RU2386046C2 - Rotary-piston three-phase internal combustion engine - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: rotary-piston three-phase internal combustion engine has construction versions for working cycles per one or two rotations of crankshaft. Engine includes a fixed housing with three-sided working chamber made in it, gas distribution mechanism and axisymmetrical rotor-piston with heads with cylindrical surfaces. Working chamber is made in the form of a figure of fixed width and which is formed with radii of associated arcs. Engine drive mechanism is equipped with two pairs of rollers installed on edges of rotor-piston coaxially to cylindrical surfaces of heads and interacting with cylindrical working surfaces of sectors on crankshaft. Rotor-piston is located inside working chamber and its central hole is installed on eccentric bushing. The latter is arranged on crank pin of outlet crankshaft. Eccentricity of crankshaft and eccentric bushing is chosen as per ratios in accordance with versions of the design:

or

where d - diametre of the circle inscribed in equilateral triangle with corners in the centres of associated arcs; K - eccentricity of crankshaft; E - eccentricity of eccentric bushing.

EFFECT: improving reliability, service life and power at decrease of weight and dimensions parametres, and simplifying the design.

10 dwg

Description

The invention relates to engine building, in particular to rotary piston internal combustion engines. The basis of the invention is the task of creating a reliable and durable rotary piston engine with the highest power at lower weight and dimensions and simple in both technological and structural design.

A rotary piston engine having variants for working cycles in one or two turns of the crankshaft contains a fixed housing with flat sealing caps at its ends and a triangular working chamber made in it in the form of a figure of constant width formed by the radii of conjugate arcs satisfying the condition

where M is the width of the span along the outer edges of the sealing elements mounted on the ends of the rotor-piston;

R is the larger radius of the conjugate arcs;

r is the smaller radius of the conjugate arcs;

D is the diameter in the center of the end caps, covering the ventilation ducts located in the center;

gas distribution mechanism of the engine in the form of two gas exchange windows made in the walls of the housing of the working chamber near one of its vertices, located opposite the side with the ignition source (nozzle or spark plug); an axisymmetric rotor-piston equipped with two pairs of rollers mounted on the ends of the rotor-piston coaxially with the cylindrical surfaces of its heads and interacting with the cylindrical working surfaces of the sectors on the crankshaft; a rotor-piston sealing system, consisting of radial sealing plates installed at the tops of the rotor-piston heads, and sealing elements located at its ends. To exit the drive from the dead center and dynamically balance the moving parts of the engine, flywheels are installed at the ends of the crankshaft.

In addition, in the engine mechanism, the rotor-piston located inside the working chamber is mounted with a central hole on the eccentric bushing located on the crankshaft, while the eccentricity of the crankshaft and eccentric bushing is selected according to the ratios according to the versions

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;

K - crankshaft eccentricity;

E is the eccentricity of the eccentric sleeve.

The invention relates to engine building, in particular to rotary piston internal combustion engines.

From the prior art, the rotary engine of F. Wankel is known, comprising a fixed housing with an epitrochoid-shaped working chamber made therein, gas exchange windows are made in the wall, a triangular-shaped rotor-piston with radial faces that are the surfaces of the working chambers, on which recesses are made to form the required compression ratio. On the front side of the rotor-piston, a synchronizing crown is installed for internal engagement with the gear on the crank shaft. The crank mechanism of the engine in the form of a crankshaft is made in one piece with the gear [EI Ipatov et al. “Ship rotary engines” (pp. 46-73)].

The disadvantages of this engine are the presence of a complex epitrochoid form of the working chamber, which leads to technological difficulties in its manufacture and measuring control, and the required turbulence of mixture formation in the sickle-shaped combustion chamber is not provided, which negatively affects the mass velocity and quality of combustion. The disadvantages include engine features, in which there is a mixture of exhaust gases and a new charge, low reliability and durability of radial seals.

