RU2701651C1 - Spherical internal combustion engine - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to machine building, particularly, to engine building, particularly, to internal combustion engines. Essence of the invention consists in the fact that the spherical internal combustion engine includes a detachable housing containing an internal spherical chamber with two working chambers, inlet and outlet channels, a gas-distributing mechanism. Detachable body consists of unit and head of unit. Inner spherical chamber is made of two hemispheres, one of which is located in head of unit, and second – in unit. In the block head there is a sector with two combustion chambers, which is kinematically connected by means of a gear transmission to the desmodromic type gas distributing mechanism. In the unit there is a ball belt with a rigidly fixed friction disc separating the inner spherical chamber of the engine into three non-communicating parts: two working chambers and crankcase of the engine, crankshaft with cantilever seat belt and spring-loaded ring, made with possibility of pressure on friction disk with formation of synchronization system. Center of spherical chamber is located on intersecting axes of ball belt, sector and crankshaft. Ball belt and sector are connected to each other and are made with possibility of rotation together with crankshaft, on which flywheel is rigidly fixed.

EFFECT: technical result consists in increase in specific parameters of engine, as well as improved repairability and longer life.

3 cl, 10 dwg

Description

The invention relates to the field of mechanical engineering, namely to engine building, in particular to internal combustion engines.

The prior art Steam engine of the Tower [https://geektimes.ru/post/279724/, publ. 08/31/2016], containing a spherical case, inside which a rotation and volume change disk is mounted, hemispherical elements connected to power take-off shafts are hinged on the disk on both sides, holes for supplying and discharging steam are made in the case.

The disadvantages of the analogue are the difficulty in manufacturing, due to high requirements for tolerances of dimensions and gaps, the complexity of the assembly, due to the kinematics of the mechanism, the complex thermal regime of the mechanism.

Known spherical engine disclosed in patent RO 121611 B1, (class F02B 53/02, 04/30/2004), comprising a crankshaft and a housing with an internal spherical chamber, inside of which there is an oscillating piston made in the form of a segment of a sphere, the diameter of the base of which is equal to the diameter of the sphere. The sphere segment divides the spherical chamber into two working chambers. In this case, when the sphere segment is rotated, the volume of the working chamber increases and decreases, while a diesel cycle is carried out in the engine.

The disadvantages of the claimed solution are short-lived seals and a lubrication system, the technological complexity of manufacturing engine parts, the complexity of assembly and adjustment, the difficulty of cooling engine parts.

Known spherical internal combustion engine disclosed in patent 2227211 (CL F01C 3/06, 04/20/2004) containing a detachable body, a spherical cavity in which the movable disk partition is located, the first rotor mounted on a shaft, supported by bearings in the housing bore and being the output, the second rotor is rotatably mounted on the end of another shaft, made eccentric and rotatably fixed in the housing bore, with the axis of the shaft part carrying the rotor and the axis of the shaft part fixed in the raster They intersect in the center of the spherical cavity in such a way that the rotors and the disk partition form a Hook joint inside the housing, forming chambers of variable volume communicating with the walls of the spherical cavity through windows and channels, while the spherical cavity is made on the inner surface of the sleeve located inside the housing with the possibility of rotation together with the output shaft, on which it is rigidly fixed together with the first rotor.

The disadvantages are the technological complexity of manufacturing engine parts, the complexity of assembly and adjustment, the large moment of inertia of the moving masses, the difficulty of cooling the engine parts (sleeve 4), the large number of moving parts and the associated mechanical losses.

The claimed technical solution is aimed at solving the problem of creating a small-sized spherical internal combustion engine with a high specific power and a long resource, with the possibility of implementing work both on the Otto cycle and on the Diesel cycle.

The technical results of the claimed invention are to increase the specific power and compactness (specific aggregate weight and specific aggregate volume), as well as improving maintainability and increasing engine life.

