Fig shows the mechanism of "Spring" single-acting for a conventional piston group. The piston 65 squeezed the combustible mixture in the cylinder 66. Ignition and combustion of the mixture. The pressure on the piston doubles. Group crankshaft 70, connecting rod 67, piston 65 are in the upper dead zone, the peak gas force to rotate the crankshaft does not work. In this case, the gas force through the piston 65 and the connecting rod 67 compresses the spring 68, the piston goes down, increases the combustion chamber and reduces the pressure force. The crankshaft 70 has passed the dead zone, and the spring 68 begins to expand, returns to the crankshaft the force previously applied to itself. The spring has two functions: it reduces the peak load on the piston - crankshaft group, shifts this load in phase to rotate the crankshaft.

If F ₁ - the compression force of the combustible mixture in the upper zone of the piston,

F ₂ = 2F ₁ - force after combustion of this mixture,

then F ₃ = 1,3F ₁ - the initial effort of a forceful spring,

F ₄ = 1,8F ₁ - the final spring force during deformation.

In the proposed torus-rotary engine, the action of the pistons is two-way. The bi-directional Spring device is shown in FIG. 15. The lever 59 is mounted on the outer shaft 15 of the rotary piston. The whole group is in the extreme right position. There was a process of compression of the combustible mixture, ignition, combustion. Rotary piston begins to turn lever 59 to the left. But the connecting rod 62 and the crankshaft 63 are in the dead zone and cannot realize this force in rotation. Therefore, the lever 59 through the axis 60 and the slider 64 compresses the spring 61, increases the combustion chamber and reduces the load. The crankshaft has passed the dead zone, spring 61 returns to it the stored force. With the reverse movement of the lever 59, from the extreme left position to the right, the spring 61a will likewise work (see Fig. 15).

This is exactly how the system works, which includes the shaft 14, the lever 59a and its crank group, not shown in the drawing.

10. Pneumatic start of the engine is installed on products where it is not desirable to have a chemical battery. The pneumatic start mechanism is shown in Fig. 18. A lever 77 is mounted on the drive shaft 15, into which a pin-lead 78 is mounted. A mechanism housing 84 is mounted with guides 83. Carriages 79 and 81 move along the guides. The pneumatic cylinders 80 and 82 alternately move the carriages 79 and 81, and the carriages, through the leash 78, turn the lever 77 and the drive shaft 15. These turns through the synchronizer are transmitted to the drive shaft 14 and the rotary piston. In this way, the work process is simulated; when the fuel is supplied, the engine starts.

The algorithm of the pneumatic start mechanism. The driver manually, through the relay, supplies air to the pneumatic cylinder 80, the carriage 79 moves to the left. In the extreme left position, the carriage 79 switches the air relay to the pneumatic cylinder 82. The pneumatic cylinder 82 moves the lever 77 to the right. The carriage 81 in the extreme right position switches the air relay to the pneumatic cylinder 80, and so on until the engine starts. The engine started, the driver released his relay, carriages 79 and 81 returned to their extreme idle position. You can start the engine with one double-acting cylinder.

11. The controlled friction connection of the engine with the unit.

From the crankshaft 53, Fig.13, the rotation receives the shaft 84 and the flywheel 54 of Fig.20. The flywheel 54 through the disk 86 transmits rotation to the shaft 85 of the Executive unit.

To increase the kinetic energy of rotation of the flywheel, its mass must be concentrated on a larger radius.

To transmit the greatest torque, the friction force of adhesion must be located on a larger radius.

To increase the friction force, the adhesion surfaces must be made wedge-shaped and the frictional pressure force must be increased due to their centrifugal rotation force.

All these requirements are solved by the clutch cylindrical, Fig.19. The cross-section GG shows the moment of disengagement of the clutch. The force P through the ring 92 advanced the hinge lever 91. The lever 91, compressing the spring 90, leads the rod-rod 87, the support 88 and the friction pad 89 to the center. To engage the clutch, the force P must be removed, the springs 90 will press the pads 89 against the flywheel 54 Pads 89 are made easily replaceable.

