RU2609272C2 - Two-rotor engine “eight” - Google Patents

Abstract

FIELD: mechanical engineering; motors and pumps.

SUBSTANCE: invention relates to machine building. Double-rotor engine with separated combustion process is rotor type engine and consists of pair of two-chamber units in crankcase in form of eight with “intake-compression” and “work stroke-exhausting” chambers, as well as valve train. Closed variable volumes are formed by stator and two circular rotors with arranged on them and coupled between each other protruding sectors. Sectors act as pistons. Engine working cycle consists of five cycles per one rotor revolution: suction, compression, combustion, expansion and exhausting. Presence of remote combustion chambers provides implementation of “separated combustion process”. Fuel detonation effect in closed volume with fuel combustion even at very lean mixture is employed. Already burnt in combustion chambers fuel hot gases flow into “operating stroke” chamber, where occurs water injection and use of steam for working volume walls temperature utilization and working gases cooling. “Intake-compression” chamber volume is smaller than “working stroke-exhausting” volume to obtain optimum ratio of air charge volume and produced working gas and steam useful expansion volume.

EFFECT: technical result is engine simplified design and higher efficiency.

1 cl, 11 dwg

Description

The invention relates to mechanical engineering.

This engine can be used to drive equipment, machinery and a car, where the efficiency and environmental friendliness of the engine, which is ensured by the most complete combustion of fuel and the use of the full useful expansion of the working fluid inside the engine’s working volume, is important.

The closest analogue of a rotary engine with driven rotors in the reviewed databases and specialized literature was found to be a rotary engine of V. Sukharev. (F02B 53/08, RU 2251624 C2), which is a multi-rotor design, where the driven rotors are used as switchable barriers for the passage of the blades of the working rotor. This design has parasitic volumes in the driven rotors and the problems of compaction of variable volumes due to the small contact areas of the mating surfaces. The principle of operation of the “Eight” two-rotor engine is derived by geometrical addition of the movements of two rotors, the leading and the driven, which are “engaged” with each other and combined in one stator (Fig. 1 and Fig. 2). This made it possible to obtain a diagram of the motion of the working fluid inside the engine along a trajectory in the form of a figure of eight, to provide large areas of coupling between the moving parts and the stator and to exclude from the design such types of drives as reciprocating, crank and eccentric.

The objective of the invention is the reduction of kinematic relationships and transformations of motion in a rotary engine; simplification of the design and reduction in the number of component parts of the engine; increase in efficiency and engine torque; increase in completeness of fuel combustion; use along with the pressure energy of gases of their thermal energy; achieving the most complete expansion of the working gases in the working volume of the engine; turn the detonation of fuel from an enemy of the engine into an ally and assistant.

This is achieved by the fact that:

- the energy of expanding gases acts directly on the engine rotor and creates a torque with a shoulder equal to the radius from the center of the engine shaft to the central point of the cross-sectional area of the working rotor piston, and applied directly to the engine output shaft;

- the use of a driven rotor for suction and compression of the working mixture, which is “engaged” with the leading working rotor, allows you to abandon other drives (reciprocating, crank, eccentric, etc.) of the engine components;

- the rotors of the engine practically do not touch the stator, and the coupling of the rotors occurs at almost the same angular velocity, which reduces friction and wear of parts;

- the use of injection into the working area of the engine (filled with hot gases) of water, as a way to translate the high temperature of the working gases and engine parts into high pressure of the working fluid;

- the presence of remote combustion chambers and the sector of the "dead zone" of the working rotor, which creates a temporary delay in the exit of the working gas to the expansion zone, allows for the implementation of a "separate combustion process", which makes it possible to turn the detonation of fuel from an enemy of the engine into an ally and an assistant;

- the engine design allows you to create the optimal ratio of the volumes of the compression and expansion chambers than in combination with the free, unidirectional rotation of the rotor, the most complete useful expansion of the working fluid inside the engine is achieved.

