RU2651702C1 - Rotating control valve - Google Patents

Abstract

FIELD: engines.

SUBSTANCE: invention may be used in fuel supply systems for internal combustion engines (ICE). Rotating control valve includes stationary stator (3) and slowly rotating rotor (1), provided with uniformly distributed circumferential windows (2) and (4), periodically overlapping. Rotor contains a gaseous or liquid medium under pressure. Stator is equipped with n windows, where n is the number of cylinders of the internal combustion engine, and the rotor is mn+1 or mn-1 windows, where m is any natural number: m = 1, 2, 3,…, respectively for direct or reverse distribution with respect to the direction of rotation of the rotor.

EFFECT: technical result is a decrease in the rotor speed, an increase in the time of overlapping of the stator and rotor windows, as well as an increase in the efficiency and reliability of the device.

1 cl, 10 dwg

Description

The invention relates to mechanical engineering and can be used in power systems of internal combustion engines (ICE), as well as other distribution systems.

, а скорость скольжения – 3-4 м/сек /Розенберг Ю.А., Виноградова И.Э. Смазка механизмов машин. Гос. научно-техническое изд-во нефтяной и горно-топливной литературы. М., 1960, с. 240/. Помимо износа, постоянные ударные нагрузки приводят к усталостным разрушениям. Плунжерные пары обладают инерционностью и теряют эффективность на высокочастотных режимах работы. Традиционные системы топливоподачи являются одним из основных источников шума ДВС.Spool valve - a device that directs the flow of gas or liquid by displacing the windows of the moving part relative to the windows in the surface of the fixed part along which it slides. Spool fuel dispensers are much simpler in design than those used in ICE cam-plunger / Groe H., Russ G. Petrol and diesel engines. Publishing House "Driving". M., 2013, p. 155-165 /. The fact is that cam distribution devices are heavily loaded mechanisms. So, the specific pressure in the contact zone of the friction cam-pusher pair can reach 15,000 kg / cm

, and sliding speed - 3-4 m / s / Rosenberg Yu.A., Vinogradova I.E. Lubrication of machinery mechanisms. Gos. scientific and technical publishing house of oil and mining and fuel literature. M., 1960, p. 240 /. In addition to wear, constant shock loads lead to fatigue failure. Plunger couples have inertia and lose efficiency in high-frequency operating modes. Traditional fuel supply systems are one of the main sources of ICE noise.

Spool valves with progressively rotating spools are especially effective due to the absence of reciprocating vibrational movements accompanied by inertial loads whose amplitudes are proportional to the square of the frequency. Meanwhile, the use of such rotating spool valves so far has been restrained by the following circumstance. With an increase in the rotational speed of the spool, the peripheral speed on its outer surface increases, and the sliding mechanism of the mating surfaces (rotor and stator) is complicated by significant heat generation, lubrication difficulties, wear of the mating surfaces and violations of the density of their mutual fit. Therefore, reducing the speed of the spool valves while maintaining functionality opens up the possibility of their widespread implementation.

For example, a rotating spool valve is known, included in / Krupsky M.G., Kuyanov Yu.F., Kuzin V.E., Grishin S.V. A device for supplying fuel to a multi-cylinder internal combustion engine. Patent for invention No. 2075621, FIG. 4. / adopted as a prototype. This distributor includes a fixed stator and a rotating rotor located inside the stator along its axis of symmetry. The stator function is the uniform distribution of n windows around the circumference to power the n-cylinder internal combustion engine, and the rotor is the sequential distribution of fuel from its internal cavity through the stator windows through only one of its windows. Fuel is distributed during the rotation of the spool rotor through its only window. Windows, or ports, stator and rotor are made in the form of slotted holes. The rotating rotor-spool is kinematically connected with the crankshaft of the engine and synchronized with it in accordance with the supply phase and the order of the cylinders. Thus, for one full revolution of the spool rotor, the distributor generates a complete fuel distribution cycle for all cylinders. Which, in turn, corresponds to two full crankshaft revolutions for a four-stroke ICE. Therefore, for the power system of the prototype, the rotational speed of the spool rotor is only two times slower than the crankshaft speed.