12. Options for the implementation of turbojet engines for various purposes. Possible layouts.

12.1. TRD - torus rotary engine, Fig.21, is the base engine for working with load-carrying executive units.

12.2. TRGG - torus-rotor gas generator, is the development of the basic turbojet engine. The exhaust gases of the turbojet engine are output to a gas turbine. Like FIG. 1, a gas turbine transfers power to an actuator.

12.3. TRONN - torus-rotor pumping, pumping. In addition to the turbojet engine, one or several, of a different volume, torus-rotary compressor, 6, can be installed on the drive shafts 14 and 15 and used as an actuating unit for pumping a fluid.

12.4. TRTDD - a two-circuit torus-rotor turbo engine.

If a free-piston gas generator (LNG) in combination with a gas turbine has significant advantages, then it is advisable in the torus-rotor version, in addition to doubling the amount of gas produced, to supply additional power to the turbine shaft.

TRGG - the torus-rotor gas generator is underloaded, since the hot gas already exhausted in the cylinders is reused for the rotation of the turbine (load); the power of the rotor piston and two drive shafts is not used in this embodiment, it is desirable to use it and it is better to use it to increase the power of the turbine. Such an addition is possible if the TRGG and TRONN options are combined. This tandem will be called TRTDD - a two-circuit torus-rotor turbo engine, Fig.24. Hot gas from the engine and air or liquid from the pump are directed to the working turbine 112.

Only an air compressor 106 can be used as an air pump. To do this, it is necessary to do much more and supply part of the air to the engine receiver, part of the air to the load turbine. Options to use both threads can be different.

1. Twin-shaft turbines - each single-shaft turbine operates on its own flow, then the turbine capacities are added up.

2. Single-shaft, two-rotor turbine - two rotors operate on one shaft, each from its own flow.

3. Single-shaft, single-rotor turbine - gas flow and air flow are directed separately to one rotor, they are mixed behind the rotor. In the case of option 3, two varieties are possible.

3.1. All nozzles are arranged alternately on a circle of the same radius. In this case, two flows must be brought to the same performance in terms of speed and density.

3.2. Gas nozzles and air nozzles are located on circles of different radii, Fig.24. In this case, the profile and frequency of the blades on its radius correspond to its flow.

4. The gas and air flows are mixed in front of the turbine.

12.5. TRDV - torus-rotor screw engine, Fig.23. It drives the executive screws (rotors) located on the drive shafts 14 and 15 of the turbojet engine. The full force of the moment of sectorial rotor piston oscillations is spring-loaded, Fig. 10, or other one-way clutch, without kinematic losses, is transmitted to the continuous rotation of the screws. A one-way clutch reduces the number of full revolutions of the screw relative to the number of complete vibrations of the four rotor pistons by about 3.5 times.

12.6. TRDD - torus rotary engine road, Fig.22. It is installed on ground vehicles with sharply variable traffic loads. Therefore, to transfer mechanical energy from the turbojet engine to the vehicle, a closed, inextricable kinematic connection is used, Figs. 12 and 13. The links of this connection are rotor pistons, drive shafts, the crank mechanism of the crankshaft and the flywheel drive and the kinetic energy of rotation.

Claims (13)