The claimed technical results are achieved due to the fact that the spherical internal combustion engine contains a detachable fixed housing with an internal spherical chamber, inside of which are two working chambers, inlet and outlet channels, a gas distribution mechanism, while the fixed detachable housing consists of a block and a block head, in which are located hemispheres of the inner spherical chamber, while in the head of the block is installed a sector containing two combustion chambers, which is kinematically connected gears with a gas distribution mechanism of a desmodromic type, and the block contains a ball belt with a rigidly fixed friction disk that divides the internal spherical chamber of the engine into three non-communicating parts: two working chambers and a crankcase, a crankshaft with a cantilever arrangement of the waist neck and a spring-loaded ring, made with the possibility of pressure on the friction disk with the formation of a synchronization system, while the center of the spherical chamber is located on the intersecting axes of the ball belt, sect ra and the crankshaft, and the ball belt and the sector are interconnected and made to rotate together with the crankshaft, on which the flywheel is rigidly fixed.

The claimed technical solution is illustrated by the following drawings:

FIG. 1 and 2 Spherical internal combustion engine - longitudinal section.

FIG. 3 Gas distribution mechanism section along the axis of the exhaust channel.

FIG. 4 Axonometric view of the sealing system.

FIG. 5 Axonometric image and section of the crankshaft.

FIG. 6 Axonometric image and section of the belt.

FIG. 7 Axonometric image and section of the sector.

FIG. 8 Geometric model of the power mechanism.

FIG. 9 The transfer function of the power mechanism.

FIG. 10 Timing diagram of a spherical engine.

The positions on these figures indicate the following elements:

1 - block;

2 - block head;

3 - sector;

4 - ball belt;

5 - a cranked shaft;

6 - flywheel;

7 - a combustion chamber;

8 - a working chamber;

9 - spark plugs;

10 - a sleeve of a cranked shaft;

11 - sleeve of the belt;

12 - sleeve sector;

13 - the liner of the bearing of the crankshaft;

14 - liner of the bearing of the sliding belt;

15 - insert bearing sector;

16 - a nave of a cranked shaft;

17 - a pin;

18 - a gear ring of a flywheel;

19 - a cover of a cranked shaft;

20 - a friction disk;

21 - persistent half rings;

22 - channels of the lubrication system;

23 - sector fitting;

24 - tube;

25 - sector cover;

26 - oil filter;

27 - a receiving branch pipe of the cooling system;

28 - outlet pipe of the cooling system;

29 - exhaust manifold;

30 - tie rods with nuts;

31 - distributor;

32 - oil pump;

33 - oil pan;

34 - belt cap;

35 - waist finger;

36 - sealing system;

37 - valve well cover;

38 - gas distribution mechanism;

39 - exhaust channel of the block head;

40 - inlet channel of the block head;

41 - the upper ring of the bearing;

42 - the lower bearing ring;

43 - a saddle;

44 - valve;

45 - valve cover;

46 - valve guide;

47 - a nut;

48 - pusher;

49 - adjusting washers;

50 - channels of the cooling system;

51 - thrust ball bearings;

52 - drum;

53 - spring-loaded ring.

The internal combustion engine contains a stationary detachable housing consisting of a block (1) and a block head (2). The internal spherical chamber is located in the body of the internal combustion engine, made of two hemispheres, one of which is located in the head of the block, and the second in the block.

A sector (3) is installed in the head of the block, containing two combustion chambers (7).

A key feature of the sector is its fairly large weight, dictated by large thermal and mechanical loads, as well as the location of the combustion chambers in the sector - not in the belt, due to which the part is massive, has a complex stress-strain state.

A ball belt (4) is installed in the unit, which divides the internal spherical chamber of the engine into 3 non-communicating parts: 2 working chambers of variable volume (8) and an engine crankcase communicating via a channel with the engine oil pan (33).

The ball belt (4) makes a complex movement, consisting of nutation movement and rotational movement, because of which the angle between the belt and the sector constantly changes according to harmonic law within the given limits, the largest value of the angle between the belt and sector axes from the design point of view should lie in within 90 ... 150 degrees. Due to a change in this angle, the volumes of the working chambers (8), in which the working fluid of the engine is located, change.

The working chambers (8) rotate together with a sector with a variable angular velocity according to a harmonic law, the average speed of which is equal to half the angular velocity of the crankshaft. The working chambers alternately pass by valves (44), due to the opening and closing of which gas exchange occurs in the engine.