According to the invention, a two-rotor engine with a separate combustion process is a rotary-type engine and consists of a pair of two-chamber blocks in a crankcase in the form of a figure eight with "intake-compression" and "working stroke-exhaust" cameras, in which variable displacement volumes are formed by a stator and two circular rotors with located on them and interconnected protruding sectors that act as pistons, as well as a gas distribution mechanism, and the engine’s duty cycle consists of five cycles per revolution of the working rotor a: suction, compression, combustion, expansion and exhaust, where the presence of external combustion chambers ensures the implementation of a “separate combustion process”, the effect of detonation of fuel in a closed volume is used here, with fuel burning even with a very poor working mixture, and hot gases already burned in the combustion chambers enter the “stroke” chamber, where water is injected and water vapor is used to utilize the temperature of the walls of the working volume and cool the working gases, as well as the volume of the inlet-compression chamber of the engine less than the “stroke-release” volume is performed to obtain the optimal ratio of the volume of the air charge and the volume of useful expansion of the obtained working gases and water vapor.

The description includes engine drawings in the form of eleven figures:

FIG. 1 - a longitudinal section of the engine, where the driving and driven rotors with sectors-pistons are visible in the “compression” position of the follower (3) and “expansion” of the worker (2);

Figure 2 is a longitudinal section of the engine, where the leading and driven rotors with sectors-pistons are visible in the “suction” position of the follower (3) and “exhaust” of the worker (2);

FIG. 3 is a transverse section of the engine in the plane BB, where we can observe the combustion chambers with intake valves, fuel and water nozzles;

FIG. 4 is a diagram of the zones of the sectors of the dead (C) and parasitic (D) moves of the working and driven rotors;

FIG. 5 is a longitudinal section through an engine with a multi-rotor embodiment;

FIG. 6 is a diagram of the mates of the working and driven rotors at different angles of rotation, when using piston sectors without radial seals, when the ends of the pistons are executed in the form of a reverse involute;

FIG. 7 is a longitudinal section through an engine with toroidal forms of piston sectors in a multi-rotor embodiment;

FIG. 8 is a diagram of the mates of the working and driven rotors at different angles of rotation, with a toroidal shape of the piston sectors, when the ends of the pistons have recesses of the mating surfaces made in the form of a “spoon”;

FIG. 9 is a diagram of an engine with one working and two driven rotors;

FIG. 10 is a cross-sectional view of the working rotor in the plane AA (Fig. 2), where the cross section of the working volume and the sealing rim of the rotor are visible;

FIG. 11 is a cross section of an engine with toroidal forms of piston sectors in the plane AA (FIG. 7), where the working and driven rotors, combustion chambers, and the cross section of the engine’s working volume are visible.

A two-rotor engine "eight" with a separate combustion process (Fig. 1) consists of a stator (1), in the form of a figure-eight (with a two-rotor version), formed by two circles with offset centers, and two cylindrical rotors having two diametrically located sector ledges (4 ), performing the function of pistons and gas distribution mechanism.

Sector-pistons of the rotor have retractable radial seals at the edges (5), for sealing at the moment of docking with each other. It is possible the exclusion of seals in the manufacture of the ends of the sectors of the pistons in the form of a reverse involute (Fig. 6).

The engine (Fig. 1) contains two circular chambers: “inlet-compression” and “working stroke-release”, as well as remote twin combustion chambers. Closed variable volumes in the inlet-compression chamber are formed by the walls of the stator and the sector-piston of the driven rotor (3), and in the chamber “stroke-output” are formed by the stator and the sector-piston of the working rotor (2).

The working fluid in this engine can be used the air-fuel mixture obtained in the carburetor and supplied to the suction, or the fuel can be injected directly into the combustion chambers (6) (Fig. 3).

At the beginning (in the direction of rotation of the driven rotor) of the inlet-compression chamber are the inlet windows (7) (Fig. 2), for the intake of the fuel-air mixture. At the end of this chamber there are receiving windows (8) (Fig. 1) of the combustion chamber separated by spring-loaded valves (9) (Fig. 3).

At the beginning (in the direction of rotation of the leading working rotor) of the "working stroke-exhaust" chamber (Fig. 1) there are nozzles for water injection (12) and inlet windows (10) for the supply of working gas from the combustion chambers (nozzles of the combustion chamber). At the end of this chamber there are exhaust windows (11) (Fig. 2), for exhaust gas.

Two remote combustion chambers are installed in the design on both sides of the stator in order to balance the lateral pressure of the gases of the combustion chambers acting on the working rotor in the “dead zone” (sector C) (Fig. 4) until the inlet windows of the “working stroke” chamber are opened.