Known rotary piston internal combustion engine having options for working cycles for one or two crankshaft revolutions, comprising a fixed housing with flat sealing caps at its ends and a triangular working chamber made in it in the form of a figure of constant width formed by the radii of conjugate arcs satisfying condition

where M is the width of the span along the outer edges of the sealing elements mounted on the ends of the rotor-piston;

R is the larger radius of the conjugate arcs;

r is the smaller radius of the conjugate arcs;

D is the diameter in the center of the end caps, covering the ventilation ducts.

The engine has a gas distribution mechanism in the form of two gas exchange windows made in the walls of the working chamber body near one of its vertices, located opposite the side with the ignition source installed on it. As well as an axisymmetric rotor-piston with cylindrical surfaces of the heads mounted on the crankshaft using a slider located in the longitudinal groove of the rotor-piston, the length of the rotor-piston that divides the working chamber into two cavities is equal to the constant width of the working chamber. The rotor-piston of the engine is equipped with two pairs of rollers mounted on its ends coaxially to the cylindrical surfaces of the heads and interacting with the cylindrical working surfaces of the sectors on the crankshaft (RU, patent 2152522 from 11/27/1998).

The disadvantage of this engine is the presence of a longitudinal groove in the rotor-piston with a slider located in it, which requires high quality sliding surfaces with stringent symmetry requirements of the mating parts, which leads to technological difficulties in the manufacture and repair. In this case, the slider is a separable sliding bearing with high load parameters in friction pairs with both the crank neck of the crankshaft and the groove of the rotor-piston, this design complexity reduces the reliability and durability of the mechanism, taking into account the mutual limited size of the crank neck and groove width. Similar restrictions on the capabilities of the mechanism are also contained when creating the presented engine in the case of using a connecting rod integrated in the design of the rotor-piston instead of the slide.

The basis of the invention is the task of creating a reliable and durable rotary piston engine with the highest power at lower weight and dimensions and simple in both technological and structural design.

The problem is solved in that in the inventive rotary piston engine containing a stationary housing with flat sealing caps at its ends and made in it a three-sided chamber in the form of a figure of constant width formed by the radii of the conjugate arcs satisfying the condition

where M is the width of the span along the outer edges of the sealing elements mounted on the ends of the rotor-piston;

R is the larger radius of the conjugate arcs;

r is the smaller radius of the conjugate arcs;

D is the diameter in the center of the end caps, covering the ventilation ducts,

gas distribution mechanism of the engine in the form of two gas exchange windows made in the walls of the working chamber body near one of its vertices, located opposite the side with an ignition source installed on it (nozzle or spark plug), an axisymmetric rotor-piston with cylindrical surfaces of the heads located in the working chamber and its length is equal to the constant width of the working chamber, the rotor-piston sealing system, consisting of radial seal plates installed at the tops of the rotor-piston heads, and sealing elements located at its ends, the engine drive mechanism, equipped with two pairs of rollers mounted on the ends of the rotor-piston coaxially to the cylindrical surfaces of its heads and interacting with the cylindrical working surfaces of the sectors on the crankshaft, according to the invention, the rotor-piston located inside the working chamber is installed the Central hole on the eccentric sleeve, located on the crank neck of the output crankshaft, while the eccentricity of the crankshaft and eccentric sleeve is selected ratios of respectively the embodiments

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;

K - crankshaft eccentricity;

E is the eccentricity of the eccentric sleeve.

It is the execution in the internal combustion engine (ICE) of the drive mechanism equipped with a rotor-piston located inside the working chamber and installed by a central hole on the eccentric sleeve located on the crank neck of the output crankshaft, while the eccentricity of the crankshaft and eccentric sleeve are selected according to the ratios according to the options execution

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;

K - crankshaft eccentricity;

E is the eccentricity of the sleeve-eccentric,

distinguishes the claimed technical solution from the prototype and determines the compliance of this solution with the criterion of "NOVELTY."