A key feature of the ball belt is its high thermal loading, therefore, the belt has channels and internal cavities through which oil flows not only lubricating friction pairs, but also the cooling belt. The spherical belt can be made as a solid part, and composite. The composite belt has a heat belt made of heat-resistant material and a belt case made with oil channels to which the belt sleeves, the friction disk (20), the heat belt, the belt sleeve (11) with liners are attached.

The ball belt and the sector are installed in the block and the block head, respectively, with a gap that compensates for the thermal expansion of the engine parts.

The output link from which power is removed is the crankshaft (5) located in the block.

A key feature of the crankshaft is the cantilever arrangement of the waist neck, the axis of which is not parallel to the root, but located at a strictly defined angle (this parameter cannot be varied for a given geometry of the block and the head of the block), due to this the crankshaft is practically devoid of bending moment loading and the main load on it is the load on the slice, due to which a greater rigidity of the crankshaft and a significant margin of strength are achieved.

To compensate for pulsation of torque, a flywheel (6) is installed on the crankshaft.

The crankshaft and the sector are mounted on the bearings (13) and (15), respectively, installed in cups consisting of sleeves (10) and (12), respectively, the axial fixing of the crankshaft occurs through the hub (16) due to persistent half rings (21 ) mounted on the crankshaft cup.

This mechanism has a dead position for the passage of which a friction-type synchronization mechanism is used, consisting of a spring-loaded ring (53) installed between the crankshaft cup and the block, and a friction disk (20) rigidly fixed to the ball girdle (4). This mechanism creates a fulcrum, based on which the belt, due to its own inertia, passes the dead position.

It should be noted that this mechanism is more necessary when starting and stopping the engine, when the inertia forces are not large enough for the mechanism to independently overcome the dead position with increasing speed, the need for this mechanism disappears.

A gas distribution mechanism (38) is located in the head of the block.

The gas distribution mechanism of the desmodrome type differs from similar ones in that the angular velocity of the drum (52) is a variable that varies according to a harmonic law, the average speed of which is equal to 2/5 of the angular velocity of the crankshaft. The drum is kinematically connected to the sector by means of a gear transmission, thus, the law of variation of the angular velocity of the sector is superimposed on the law of movement of the drum. The movement of the valve (44) is transmitted from the pusher (48) installed inside the drum. The pusher is connected to the drum by means of a roller rolling in a profiled groove made on the inner surface of the drum. From axial rotation, the pusher holds the groove made in the valve cover (45).

The desmodrome mechanism allows you to withstand an order of magnitude higher revolutions and maintain the gas distribution phases at any engine speed, which ensures stability of the engine characteristics and greater thermodynamic quality of the cycle (proximity to the theoretical design cycle), and also allows to significantly increase the valve time-section (a characteristic that determines the throughput gas distribution mechanism and, accordingly, the maximum possible engine speed).

This is achieved by changing the lift characteristic of the valve, which is a discontinuous function, due to the fact that the inlet and outlet are carried out directly by one chamber after another, the valves open in one chamber and close in another chamber, discontinuity is formed due to the fact that for each chamber part of the gas exchange is determined by the position of the valve and part by the position of the sector and the belt which crossing the valve seats (43) in the head of the unit also take part in the management of gas exchange.

It should also be noted the increased geometric dimensions of the valve compared to the piston engine, the difference in throughput compared to the timing of an engine made according to the square scheme and having 2 valves per cylinder is in the range 1.37 ... 1.88, which significantly affects the filling and peak speed.

The work of a spherical internal combustion engine according to the Otto cycle:

1. Intake cycle: the angle between the ball zone and the sector increases and the fuel-air mixture is sucked into the engine.

2. Charge compression: after passing the dead position, the angle begins to decrease and the fuel-air mixture is compressed to a minimum volume until the moment of ignition.

3. Working stroke: combustion occurs with gas expansion due to an increase in the angle between the ball zone and the sector.

4. Release cycle ', when the maximum volume is reached, the exhaust gases are removed from the engine through the exhaust valve.

Justification of the thermodynamic efficiency of a spherical engine.