The engine duty cycle consists of five cycles:

Sector-piston of the driven rotor, passing the inlet windows and moving with the rotor

1. Next, the working mixture is sucked into the “inlet” chamber.

2. At the same time, the front side of the sector-piston of the driven rotor compresses the previously received charge of the working mixture in the “compression” chamber. At a certain compression pressure, adjusted by the spring of the intake valve, the latter opens and the charge of the compressed working fluid from the compression chamber enters the combustion chamber, the output nozzles of which are blocked by the sector-piston of the working rotor.

3. After closing the intake valve, a spark is supplied from the spark plug and the process of “separated combustion” begins with an increase in temperature and pressure at a constant volume, which ensures the ignition of even a very poor mixture in full.

4. After the working rotor passes the “dead zone”, nozzles for water injection first open, and then the inlet windows of the “working stroke” chamber, and the working gases and water vapor expand — the working stroke of the working rotor.

5. At the same time, the front side of the sector-piston of the working rotor displaces the exhaust gases through the exhaust windows.

All cycles occur in one revolution of twin rotors, since they are axially spaced apart from each other in the sectors of the annular chambers of the engine.

With a two-rotor design, the working rotor has a parasitic stroke (sector D) (Fig. 4), when the working gases that have completed the expansion are enclosed between the ends of the working rotor segment, which has not yet reached the exhaust windows, for exhaust gases to exit. This disadvantage is eliminated by the addition of exhaust windows and their earlier opening, as well as with multi-rotor engine design (Fig. 5, Fig. 9).

The figure (Fig. 10) shows a section of the engine in the plane A-A (see Fig. 2), where at the top you can see the cross section of the working volume, and at the bottom - the cross section of the piston sector of the driving rotor.

Based on the two-rotor engine, it is possible to produce a multi-rotor engine (Fig. 7, Fig. 11) with a circular cross-section of piston sectors operating in a toroidal stator, where the mating ends of the pistons have recesses of the mating surfaces made in the shape of a “spoon” (Fig. 8). This design allows you to get the most dense conjugation of circular sections of the piston sectors. And the "cylindrical" forms of variable displacement of the engine are structurally most favorable for the thermal and mechanical loads of the stator of the engine.

The presence of a “dead zone” position in the piston sector of the working rotor, together with the presence of remote combustion chambers, allows implementing the “Separated combustion process”, which, with increasing temperature and pressure, at a constant volume, gives complete combustion of fuel and summing up all the energy released at the beginning stroke of the stroke.

Companies like the American company Scuderi Group and the company Zajac Motors, trying to implement it in a piston engine, worked on the implementation of the internal combustion engine operating cycle with a separate combustion process.

We get a cycle of "separate combustion process" in this engine as follows. At the end of the compression stroke, the combustion chambers are filled with air (or working mixture) and in the “dead zone” position they are locked by the side walls of the working rotor. Further, until the next stroke of the working stroke, the working mixture is burned in the locked chamber. The volume of the combustion chamber does not change, the temperature rises, and the "long" time of localization of the combustion chamber allows you to burn hydrocarbons without excess oxygen, and therefore, without nitrogen oxides. At the same time, the maximum indicator engine efficiency and the best efficiency are realized.

A duty cycle with a separate combustion process can theoretically be regarded as occupying a niche between the processes of internal combustion engines (classic engines operating on the thermodynamic cycles of Otto, Diesel) and engines with external heat input (Stirling cycle).

What gives us the ICE duty cycle with a separate combustion process:

- Ideally, get rid of incomplete combustion of fuel;

- make the engine environmentally friendly;

- make the engine truly multi-fuel;

- to minimize losses from untimely heat supply to the cycle due to heat supply from the already burned fuel at the beginning of the working stroke;

- reduce losses with exhaust gases due to the timely supply of heat at the beginning of the stroke of the stroke (in this engine also due to the increase in the expansion cycle);

- create an engine with low rated power, low mechanical losses and the possibility of a multiple increase in power in forced modes;

- to obtain optimal characteristics of engine torque, more characteristic of steam engines and electric motors.

The presence of external combustion chambers and the use of “ready-made” hot gases for expansion, as well as the delay in their supply to the engine’s working volume, made it possible to realize the “vapor phase” in this engine.

This method of using the internal energy of the elevated temperature of gases is almost poorly used in the internal combustion engine;

They have been trying to apply this attempt to somehow utilize the heat of combustion of fuel in the internal combustion engine, turning its temperature into additional “pressure portions” for more than 100 years.

