RU2333374C1 - Rotor-type internal combustion engine - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: invention relates to supercharger engines with a constant combustion space. The rotor-type internal combustion engine incorporates stator 1 made in the form of a housing, rotor 2, intake openings 29 and exhaust openings, and, at least one piston 5 coupled with crankshaft 3. Rotor 2 is arranged concentrically inside stator 1 to form, at least, one combustion chamber and, at least, one expansion chamber. Centering plates 27 are fixed on the stator to line up crankshaft 3 along the axis of stator 1. Centering spiders 28 are rigidly fixed to rotor 2 to run freely around crankshaft 3 and to align rotor 2 along the axis of stator 1. Rotor 2 is linked to crankshaft 3 via a set of transfer gears 25 in mesh with gear wheels 23, 24 of rotor 2 and crankshaft 3 allowing an equal speed rotation of both in different directions. Radially directed pistons 5 are arranged in cylinders 4 rigidly fixed in the rotor space to force air into the combustion chambers. Crankshaft 3 accommodates a set of cams 9, 10 to make air intake valves run in phase depending upon the engine load. The rotor is furnished with cam 8 to adjust the gate operating phases. Movable partitions in the inner space of stator 1 adjust the intake opening throat depending upon the engine load.

EFFECT: higher engine efficiency, lower weight and smaller sizes, simpler design.

1 cl, 45 dwg

Description

The invention relates to the field of mechanical engineering, more specifically to combined engines with a supercharging and with a constant volume of combustion, and can find application in the national economy, in particular, on virtually any type of transport.

In modern internal combustion engines, an increase in power characteristics is associated with the improvement of systems for preparing fuel for combustion, supplying it to cylinders, increasing the degree of compression, and reducing harmful emissions from combustion products into the atmosphere, etc.

Known internal combustion engines in which the kinematic scheme of the crank mechanism is used. The basis of the kinematic diagram of the engine is a crank mechanism, on which the thermodynamic processes occurring in the cylinders and the transmission of gas from the work of the gases through the connecting rod to the crank depend substantially.

The main disadvantages of the crank mechanisms include the following:

- uneven movement of the piston in the cylinder, over a 90 ° crank angle, the piston travels more than half the way to the bottom dead center (BDC), as a result, during the expansion of gases, the cylinder volume rapidly grows (increases by 4 times) and, accordingly, the gas pressure decreases on the piston;

- when the piston passes the top dead center (TDC), the volume of the combustion chamber remains constant for only an instant, then its volume changes, the fuel entering the cylinder does not have time to undergo physico-chemical preparation for combustion, does not burn completely, unburned residues of combustion products are thrown out and pollute the atmosphere;

- the average radius of the crank in the active phase of the angle of rotation of 0-90 ° of the crank is 0.67 of the nominal value, and at the highest gas pressure during their expansion, the average radius of the phase of the angle of rotation of the crank of 0-40 ° is approximately 0.48 (data for the VAZ 2108 engine) ;

- the movement from the piston through the connecting rod to the crank is transmitted with a gear ratio of 1: 1.57, i.e. the piston speed is less than the circumferential speed of the crank (by analogy with a gear transmission, in which the angular speed of the driven gear is greater than the angular speed of the pinion gear), and the force transmitted from the piston to the connecting rod is about 0.64 of the gas pressure on the piston.

It should be noted that when the crank is turned from 270 ° to 360 °, the gear ratio changes to the opposite, i.e. the crank expends energy to overcome the forces of compressible air and the inertial forces of the piston 1.57 times less.

As a result, the efficiency of the gases in the cylinder during the expansion process is significantly reduced and is within 0.42-0.47 of their indicator work.

Internal combustion engines with a rotating rotor-piston located inside the cylinder are also known in the art, for example, a Wankel rotary piston engine manufactured in series. In such an engine, the faces of the triangular rotor slide along the epitrochoidal surface of the cylinder and cut off the variable volumes of the chambers in the cylinder. This design allows for a 4-stroke cycle of the engine without the use of a crankshaft, a separate flywheel and the classic timing mechanism. But the unusual geometry of the cylinder and rotor complicates the design of the engine and creates difficulties in constructing an effective sealing system (see the book by N. S. Khanin, SB Chistozvonov "Automobile rotary piston engines", 1964).

Internal combustion engines are known in which the rotor is a cylinder block with pistons moving along them, which rotates around a fixed stator, while the cylinders rotate around the axis of the fixed shaft, and the pistons also around the axis of the crank shaft. An example of such an engine is the Gnome rotary engine, which was mass-produced and installed on French-made Farman aircraft. Along with certain advantages, it also has drawbacks, such as the complexity of the design, due to the unconventional layout of the engine (see the book by PD Duz 'History of Aeronautics in Russia, 1986).