The prior art rotary piston engines with mechanisms that ensure the order of the working process of the internal combustion engine and a certain trajectory of the rotor-piston under the pressure of the working gases in the working chamber when transmitting energy to the output crankshaft. However, rotor-piston engines with a drive equipped with an eccentric sleeve connecting the rotor-piston with the crankshaft into a single kinematic mechanism inside the working chamber and interacting with it during operation are unknown from the prior art, which is ensured if the ratios of the eccentricities of the crankshaft and eccentric sleeve are selected according to options

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;

K - crankshaft eccentricity;

E is the eccentricity of the sleeve-eccentric,

which proves the conformity of the claimed technical solution to the criterion of "INVENTIVE LEVEL".

The presence of an intermediate link in the kinematic connection of the engine mechanism between the rotor-piston and the output crankshaft in the form of an eccentric sleeve located in the central hole of the rotor-piston and mounted on the crank neck of the crankshaft provides three identical strokes of the rotor-piston movement in the working chamber during one crankshaft revolution . Selected ratios of the eccentricities of the output crankshaft and the sleeve in accordance with engine designs

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;

K - crankshaft eccentricity;

E is the eccentricity of the sleeve-eccentric,

allow you to get two types of engine with different properties, the main signs of difference in them is the thermal workflow for one or two turns of the output crankshaft, which will predetermine the difference in consumer properties and parameters when used (speed, specific gravity, etc.).

Due to the simple cylindrical shapes of the working surfaces of the eccentric sleeve and the holes in the rotor-piston, the absence of detachable parts, the increase in their bearing capacity, the simplification of manufacturing and repair technology during operation, the engine reliability will increase, the number of parts and production costs will decrease, which proves the conformity of the declared technical solution to the criterion "INDUSTRIAL APPLICABILITY".

The order and principles of operation of a rotary piston internal combustion engine are illustrated by technical drawings, which schematically depict:

figure 1 - the position of the engine elements in the dead point, before the start of the stroke, section aa in figure 2;

figure 2 is a General view of a rotary piston engine making a duty cycle for 1 revolution of the crankshaft;

figure 3 - the position of the engine elements in the dead point, before the start of the stroke, section BB in figure 4;

figure 4 is a General view of a rotary piston engine making a duty cycle for 2 revolutions of the crankshaft;

5 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and in the middle of 1 stroke inlet-outlet of the engine with a duty cycle of 1 revolution;

6 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and before the end of the 2nd compression stroke of the engine with a duty cycle of 1 revolution;

Fig.7 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and before the end of the 3rd step of the stroke - expansion;

Fig. 8 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and in the middle of 1 cycle of the engine inlet-outlet with a duty cycle of 1 revolution;

Fig.9 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and before the end of the 2nd compression stroke of the engine with a duty cycle of 1 revolution;

figure 10 is a diagram of the positions of the rotor-piston at the beginning (dashed lines) and before the end of the 3rd step of the stroke - expansion;

To ensure the continuous operation of any internal combustion engine, and rotary-piston, in its working chamber 2, located inside the stationary housing 1, it is necessary to periodically introduce new portions of air each time and mix fuel with it in proportion and quality of the mixture, suitable for ignition and the completion of work by the working fluid. Spent exhaust products into the atmosphere.

The preparation of the air-fuel mixture may be:

external - with electronic injection into the air of the inlet pipe and the like;

internal - when fuel is injected by the nozzle 16 directly into the combustion chamber after preliminary compression.

Ignition of the air-fuel mixture can occur both from the spark plug installed in place of the nozzle 16 during external mixture formation, for example using gasoline, and after diesel fuel is injected into the combustion chamber 6 by the nozzle 16 from a sufficiently high temperature of the pre-compressed air charge at the end of the compression process.

The joint work of the kinematics of the engine mechanism and the gas distribution process in it allows us to carry out the sequence necessary for the continuous operation of the engine in the alternation of five processes in the working chamber 2 that make up the working cycle: intake, compression, combustion, expansion and exhaust.

The working cycle converts into mechanical work part of the thermal energy released during the combustion of the fuel mixture in the working chamber 2 in the form of a rapid rise in gas pressure, and consists of three clock cycles.

The cycle is part of the duty cycle, carried out in the interval of movement (rotation) of the rotor-piston 4 between two dead points. During each cycle, the rotor-piston 4 makes a smooth start of movement, movement and a smooth stop at the end, and after stopping, changing the center of rotation, starts a new cycle, preserving the direction of movement. For three cycles, the rotor-piston 4 rotates 180 °, three times 60 ° in each cycle.