Meanwhile, the frequency of rotation of the crankshafts of the internal combustion engine, especially automobile ones, is constantly increasing and currently reaches 5000 - 8000 rpm. This is due solely to the functioning of the internal combustion engine, expressed by their “speed characteristic”: the maximum power and torque generated by the internal combustion engine lie in rather narrow high-frequency ranges of crankshaft revolutions / BOSH Car Directory. M .: Publishing house “Behind the wheel”, 2012. - 1280 p. /.

Accordingly, the rotational speeds of the spool rotor are also high and should be 2500 - 4000 rpm. But high rotor speeds of the rotary spool valve are not required at all for its optimal functioning. Moreover, they are harmful and very dangerous. Indeed, such a high rotational speed of the spool rotor of such an accurate and responsible device as the distributor of the power system leads to a number of reasons that sharply reduce its functional and operational qualities. We list only a few of them.

1. The functionality and reliability of the device are sharply reduced due to significant mechanical heat generation, lubrication difficulties, wear of mating surfaces and violations of the density of their mutual fit.

2. The high rotational speed of the spool rotor leads to a very short period of time for its single port to pass through each port of the stator, which does not provide high reliability of fuel supply for the corresponding cylinder. Moreover, most of the rotation time of the spool rotor is spent not on fulfilling its main function - supplying cylinders with fuel, but on unproductive idle transportation of its only port to the next stator port.

3. The only port of the rotor-spool of the traditional power supply system of the prototype, which sequentially serves several stator ports, by the number of ICE cylinders, continuously experiences very intense high-frequency hydroaerodynamic loads, which cause heat generation and temperature loss of mechanical properties. It seems rational to add new ports of the spool rotor, thereby equally distributing this high hydroaerodynamic load on one spool port between several ports of the rotor, each of which will work in a sparing mode with reduced loads, which serves to increase reliability and increase operating life.

4. In the event of failure, for example, clogging of this single port of the spool rotor, the entire power system completely stops working. Several rotor ports significantly increase its survivability.

5. High rotor speed entails increased wear of the rotor bearing assemblies and a high level of vibration, which reduces the accuracy of the device and leads to fatigue fractures.

In other words, if high-speed is a necessary operating condition for an ICE crankshaft, then for a rotary spool device of its power supply system there is a significant design flaw. The complex of these problems led to the abandonment of the use of spool rotary distributors in favor of cam-plunger power systems wasteful in design.

So, as shown above, the rotating spools are not adapted to high speeds, and a significant disadvantage of the prototype is the high rotation speed of the spool.

The objective of the invention is the multiple reduction of the rotor speed of the rotary spool valve due to the fact that the full cycle of power distribution along the ICE cylinders is carried out during the time of not full revolution of the rotor, but only during its very small rotation. A similar solution was used in relation to the ignition and turbocharging systems of the internal combustion engine / Sviyazheninov E.D. Distributor of ignition of an internal combustion engine. Patent for invention No. 2362242. Priority 05.21.2008, E. Sviyazheninov Modernization of the engine ignition distributor. "Automotive industry". No. 6, 2014, Sviyazheninov E.D. Distribution sensor for ignition of an internal combustion engine. Patent for invention No. 2452066. Priority 05.17.2010, Sviyazheninov ED Modernization of classic rotary contactless sensors-distributors of ignition of internal combustion engines. "Automotive industry". No. 3, 2016, Sviyazheninov E.D. Supercharging ICE with resonant air-fuel formation. "Automotive industry". No. 1, 2015 /. A concomitant effect is the achievement of the maximum possible time for the ports of the rotor and stator to overlap, during which the fuel enters a specific engine cylinder, up to its continuous distribution across the cylinders, as well as increasing the reliability and survivability of the power system due to the use of many rotor-spool ports instead of one. This eliminates the above problems of introducing rotary spool valves.

The problem is solved in that the stator contains n ports (windows) evenly spaced around the circumference in the rotating spool power distributor of the n-cylinder ICE, and the rotor consists of a rotating cylindrical spool with ports (windows) evenly distributed around the circumference of mn + 1 or mn-1 , where m is any natural number: m = 1, 2, 3, .... In this case, the fuel is sequentially distributed over all cylinders in the order of their operation during the time of not complete revolution of the spool rotor, but only during its rotation through the angle 2π / (mn + 1) or 2π / (mn-1) in the direction coinciding with the direction rotor rotation (direct distribution) or opposite (reverse distribution), respectively.