The closest technical solution to the proposed invention is a rotary internal combustion engine, disclosed in patent literature JP 2000136728 from 05.16.2000, containing a stator and a rotor, inside which there is a block of radial pistons connected to a crankshaft rotating in the opposite direction to the rotor. The kinematic connection of the rotor and the crankshaft is carried out using a differential mechanism located in a separate housing.

The disadvantages of this engine are the large overall dimensions, manufacturing complexity, poor technical characteristics due to large internal power losses, poor operation and high fuel consumption during transient conditions and when operating under partial load.

The task of the invention is the development of a rotary engine, which eliminates the above disadvantages.

The technical result of the invention is to improve technical indicators, increase efficiency, reduce overall dimensions, simplify the design of both the engine itself and auxiliary systems, such as, for example, a fuel supply system or an exhaust system or a gas distribution system, the possibility of creating an environmentally friendly engine, running on lean mixtures of air and fuel, which can be gasoline with any octane rating, diesel fuel, oil, and a mixture not FTI with gasoline or gas.

The specified technical result is achieved due to the fact that the rotary internal combustion engine contains a stator made in the form of a housing, a rotor installed inside the stator with the formation of at least one combustion chamber and at least one expansion cavity, a fuel supply nozzle and a spark plug ignitions associated with combustion chambers, inlet and outlet windows, as well as at least one radially directed piston mounted inside the rotor and connected to the crankshaft, which, in turn, is located centric inside the rotor and kinematically connected with the latter with the possibility of rotation in different directions. According to the invention, the rotor is mounted concentrically inside the stator, while centering strips are provided, mounted on the stator with the possibility of centering the crankshaft along the stator axis, as well as centering crosses, rigidly connected to the rotor, with the possibility of free rotation around the crankshaft and centering of the rotor along the stator axis while the internal gear gear is rigidly fixed to the rotor, and the external gear gear is rigidly fixed to the crankshaft. The kinematic connection of the rotor with the crankshaft is ensured by a freely rotating gear block connected to the gears of the rotor and the crankshaft with the possibility of ensuring the same speed of rotation of the rotor and crankshaft in different directions. Radially directed pistons are placed in cylinders rigidly fixed in the rotor cavity with the possibility of pumping air into the combustion chambers, a cam system is provided on the crankshaft for adjusting and changing, depending on the engine load, the phases of operation of the air intake valves in the cylinders rigidly fixed in the cavity of the rotor . A cam is provided on the rotor for adjusting the phases of operation of the shutters of the exhaust gas outlet windows, and movable partitions are provided in the inner cavity of the stator to regulate the passage section of the exhaust windows depending on the engine load. The geometry of the inner surface of the stator and the outer surface of the rotor are selected so that the combustion of the fuel charge in the combustion chambers occurs in a constant volume.

Since in the proposed device the volume of the expansion cavity is much larger than the compression volume (working volume of the cylinder), it is possible to fully use the pressure of expanding gases until they reach atmospheric pressure (in contrast to the classical internal combustion engine (ICE), where the working gases are released outside when their pressure is still about 5-7 atm), which leads to a simplification of the exhaust system.

Combustion of a fuel charge occurs under conditions of constant volume, i.e. in a compressed form, in a confined space and sufficient time. In this case, almost ideal conditions for the combustion of the charge and the accumulation of internal gas energy are created, the oxidation processes go to the end (environmental friendliness of the exhaust), the composition of the mixture can be extremely depleted, and the compression ratio is quite large. All this leads to improved technical indicators and increased efficiency. It is also possible to use the diesel ignition mode of the mixture, it becomes possible to work on lean mixtures of air and fuel, which can be gasoline with any octane rating, diesel fuel, oil, a mixture of oil and gasoline or gas.

By combining a change in the angle between the cam blocks of the crankshaft (i.e., changing the volume of air pumped into the combustion chamber) with a change in the position of the moving walls of the stator (i.e., changing the beginning of the connection of the expansion cavity with the atmosphere), it is easy to organize the so-called engine braking process (by basis of creating a vacuum in the expansion cavity), which leads to increased traffic safety and reduced fuel consumption.

The proposed engine layout provides:

- lack of shock loads on moving parts;

- because the engine is symmetrical, there are no radial loads on the axis of rotation;

- simplicity and simplification of the design of both the engine itself and auxiliary systems, reduction of overall dimensions;

- simplicity of performance and high efficiency of seals, as the rotor and crankshaft rotate around their own axes, coinciding with the axis of the stator;

- much more gentle lubrication conditions, as the piston group is used exclusively as an air compressor pumping air into the combustion chamber;

- reduction of engine noise.