The engine drive mechanism provides a predetermined three-stroke order of movement of the rotor-piston 4 during the complete working cycle in the working chamber 2. The internal shape of the working chamber 2 is a constant-width figure conjugated by cylindrical surfaces, while the top cylinders are outlined by small arcs, and the sides big ones.

Beats take place alternately during the rotation of the rotor-piston 4 at the vertices of the three-sided working chamber 2 around the centers "a", "b" and "c" of the conjugate arcs. Both heads of the rotor-piston 4 are parts of cylindrical surfaces inscribed at the tops of the working chamber 2. The distance between the centers of the cylinders of the heads of the rotor-piston 4 is equal to the distances between the centers of the arcs of a figure of constant width. The geometric shape of the sides of the rotor-piston 4 is arbitrary, but is made in accordance with the requirements for combustion chambers common to all internal combustion engines, for example in the form of a truncated sphere.

The rotor-piston 4 under the action of the eccentric sleeve 5 installed in its central hole under the action of the crankshaft 3 rotates 60 ° per cycle, from the dead center at the beginning of the cycle to the dead point at the end of the cycle. The eccentric sleeve 5 is driven by the crank neck of the crankshaft 3, which rotates 120 ° clockwise or 240 ° counterclockwise for each cycle, depending on the performance of sectors 8 on the crankshaft 3.

To ensure an unambiguous order and direction of rotation of the rotor-piston 4 around the centers “a”, “b” and “c” of the conjugate arcs, the drive mechanism is equipped with two pairs of rollers 7 mounted on the ends of the rotor-piston 4 coaxially to the cylinders of its heads. The rollers 7 interact in pairs with the working surfaces of the sectors 8, rolling over them during the rotation of the crankshaft 3, which ensures the retention of the rollers 7 and one of the heads of the rotor-piston 4 in the center of their rotation in one of the vertices of the three-sided working chamber 2 during the cycle.

The sealing of the rotor-piston 4 in the working chamber 2 is carried out by the plates 9 along the radial walls of the working chamber 2, and by the sealing elements 10 - along the ends of the covers 11 and 12, which are mounted motionless on the ends of the housing 1 and covering the working chamber 2.

The rotor-piston 4, equipped with radial sealing plates 9 and end sealing elements 10, during the entire working cycle divides the working chamber 2 into two cavities - the over-piston and under-piston. The gas distribution mechanism is inextricably coordinated in the execution of the working cycle with the drive mechanism due to the position of the gas exchange windows 14 and 15 near one of the vertices of the working chamber 2, located opposite the side with the nozzle 16 during internal mixture formation, or with the spark plug during external mixture formation. The beginning and end of the windows 14 and 15 are made so that in the direction of movement of the plates 9 of the radial seal of the rotor-piston 4 in the working chamber 2, they are timely opened and closed for gas inlet and outlet, thereby providing the necessary alternation of the working processes of the internal combustion engine.

To exit the dead center and displacements not related to the generation of energy under the pressure of the gas heated from combustion of fuel, in the rotary piston engine at the ends of the crankshaft 3 are installed, with keys 19 and covers 20, flywheels 17 and 18. They additionally serve for dynamic balancing masses of moving engine parts relative to the center of the crankshaft rotating with them 3. Metal removal to ensure the balance of moving masses of parts in the engine is traditionally done, for example, in places at the inner ends of the flywheels 17 and 18.

The first beat is inlet-outlet. It occurs during the rotation of the rotor-piston 4 at the top of the working chamber 2 around the center "a" of the conjugate arcs. During the entire first cycle, a fresh charge enters the working chamber 2 through the inlet window 14, and residual exhaust gases are released through the window 15. The initial position of the rotor-piston 4 is shown by dashed lines.