Consequently, the required rotational speed of the rotor-spool decreases mn + 1 or mn-1 times, respectively, compared with a traditional rotating spool equipped with only one port (window) of the rotor and n ports (windows) of the stator. The time of the closed state, equal to the time of overlapping of the ports (windows) of the stator and rotor, during which the fuel enters a certain cylinder of the internal combustion engine, increases by the same number of times.

Thus, a rotating spool valve is proposed, including a fixed stator, equipped with n windows uniformly distributed around the circumference, and a sliding rotor along it, containing a gaseous or liquid medium under pressure, equipped with windows periodically overlapping the stator windows. The rotor contains mn + 1 or mn-1 windows evenly distributed around the circumference, where m = 1, 2, 3, ... is any natural number, n is the number of stator windows, then a complete cycle of sequential distribution of the rotor medium among the stator windows takes no time complete rotation of the rotor, but only during its rotation through a small angle of 2π / (mn + 1) or 2π / (mn-1), respectively, in the forward or reverse direction relative to the direction of rotation of the rotor, while the conditions must be met: γ≤δ , where γ = γ _r + γ _s , γ _r , γ _s are the angular values of the rotor and stator windows, δ is universal (depends which is a function of the device, which depends only on the numbers n, m), this is the angle determined by the relations: δ = 2π / (n · (mn + 1)) for the direct distribution, δ = 2π / (n · (mn-1)) for the inverse distribution, moreover, with γ = δ, a continuous distribution in time is achieved, and for γ <δ, the distribution is discrete.

The stated essence is illustrated by drawings, where in FIG. 1 shows a diagram of a rotating spool valve of the power supply system of an internal combustion engine for m = 2, FIG. 2-4, FIG. 5-7 is a sequence and diagram of the ports (windows) of a rotating spool for forward and reverse distribution, respectively. The direct distribution is shown in FIG. 2-4, while the opposite is shown in FIG. 5-7. An example is a direct distribution diagram for a 4-cylinder engine, n = 4, and a reverse distribution for a 6-cylinder engine, n = 6. In both cases, a rotor with sequential values m = 1, 2, 3 is used. FIG. Figure 8 shows the time sweeps of the fuel supply to each of the engine cylinder paths with continuous (a) and discrete (b) distribution. In FIG. Figures 9 and 10 show the rotational speeds of the rotors of a traditional single-port spool according to the prototype and mn + 1, mn-1-port, respectively, according to the proposed device scheme as a function of the engine speed.

ICE Rotating Multiport Spool Power Distributor

The multi-port spool power distributor of the n-cylinder internal combustion engine (Fig. 1) consists of a rotating spool rotor 1 with angular size ports 2 _r uniformly distributed around the circumference, separating angularly distributed 3 n ports 4 of the angular quantity γ _s 4 from the fuel under pressure located in the inner cavity of the rotor. Spool 1 contains mn + 1 or mn-1 of ports 2, where m is any positive integer: m = 1, 2, 3, .... Let γ denote the total (total) angle of the rotor and stator ports:

γ = γ _r + γ _s .

и γ

определяется конкретной реализацией устройства, в частности, шириной портов 3, 4, радиусом золотника 1, и совершенно не принципиально.Moreover, the angle γ _r can be both greater than the angle γ _s (Fig. 1), and less than it. Angle ratio γ

and γ

determined by the specific implementation of the device, in particular, the width of the ports 3, 4, the radius of the spool 1, and absolutely not fundamentally.

Spool 1 contains mn + 1 ports 2 for direct distribution or mn-1 ports 2 for reverse. To ensure separate power supply of each cylinder in time, so that the time cycles of fuel supply to neighboring stator ports do not overlap each other, the total angle γ must accordingly satisfy the conditions:

δ =

(при прямом распределении) ,γ

δ =

(for direct distribution),

δ =

(при обратном) ,γ

δ =

(otherwise)

and the number of ports 4 of stator 3, as indicated above, is n, where n is the number of internal combustion engine cylinders.

Note that if the angle γ is a particular characteristic of a particular technical implementation of a multiport spool valve, determined by its geometric dimensions, then the angle δ, determined by the relations:

,δ =

,

– δ =

-

fundamental universal (depending only on numbers m, n) device characteristics, in which its most effective mode of operation is achieved, completely eliminating unproductive (idle) rotation of the spool just to rotate the next rotor port to the next stator port (continuous distribution), which will be shown below.