An engine circuit comprising at least two radially directed pistons located diametrically opposite, and at least two combustion chambers with two expansion cavities, respectively, also located diametrically opposite, is much more preferable, because provides ample opportunities for balancing the engine and balancing the forces acting on the rotor. The further description and the given graphic materials will concern just such a scheme of the engine.

Further, the invention will be disclosed in more detail, with reference to graphic materials on which:

figure 1-14 - the principal device of the proposed engine;

Fig.15-25 - engine operation at full load;

Fig.26-36 - engine operation at partial load;

Fig.37-39 is a schematic diagram of a device for an air intake system;

40-45 is a schematic diagram of a device for an exhaust system.

A rotary internal combustion engine contains the following elements:

1 - a stator made in the form of a housing;

2 - rotor concentrically mounted inside the stator 1;

3 - a crankshaft concentrically mounted inside the rotor 2;

4 - cylinder - is rigidly fixed in the cavity of the rotor 2;

5 - a piston (at least two opposed pistons);

6 - a piston finger;

7 - a rod;

8 - cam rotor 2 is rigidly mounted on the rotor 2;

9 - the lower block of the cams of the crankshaft 3 - is rigidly fixed to the crankshaft 3;

10 - the upper block of the cams of the crankshaft 3 - can rotate relative to the crankshaft 3 in the range from 0 ° to 180 °;

11 - shutter;

12 - rocker shutter 11 is rigidly mounted on the shutter 11;

13 - the washer of the rocker arm 12 of the shutter 11;

14 - spring holder 15;

15 - spring - attracts the washer 13 of the rocker arm 12 to the cam 8 of the rotor 2;

16 - valve cylinder 4;

17 - rocker valve 16 is rigidly fixed to the rack 18 of the valve 16;

18 - a rack of the valve 16 - can freely rotate around its own axis;

19 - the shoulder of the rack 18 - is rigidly fixed to the rack 18 of the valve 16;

20 - shoulder washer 19;

21 - spring - pulls the shoulders of the uprights 18 to each other, pressing them to the blocks of the cams 9 and 10 of the crankshaft;

22 - the gear holder 23 of the rotor 2 is rigidly mounted on the rotor 2;

23 - gear (internal gear gear) of the rotor 2 - is rigidly fixed to the rotor 2;

24 - gear (external gear gear) of the crankshaft 3 - is rigidly fixed to the crankshaft 3;

25 - block gears - mounted on the lower centering bar 26 - rotates freely around its own axis;

26 - lower centering bar - holds the crankshaft 3 and centers its axis along the axis of the stator 1;

27 - upper centering bar - centers the axis of the crankshaft 3 along the axis of the stator 1;

28 - centering crosses - hold the rotor 2 and center its axis along the axis of the crankshaft 3 - are rigidly fixed to the rotor 2 and rotate freely around the crankshaft 3;

29 - the inlet window of the rotor 2 - through it the air is sucked from the atmosphere into the cavity of the rotor 2;

30 - exhaust window of the stator 1 - through it is the exhaust gas;

31 - combustion chamber;

32 - nozzle;

33 - a candle;

34 - working gases;

35 - direction of exhaust emissions;

36 - exhaust gases;

37 - expansion cavity;

38 - direction of rotation of the crankshaft 3;

39 - direction of rotation of the rotor 2;

40 - direction of rotation of the struts 18 of the valves 16;

41 - direction of air movement;

42 - movable partition of the stator 1;

43 - changeable window;

44 - air;

45 - overlap points of the cam 8 of the rotor 2 - between them, the radius of the cam 8 has a constant value (R = const);

46 - points of overlap of the rotor 2 - between them the radius of the rotor 2 has a constant value (R = const).

Consider the options for the proposed engine in the following examples.

Work at maximum load (see Fig.15-25). It is necessary to pump the maximum amount of air into the combustion chamber; the expansion cavity must also have a maximum volume so that the working gases can expand up to atmospheric pressure (Fig. 15).

In the combustion chamber 31, ignition of the air-fuel mixture occurs; pistons 5 are at top dead center (TDC); exhaust gases exit through the exhaust window 30 of the stator into the atmosphere; the rotor 2 with cylinders and pistons rotates clockwise, and the crankshaft 3 counterclockwise - is ensured by the fact that the gear wheel 23 of the rotor is engaged with the larger gear of the gear block 25, and the smaller gear of the gear block 25 is engaged with the gear 24 of the crankshaft , gear ratios are selected so as to ensure the same speed of rotation of the rotor and crankshaft, but in different directions; the angle between the lower 9 and upper 10 block of the crankshaft cams is 0 °.