Attempts were made in several directions:

1 - "Water supply with a gaseous working mixture to the engine cylinders at the" Inlet "cycle through the intake manifold." Those. water dust was present in the fresh charge of the working mixture, which had to be set on fire. When it was set on fire and the first phase of heat evolution, part of the water instantly turned into steam, the pressure in the cylinder rose, and the temperature dropped. Naturally, such a decrease in temperature, and even filling the cylinder with steam and evaporating water, interfered with the further normal process of burning the remaining part of the working mixture. As a result, by slightly increasing the thermal efficiency of the process, we obtain a significant portion of unburned fuel vapor, i.e. low fuel efficiency and dirty exhaust with a significant content of fuel vapor.

2 - “Water supply to the cylinder through a separate nozzle in the initial period of the“ combustion-expansion ”cycle. In this case, the process of organizing the vapor phase is carried out so that it interferes with the combustion process as little as possible. Water injection should be carried out after the completion of the combustion process of the working mixture, on average, at a value of 40 degrees from top dead center (TDC). But there are serious difficulties. At this time, the pressure in the cylinder is from 90 to 60 atmospheres, and in order to inject a few drops of water through the nozzle there is a need for a large and complex high-pressure pump and spend a lot of energy from the engine crankshaft to drive it.

In addition, steam takes some time to form. During this time, the piston actively goes down and the path for triggering the additional pressure remains very small. It should be added that the expansion ratio in a traditional piston ICE is equal to the compression ratio, so even the exhaust gases from the classic ICE cycle do not have time to convert their pressure into useful work and go to the exhaust with a pressure of 6-8 atmospheres. Therefore, the additional pressure from the vapor phase will not have any “place-volume” at all in order to prove itself, this requires a significant duration of the working stroke. What is needed here is an engine where the expansion ratio was 50-70% greater than the compression ratio, which is almost impossible with the classic piston ICE scheme.

3 - "Water supply in a separately arranged for this measure." To do this, the duty cycle is extended by 2 cycles. In this case, it looks like this: - "inlet of the working mixture" - "compression" - "combustion expansion" - "exhaust gas discharge" - "water injection - expansion of steam" - "steam release". In this case, the duty cycle is completed in 6 cycles (3 revolutions of the engine crankshaft). The seemingly rational way of organizing work processes has one serious drawback. At the 4th step "Exhaust", the main part of the hot gases of the working fluid is exhausted. And the vapor phase does not use this heat in any way, but turns only the temperature of heating of the engine surfaces into the work of steam pressure. Those. this method immediately intends to try to turn into operation not more than 50% of the heat loss of the piston ICE.

Thus, the very design of the piston ICE remains completely hostile to attempts to mount a “vapor phase” in its working cycle, due to the imperfect organization of their technological cycle, when the “combustion” and “expansion” processes are combined in one working cycle.

All these problems are solved in a two-rotor engine with a separate “eight” combustion process. Since the nozzles of the water nozzles open earlier than the nozzles of the combustion chambers, this facilitates the injection of water into the engine displacement. Hot gases of already burned fuel are fed into the expansion chamber. The formation of superheated water vapor occurs at the beginning of the expansion stroke. The engine design allows you to make the camera "expansion" of sufficient volume to expand the working gases and water vapor.

The design of this engine also creates the conditions for the use of the "effect of detonation of fuel." In order to obtain an efficiently operating internal (or external) combustion engine using detonation combustion of fuel, several conditions must be met:

- the combustion chamber should not have moving parts that also need lubrication, and the combustion chamber should preferably not have a cooling need;

- the combustion chamber should not be locked for some time in order to create a closed volume, where under the conditions of sharply increasing pressure and rising temperature (isochoric process) all fuel vapors could completely burn, even with a very poor working mixture;

- the main working body of the engine must move quickly and easily, without the need for alternating cycles of “acceleration-braking” with overcoming the forces of inertia, in order to be able to fully, without destructive overloads (ie, without starting from a stationary position), perceive the energy of combustion gases pressure

- the engine must have an optimal ratio of the volumes of the compression and expansion chambers, for a more complete useful expansion of the working fluid inside the working volume of the engine.

In detonation processes during a volumetric explosion, and even taking place in a locked volume, all the energy of the chemical bonds of the fuel hydrocarbons with a high coefficient of excess air will be transferred to heat and high pressure energy of the final combustion gases. As a result, all fuel vapors in the engine will completely burn out.