In FIG. 2-4 show a direct distribution diagram for a 4-cylinder engine, n = 4, and in FIG. 5-7 is a diagram of the inverse distribution of a 6-cylinder engine, n = 6. In both cases, a rotor with sequential values m = 1, 2, 3 is used.

The principle of operation of the multi-port rotating spool power distributor of the internal combustion engine. Forward and reverse distribution analysis

To explain the principle of operation of the multi-port rotor-spool, as well as the analysis of the direct and reverse power distribution among the internal combustion engine cylinders, FIG. 2-7 respectively. In FIG. 2-4 show a direct distribution diagram for a 4-cylinder engine, and FIG. 5-7 is a reverse distribution diagram for a 6-cylinder engine by means of a multi-port rotor-spool with reference angles.

The direction of rotation of the spool rotor 1 is shown by a circular arrow marked f. Further, f will also denote the rotational speed of the rotor 1.

(сплошные линии), а передние края портов 4 статора 3 – неподвижными лучами s

(штриховые линии), с индексами i, j, соответствующими порядковым номерам портов 2 ротора 1 и портов 4 статора 3.The leading edges of the ports 2 of the spool rotor 1 along its rotation are indicated by rotating beams r

(solid lines), and the front edges of the ports 4 of the stator 3 are fixed beams s

(dashed lines), with indices i, j corresponding to the serial numbers of ports 2 of rotor 1 and ports 4 of stator 3.

A key feature of the proposed scheme, as can be seen from these figures, is that:

, s

, i = 2, 3, 4… составляют (i–1)δ, т.е. образуют натуральную последовательность (1, 2, 3, …)δ.1. Successive angles between the rays r

, s

, i = 2, 3, 4 ... constitute (i – 1) δ, i.e. form a natural sequence (1, 2, 3, ...) δ.

2. The rotating device has axial symmetry of order mn + 1 or mn-1, i.e. when it rotates around the axis of rotation by an angle of 2π / (mn + 1) or by an angle of 2π / (mn-1), respectively, it is combined with itself.

It is these two circumstances that effectively ensure the full cycle of equal-time (even in time) power distribution not for the full rotation period of the spool rotor 1, as in the traditional distributor adopted for the prototype, but only for mn + 1 or mn-1 part of it.

(при прямом распределении) или на угол δ =

(при обратном) открывается поток топлива на соседний порт статора 3 по направлению или против вращения ротора 1. Конструктивным выбором угла γ относительно универсальной постоянной δ (зависящей лишь от чисел m, n) достигается требуемый вид фаз подачи топлива в цилиндры ДВС внутри цикла его питания.The device operates as follows. Let at the initial moment of time, the leading edge of one of mn + 1 (Fig. 2-4) or mn – 1 (Fig. 5-7) ports 2 of rotor 1 coincides with the leading edge of one of the n ports 4 of stator 3 (Fig. 4) . The rotor port begins to overlap the stator port, and fuel is supplied to it under pressure until the rear edge of the rotor 1 port 2 reaches the rear edge of the stator 3 port 4, the ports overlap is closed, and the fuel flow ends, which occurs when the rotor rotates through the angle γ. Immediately after this (continuous distribution, at γ = δ) or with a certain delay in time (discrete distribution, at γ <δ), fuel supply to the next stator port begins. Indeed, when the spool 1 is rotated through an angle δ =

(for direct distribution) or at an angle δ =

(with the opposite), the fuel flow opens to the adjacent port of the stator 3 in the direction or against the rotation of the rotor 1. By constructive selection of the angle γ with respect to the universal constant δ (depending only on the numbers m, n), the required form of the phases of the fuel supply to the internal combustion engine cylinders is achieved .

The full cycle of fuel distribution over all ICE cylinders does not occur during the full rotation period of the spool 1, as in a traditional distributor, but only for mn + 1 or mn-1 part of it, due to the axial symmetry of the mn + 1 or mn-1 order, when when it rotates around the axis of rotation by an angle of 2π / (mn + 1) or by an angle of 2π / (mn-1), respectively, it is combined with itself. Therefore, when the rotor-spool 1 is rotated by an angle of 2π / (mn + 1) = nδ or by an angle of 2π / (mn-1) = nδ, a sequential, simultaneous, i.e. uniform in time supply to all cylinder paths in the forward or reverse direction. Thus, the distribution frequency at the same rotational speed of the rotor 1 is respectively mn + 1 or mn-1 times higher than in the traditional distributor of the prototype. Therefore, the required rotational speed of the mn + 1-port or mn – 1-port spool 1 will be respectively mn + 1 or mn – 1 times less than the rotational speed of a single-port rotor-spool, giving the same distribution frequency. Thus, the spool according to the proposed device circuit serves as a multiplier, i.e. the distribution frequency multiplier is mn + 1 or mn – 1 times, and its rotation frequency should be reduced by the same amount. But with a reduced rotational speed of the spool, the closed-state time increases by the same amount - the operating time of the stator port, while the rotor port passes by it.