Fig. 16-19. The working gases from the combustion chamber begin to put pressure on the rotor, turning it clockwise, the crankshaft, respectively, rotates counterclockwise; the piston starts moving from TDC to BDC; cams 9 and 10 of the crankshaft begin to simultaneously push all four washers 20, turning the struts 18 of the valves 16; valves 16 of cylinders 4 exit their seats - air begins to be sucked into the cylinders (Fig. 20).

Pistons are in the BDC; cylinder valves sit in the seats (Fig.21-23).

The pistons begin to move from BDC to TDC, compressing the air in the cylinders (Fig.24). Air is pumped into the combustion chamber; fuel injected by the nozzle; creates a combustible air-fuel mixture (Fig.25). In the combustion chamber 31, ignition of the air-fuel mixture occurs.

Partial load operation (FIGS. 26-36). It is necessary to pump less air into the combustion chamber, inject less fuel, the volume of the expansion cavity will also be less, and it should be connected to the atmosphere earlier.

It differs from operation at maximum load in that the top 10 block of the crankshaft cams is rotated relative to the bottom 9 by a certain angle. (It should be noted that the automatic rotation of the upper 10 cam block by a certain angle depending on the load can be achieved by any known method, which is not the subject of this application.) Therefore, the opening of the valve controlled by the upper cam block will begin later than the beginning opening the valve controlled by the lower block of cams (after the pistons start to move from TDC to BDC), respectively, these valves will also close later (after the pistons start moving from BDC to TDC), releasing a certain amount of air (up to everything, with an angle of rotation of the upper block of cams relative to the lower one equal to 180 °) back into the rotor cavity.

If the engine is designed so that at maximum load the volume of the expansion cavity is such that it allows the working gases to expand to atmospheric pressure and only then connect to the exhaust window, then at partial load the expansion cavity must connect to the atmosphere earlier, preventing the pressure drop in the expansion cavity below atmospheric and create a reverse torque that slows down the engine. To solve this problem, in particular, it is proposed to use the movable stator walls, beveled from the bottom (Fig.40-45). When moving them along the axis of the engine up or down, an adjustable change in the passage section of the outlet window 43 occurs, through which the expansion cavity also connects to the atmosphere earlier (Fig. 45) or later (Fig. 44). The drive and control the movement of movable partitions depending on the load can be performed in any known manner, which is not the subject of this application.

The profile of the rotor 2, cam 8 of the rotor 2, the shutter 11, the rocker arm 12 of the shutter 11, the washer 13 of the rocker arm 12 of the shutter 11 are calculated as a single cam mechanism, therefore, the edge of the shutter describes the profile of the rotor without touching it.

Thus, the proposed design and layout of the inventive rotary internal combustion engine can improve technical indicators, increase efficiency, reduce overall dimensions, simplify the design of the engine and its auxiliary systems. There is the possibility of creating an environmentally friendly engine running on lean mixtures of air and fuel, which can be gasoline with any octane rating, diesel fuel, oil, a mixture of oil and gasoline or gas.

Claims (1)

A rotary internal combustion engine comprising a stator made in the form of a housing, a rotor mounted inside the stator with the formation of at least one combustion chamber and at least one expansion cavity, fuel nozzles and spark plugs connected to the combustion chambers and outlet windows, as well as at least one radially directed piston mounted inside the rotor and connected to the crankshaft, which, in turn, is concentrically located inside the rotor and kinematically connected to the latter with the possibility of rotation in different directions, characterized in that the rotor is mounted concentrically in the stator, while providing centering straps mounted on the stator with the ability to center the crankshaft along the axis of the stator, as well as centering crosses, rigidly connected to the rotor, with the possibility of free rotation around of the crankshaft and centering of the rotor along the axis of the stator, the gear wheel of the internal gear is rigidly fixed to the rotor, the gear wheel of the external gear is rigidly fixed to the crankshaft The kinematic connection of the rotor with the crankshaft is ensured by means of a freely rotating gear block connected to the gears of the rotor and the crankshaft with the possibility of ensuring the same rotational speed of the rotor and the crankshaft in different directions, radially directed pistons are placed in cylinders rigidly fixed in the cavity of the rotor with the possibility of air injection into the combustion chambers, a cam system is provided on the crankshaft for adjusting and changing, depending on capacities from the engine load, the phases of operation of the air intake valves in the cylinders rigidly fixed in the cavity of the rotor, a cam is provided on the rotor for regulating the valve operation phases, movable partitions are provided in the inner cavity of the stator to regulate the exhaust gas outlet cross section depending on the engine load , and the geometry of the inner surface of the stator and the outer surface of the rotor are selected so that the combustion of the fuel charge in the combustion chambers occurs in conditions x constant volume.

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