This process will lead to two effects:

- the practical absence of products of incomplete combustion of fuel in exhaust gases, i.e. to their high environmental cleanliness;

- significantly more high-pressure gases in the combustion chamber of the engine, increased pressure there and elevated temperature.

If the combustion chamber is not cooled and is locked during the “explosion”, then it will be possible to very efficiently and fully burn a very poor working mixture with a significant and guaranteed coefficient of excess air. Those. if the combustion chamber is made ceramic and brought to the “white heat” - the temperature is 1300-1500 degrees, then in it, under the conditions of the locked volume, the very poor working mixture will be guaranteed and fully burned with an average degree of compression. The coefficient of excess air is expected to be significantly higher than that of a diesel engine. If in a conventional piston engine the mass ratio of fuel and air vapor is 1 to 15, then in a detonation engine it can reach 1 to 50, with a corresponding increase in the efficiency of the engine. Those. profitability should significantly surpass the diesel engine - today's record holder for efficiency.

The efficiency of converting the potential energy of chemical bonds into the internal energy of the temperature of hot gases and the potential energy of high pressure during detonation combustion (explosion) is much higher than during normal (slow) combustion. Those. explosive (detonation) combustion gives a MUCH MORE ENERGY of heat and pressure of hot gases than slow combustion.

Detonation combustion at the current level of development of technology in the field of engine building is not used due to the imperfection of the design of all current types of internal combustion engines. Neither the most common piston engines, nor Wankel cycloid engines (rotary with planetary rotation of the rotor), nor gas turbines can use this heavy-duty and ultra-efficient process. The only type of equipment that has currently used and exploited this principle with benefit is construction machines of the Kopr type (for driving piles: “diesel hammer”). And even the energy of the explosion is quite effectively used in all types of small arms and artillery weapons.

The significance of the differences of the proposed engine from other rotary engines:

- the presence of twin rotors rotating at the same angular speed, which allows you to abandon other drives (reciprocating, crank, eccentric, etc.) of the engine components, reduces friction and wear of engine parts;

- the use of remote combustion chambers and the presence of a sector of the "dead zone" of the working rotor, creating a temporary delay in the release of working gas into the expansion zone, allows for the implementation of a "separate combustion process";

- the use of injection into the working area of the engine (filled with hot gases) of water, as a way to translate the high temperature of the working gases and engine parts into high pressure of the working fluid;

- the engine design allows you to create the optimal ratio of the volumes of the compression and expansion chambers for the most complete useful expansion of the working fluid and water vapor inside the engine;

- the engine design allows you to turn the detonation of fuel from an enemy of the engine into an ally and assistant.

Design advantages:

- Simple design, lack of additional mechanical connections and drives in the kinematic scheme of the engine.

- Small specific gravity per unit of generated power, high torque, large working volume with small dimensions (with multi-rotor options)

- Simplicity and affordability of manufacturing on industrial equipment.

- The design allows the engine to implement a "separate combustion process."

- Use of water vapor to increase pressure and cool working gases.

- The design allows you to turn the detonation of fuel from an enemy of the engine into an assistant.

- Ability to create multi-rotor design options, with two or more driven rotors, which allows to reduce dimensions, increase engine power and efficiency.

Claims (1)

A two-rotor engine with a separate combustion process, which is a rotor-type engine and consisting of a pair of two-chamber blocks in a eight-shaped crankcase with “intake-compression” and “working stroke-release” cameras, in which variable variable volumes are formed by a stator and two circular rotors with located on them and mating protruding sectors that act as pistons, as well as a gas distribution mechanism, and the engine’s duty cycle consists of five cycles per revolution of the rotor: suction, compression generation, combustion, expansion and exhaust, where the presence of external combustion chambers ensures the implementation of a “separate combustion process”, the effect of fuel detonation in a closed volume is used here, with fuel combustion even with a very lean working mixture, and hot gases are already burned in the combustion chambers into the “stroke” chamber, where water is injected and water vapor is used to utilize the temperature of the walls of the working volume and cool the working gases, the volume of the “intake-compression” chamber of the engine is smaller more than the “stroke-output” volume to obtain the optimal ratio of the air charge volume and the useful expansion volume of the obtained working gases and water vapor.

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