So, the distribution frequency ν is related to the rotor speed f by the following relations: for direct distribution

ν = f (mn + 1),

for inverse distribution

ν = f (mn – 1).

The case γ = δ corresponds to a continuous power distribution, when the successive overlap of the rotor and stator windows occurs continuously, without time gaps, or continuously, and the case γ <δ is the discrete fuel supply, when the successive overlap of the rotor and stator windows occurs with certain time gaps, or separately, i.e. there is a temporary pause between these successive windows. The non-contact low-speed rotary engine ignition system of the ICE described in / Sviyazheninov E.D. Slow-speed ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2014, Sviyazheninov E.D. Low-speed photoelectric ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2015 /.

Thus, in addition to a multiple reduction in the rotational speed of the spool rotor, due to the proposed scheme, the possibility of continuous distribution is structurally easily achieved - its most important advantage. With continuous distribution, the entire rotation time of the rotor-spool is completely spent only on the fulfillment of its main function - the distribution of power along the paths of the internal combustion engine cylinders. Unproductive idle rotation of the rotor just to rotate its port to the next stator port can be completely eliminated.

The time of the closed state (time of overlapping of the rotor and stator windows) is 1 / (νn) in the case of continuous distribution, when γ = δ, and (γ / δ) / (νn) in the case of discrete, for γ <δ.

When the ports 2 of the rotor-spool 1 pass through the ports 4 of the stator 3, they periodically overlap, on the basis of which the required type of phases of the fuel supply to the internal combustion engine cylinders inside its power cycle is selected. In FIG. Fig. 8a shows a temporary scan of the fuel supply to the inlet of each of the cylinder paths for direct continuous distribution, and in Fig. 8 b - for discrete.

In conclusion, we note that the spool valves are much more precise and inertialess than cam distributors, and less wasteful in design.

An example of calculating the rotor speed of a multi-port spool power distributor for internal combustion engines.

Forward and reverse distribution cases

As an example, we calculate the direct power distribution scheme for a 4-cylinder engine, n = 4, and the reverse one for a 6-cylinder engine, n = 6, by means of mn + 1 or mn – 1-port rotor spool and n-port stator, respectively. In both cases, we use the values of the system parameter m = 1, 2, 3. The required rotor speed of such a distributor will be exactly mn + 1 or mn – 1 times lower than the rotor speed of a single-port distributor according to the prototype. Thus, if for a traditional power distributor adopted as a prototype, the rotor speed is only 2 times lower than the crankshaft speed, then for the proposed one it is 2 (mn + 1) or 2 (mn – 1) times. In FIG. Figures 9 and 10 show the rotational speeds of mn + 1 and mn – 1-port spools according to the proposed device scheme and the single-port spool according to the prototype scheme, as a function of the engine speed. The distribution frequency multiplication effect is clearly visible, manifested in mn + 1 or mn – 1-fold reduction in the required rotational speeds of the rotor of the multiport spool power distributor.

As a result, the spool rotor rotates exactly 2 (mn + 1) or 2 (mn – 1) times slower than the crankshaft, and not twice, as in the prototype. The problems of mechanical vibrations and heat generation, as well as wear of the bearing assemblies of the rotor are eliminated. The heat release, the temperature deviation of the mechanical characteristics and the wear of the elements of the internal combustion engine power system are many times reduced. In mn + 1 and mn – 1 times, compared to the prototype, the time of the closed state increases, which increases the reliability of the distribution of fuel along the cylinder paths and, therefore, the reliability of the working process as a whole. This is due to the fact that the entire time of rotation of the rotor of the power distributor is effectively spent on its main function - the distribution of fuel, and unproductive idle rotation of the rotor just to rotate its only port to the stator ports is completely excluded.