1. Torus-rotary internal combustion engine (TRD), which includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, characterized in that the energy-generating unit contains a torus cylinder, in which two counter-rotating rotor pistons of double-acting action are placed They provide a full two-stroke duty cycle with valveless direct-flow blowing and transmit torque to two through coaxial shafts, two rotary pistons for transmitting cr of torque have a rigid connection each with its drive shaft, which are placed coaxially one with the other with the possibility of rotation of the inner shaft in the outer on needle bearings, two drive shafts are made integral (non-integral) and pass through the energy-generating unit and through the entire engine, provide a drive for all auxiliary and actuating mechanisms, while the outer shaft has sector slots for sector vibrations of the pin-keys of the inner shaft. 2. A rotary torus engine according to claim 1, characterized in that both rotor pistons are equipped with end compression rings and cavities for pumping oil through them, transverse gas grooves are made on the inner surface of the cylinder, and air cooling fins and (or ) shirt water cooling. 3. A rotary torus engine according to claim 1, characterized in that for pumping clean air into the receiver of the cylinder of the energy-generating unit, a compressor with counterpropagating sector vibration of the rotor blades is used, equipped with suction and discharge valves, for example, a type of blinds, while the number of rotor blades in the compressor is greater, than the number of rotoporsion in the energy-generating unit. 4. A rotary torus engine according to claim 1, characterized in that for synchronization of sectorial vibrations of all engine mechanisms in phase, frequency and amplitude, and for linking vibrations to a constant area of the motor housing, a synchronizer is used, which contains two large bevel gears, each attached to its through drive shaft, and several small gears-satellites rotating on axes fixed to the housing. 5. Torus rotary engine according to claim 1, characterized in that for the injection of fuel into the combustion chambers, a plunger compressor is used, driven by sectorial cam vibrations on the drive shaft, with regulation of the fuel supply volume. 6. Torus rotary engine according to claim 1, characterized in that to increase the degree of pressurization of the cylinders of the energy-generating unit with clean air, a mechanism for blocking the exhaust channel directly near the cylinder is used. 7. Torus rotary engine according to claim 1, characterized in that for starting the engine, pneumatic cylinders operating from compressed air can be used. 8. A rotary torus engine according to claim 1, characterized in that its exhaust gases are output to a load gas turbine for its rotation with subsequent transfer of power to the executive unit. 9. Torus rotary engine according to claim 1, characterized in that on the continuation of its drive shafts one or more torus rotary pumps for pumping fluids are installed. 10. Two-circuit torus-rotor turbo engine (TRTDD), which includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, characterized in that the energy-generating unit contains a torus cylinder, in which two counter-moving rotary piston of double-acting action are placed, they provide a full two-stroke duty cycle with valveless direct-flow blowing and transmit torque to two through coaxial shafts, two rotary pistons for transmission to torque elements have a rigid connection, each with its drive shaft, which are placed coaxially one in the other, with the possibility of rotation of the inner shaft in the outer on needle bearings, two drive shafts are made integral (not integral) and pass through the energy-generating unit and through the entire engine, provide drive for all auxiliary and actuating mechanisms, the outer shaft has sector slots for sector vibrations of the dowel-keys of the inner shaft, while the exhaust gases from the engine and air or liquid from us sa output to load the turbine to rotate the turbine, a pump may be used as the air compressor. 11. Torus-rotor propeller engine (TRDV), which includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, characterized in that the energy-generating unit contains a torus cylinder in which two counter-moving rotor pistons of double-acting action are placed, they provide a full two-stroke duty cycle with valveless direct-flow purge and transmit torque to two through coaxial shafts, two rotary pistons for transmitting torque but have a rigid connection, each with its drive shaft, which are placed coaxially one in the other, with the possibility of rotation of the inner shaft in the outer on needle bearings, two drive shafts are made integral (not integral) and pass through the energy-generating unit and through the entire engine, provide a drive for all auxiliary and actuating mechanisms, the outer shaft has sector slots for sector vibrations of the dowel-keys of the inner shaft, while for imparting continuous rotation to one or more executive One-way clutches, such as spring-loaded couplings, are located on both shafts on one side of the engine, or on both sides of the engine. 12. The road torus-rotary engine (TRDD) includes an energy-generating unit, a device for converting thermal energy of gas expansion into mechanical and auxiliary support mechanisms, characterized in that the energy-generating unit contains a torus cylinder in which two counter-moving rotor pistons of double-acting action are placed, they provide a full two-stroke duty cycle with valveless direct-flow purge and transmit torque to two through coaxial shafts, two rotary pistons for transmitting torque and they have a rigid connection, each with its drive shaft, which are placed coaxially one with the other with the possibility of rotation of the inner shaft in the outer on needle bearings, the two drive shafts are made integral (not integral) and pass through the energy-generating unit and through the entire engine, provide a drive for of all auxiliary and actuating mechanisms, the outer shaft has sector cuts for sector vibrations of the pin-keys of the inner shaft, while for mechanical conversion of sector vibrations of the drive shafts into Continuous rotation of one, two or four actuating shafts using crank mechanism of the crankshaft, possibly with a spring. 13. A toroidal rotary road engine according to claim 12, characterized in that for the controlled transmission of torque from the engine to the actuator, a flywheel and a friction, cylindrical, wedge clutch with a uniform disconnect gap in the direction of the rotation axis are used.

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