The second measure is compression. It occurs when the rotor-piston 4 rotates around the center “b” of the conjugate arcs. The cycle begins by the fact that the inlet window 14 is blocked by the plate 9 of the radial seal of the rotor-piston 4 at a time when the gas flow rate at the inlet is decelerated to a minimum. Then, the charge is compressed when the rotor-piston 4 moves to the dead point, forming a closed combustion chamber 6. At the end of the stroke, the charge is heated, the temperature of which depends on the degree and speed of compression. The charge ignites near the dead center with a certain lead at the moment at which a sharp rise in gas pressure in the combustion chamber 6 falls at the beginning of the working stroke and the process of gas expansion (working fluid). Ignition timing is carried out depending on the performance of sectors 8, tentatively, by 10 ° ... 20 ° or 20 ° ... 40 ° of crankshaft 3 turning to the dead point or from the temperature that occurred during compression after injection of diesel fuel with a nozzle, or from a spark plug with gasoline external mixture formation.

The third step is a working move, expansion. During the third cycle, the rotor-piston 4 rotates around the center "c" of the conjugate arcs. The gases expand and the energy of the burned fuel is converted into the mechanical movement of the rotor-piston 4 under gas pressure and the crankshaft 3 rotates with the accumulation of kinetic energy by the flywheels 17 and 18 and the moving parts of the engine as a whole. At the end of the expansion, after the opening of the outlet window 15, the release begins, the third cycle and the duty cycle end.

In the process of compression and expansion in the working chamber 2 under the rotor-piston 4, the residual gases are vented and the separated piston part of the working chamber 2 is vented due to inertia of the exhaust exhaust gases and suitable air from the inlet of the intake system or under the action of a supercharger. This feature of the engine design indicates that it is better to use internal mixture formation in the rotary-piston internal combustion engine. We also allow metered fuel injection at the end of the inlet channel or into the intake air stream directly into the working chamber at the intake stroke in order to avoid fuel loss.

The geometric relationship between the radii of the conjugate arcs must satisfy the requirements of the formula

where M is the width of the span along the outer edges of the sealing elements 10 mounted on the ends of the rotor-piston 4;

R is the larger radius of the conjugate arc;

r is the smaller radius of the conjugate arc;

D is the diameter in the center of the covers 11 and 12, covering the centrally located ventilation ducts.

It determines the dimensions of the working chamber 2, the rotor-piston 4, the eccentricity of the crank neck of the crankshaft 3 and the eccentric sleeve 5, and also provides the necessary separation of the internal cavity of the rotor-piston 4 from the cavities of the working chamber 2.

Claims (1)

A rotary-piston three-stroke internal combustion engine having variants for working cycles in one or two crankshaft revolutions, comprising a fixed housing with flat sealing caps at its ends and a triangular working chamber made in it in the form of a figure of constant width formed by the radii of conjugate arcs satisfying condition

where M is the width of the span along the outer edges of the sealing elements mounted on the ends of the rotor-piston;
R is the larger radius of the conjugate arcs;
r is the smaller radius of the conjugate arcs;
D is the diameter in the center of the end caps, covering the ventilation ducts located in the center,
gas distribution mechanism in the form of two gas exchange windows made in the walls of the working chamber body near one of its vertices, located opposite the side with the ignition source installed on it, an axisymmetric rotor-piston with cylindrical surfaces of the heads located in the working chamber, and its length is equal to a constant width the working chamber, the sealing system of the rotor-piston, consisting of radial sealing plates installed at the tops of the heads of the rotor-piston, and sealing elements located on its ends, the engine drive mechanism, equipped with two pairs of rollers mounted on the ends of the rotor-piston coaxially with the cylindrical surfaces of the heads and interacting with the cylindrical working surfaces of the sectors on the crankshaft, characterized in that the rotor-piston located inside the working chamber is mounted with a central hole on an eccentric sleeve located on the crank neck of the output crankshaft, while the eccentricity of the crankshaft and eccentric sleeve is selected according to the ratios, respectively, of the options and completion:

or

where d is the diameter of a circle inscribed in an equilateral triangle with vertices at the centers of conjugate arcs;
K - crankshaft eccentricity;
E is the eccentricity of the eccentric sleeve.

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