Findings. Technical result

1. The use of mn + 1 or mn – 1-port rotor-spool instead of the traditional single-port, according to the prototype, with an n-port stator, where n is the number of ICE cylinders, reduces the required rotational speed of the spool rotor, respectively, in mn + 1 or in mn –1 times at the same engine speed. In the first case, the distribution sequence is in the forward direction, and in the second, in the opposite direction relative to the direction of rotation of the rotor.

2. An increase in the natural number - the system parameter m = 1, 2, 3, ... allows you to almost unlimitedly reduce the ratio of the rotational frequencies of the rotor-spool and ICE crankshaft.

3. A multiple decrease in the rotor speed of the spool relative to the rotational speed of the crankshaft is very important to eliminate heat generation, lubrication difficulties, wear of mating surfaces and violations of the density of their mutual fit, as well as mechanical vibrations and dynamic loads on the rotor bearing assemblies, which increases the mechanical reliability of the device.

4. The low frequency of rotation of the rotor of the ignition sensor mn + 1 or mn – 1 times, respectively, increases the time of the closed state and, therefore, increases the functionality of the fuel supply along the paths of the internal combustion engine cylinders.

5. The possibility of continuous distribution, in which the entire rotation time of the rotor-spool is completely spent only on the fulfillment of its main function - the distribution of fuel through the cylinders, is the most important advantage of the proposed device circuit. Unproductive idle rotation of the rotor just to rotate a single rotor port to the next stator port can be absolutely eliminated.

6. Replacing the single-port rotor of the distributor according to the prototype with mn + 1 or mn – 1-port reduces the hydrodynamic load on the rotor ports exactly the same number of times.

7. In case of failure, for example, clogging of the rotor port, the fuel distribution does not fail, i.e. the proposed multi-port power system acquires survivability, versus single-port.

Information sources

1. Groe H., Russ G. Petrol and diesel engines. Publishing House "Driving". M., 2013, p. 155-165.

2. Rosenberg Yu.A., Vinogradova I.E. Lubrication of machinery mechanisms. Gos. scientific and technical publishing house of oil and mining and fuel literature. M., 1960.

3. Krupsky M.G., Kuyanov Yu.F., Kuzin V.E., Grishin S.V. A device for supplying fuel to a multi-cylinder internal combustion engine. Patent for invention No. 2075621, FIG. 4. (prototype).

4. Car directory BOSH. M .: Publishing house “Behind the wheel”, 2012. - 180 p.

5. Sviyazheninov E. D. Distributor of ignition of an internal combustion engine. Patent for invention No. 2362242. Priority 05.21.2008.

6. Sviyazheninov E.D. Modernization of the engine ignition distributor. "Automotive industry". No. 6, 2014.

7. Sviyazheninov E. D. Modernization of classic rotary contactless sensors-distributors of ignition of internal combustion engines. "Automotive industry". No. 3, 2016.

8. Sviyazheninov E.D. Supercharging ICE with resonant air-fuel formation. "Automotive industry". No. 1, 2015.

9. Sviyazheninov E.D. Slow-speed ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2014.

10. Sviyazheninov E.D. Low-speed photoelectric ignition sensor of an internal combustion engine. "Automotive industry". No. 4, 2015.

Claims (1)

A rotating spool valve, including a fixed stator, equipped with n uniformly distributed windows around the circumference, and a sliding rotor along it, containing a gaseous or liquid medium under pressure, equipped with windows periodically overlapping the stator windows, characterized in that the rotor contains mn + 1 or mn- 1 windows uniformly distributed around the circumference, where m = 1, 2, 3, ... is any natural number, n is the number of stator windows, then a complete cycle of sequential distribution of the rotor medium among the stator windows takes no time complete rotation of the rotor, but only during its rotation through a small angle of 2π / (mn + 1) or 2π / (mn-1), respectively, in the forward or reverse direction relative to the direction of rotation of the rotor, while the conditions must be met: γ≤δ , where γ = γ _r + γ _s , γ _r , γ _s are the angular values of the rotor and stator windows, δ is the universal (depending only on the numbers n, m) device characteristic is the angle determined by the relations: δ = 2π / (n (Mn + 1)) for the direct distribution, δ = 2π / (n ((mn-1)) for the inverse distribution, and for γ = δ, a continuous distribution in time is achieved, and p for γ <δ, the distribution is discrete.

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