From the laws of thermodynamics, it is known that heat loss occurs from the contact of the working fluid with the surface in proportion to its area, and the decrease in temperature depends on the volume of gas, to reduce losses it is necessary to increase the ratio of gas volume to surface area occupied by this volume. From geometry it is known that this ratio is minimal precisely for the ball. Compared with a two-cylinder engine made according to the square scheme (the stroke is equal to the diameter of the cylinder), the spherical engine has 1.12 times smaller surface area, and in comparison with a four-cylinder engine made according to the scheme, the square 1.26 times smaller surface area with an equal volume.

It should also be noted that the kinematic transfer function in the vicinity of the position corresponding to the minimum volume is more gentle than that of piston ICEs, which gives more time for combustion of fuel assemblies improving the completeness of combustion

Consider the transfer function of the power mechanism (Fig. 9).

This graph compares the transfer function of the mechanism with a sinusoid, the graphs are extremely close in contrast to the crank mechanism for which a similar effect can be achieved only with an infinitely long connecting rod, which is impossible in practice.

Justification of engine life.

The ball belt and the sector do not exert a force effect (do not contact) on the working surfaces of the block and the head of the block, as a result of which the wear of the working surface of the block and the head of the block occurs only due to contact with the sealing rings (sealing system) (36). In addition, the larger size of the internal spherical chamber compared to the piston ICE makes the influence of the gaps less noticeable, thus allowing to increase the interval between engine overhauls and reduce the cost and time of engine repair.

It should be noted that the contact speeds v, which noticeably affect the life for a spherical motor, are greater, however, a noticeable decrease in contact stresses q due to the lack of contact between the ball zone, sector and camera compensates and exceeds the influence of the growth of the contact speed, the so-called qv factor which is for a spherical the motor is smaller than for the Wankel rotary engine.

Features of the power mechanism of a spherical engine.

For a spherical engine, this mechanism consists of a sector, a ball belt, a crankshaft and a synchronization mechanism. A feature of this mechanism that distinguishes it from the Tower engine is that the angular velocity of the motor shafts differs not only in the amount of ripple in the angular velocity as for the classical cardan gear (Hooke joint) on which the Tower engine is based, but also in the gear ratio of 2 , this value does not depend on engine parameters and is fixed for any crankshaft angles (working angles of the chambers). Due to the fact that the average angular velocity of the sector is 2 times less than the crankshaft, the inertial component of the sector affects the ripple of the torque to a lesser extent.

The power mechanism of this type is quite difficult to balance but can work both with balancing shafts and without them. In contrast, the crankshaft does not have reciprocating moving masses, which significantly reduces the inertial loads on the bearings of the crankshaft and the sector, and is also a prerequisite for large maximum (peak) engine speeds and a decrease in the loss of overcoming inertial forces arising in the engine.

Kinematics of the power mechanism.

FIG. 8 Geometric model of the power mechanism.

The axis OV coincides with the axis of the neck of the crankshaft attached to the belt, the axis OW coincides with the axis of the main neck of the crankshaft attached to the engine block. The axis OZ coincides with the axis of the neck of the sector attached to the head of the block. The ON axis represents the perpendicular to the axis OV, the axis OM represents the perpendicular to the axis OZ. The axes OM and ON form the plane P2, which is the plane in which the belt lies, thus setting its position in space. It should be noted that when the OB and OZ axes coincide, the OM and ON axes also coincide, the P2 plane degenerates, and the normal n (OBN) conditionally coincides with the P2 plane and is perpendicular to the ZOB straight line, but this does not uniquely determine its position in space, this position corresponds to the dead position of the mechanism . Plane P1 corresponds to the plane of the sector passing through the axis of the fingers and the axis of the sector. The plane P3 corresponds to the plane of the belt passing through the axis of the fingers and the axis of the crankshaft bearing. The plane P4 corresponds to the plane of the belt perpendicular to the axes of the fingers and contains the axis of the crankshaft bearing. Angle B is the angle between the necks of the crankshaft (constant value), it determines the engine displacement since all other angles depend on it. Angle A is the angle between the belt and the sector (variable), it determines the working volume of the camera at a given specific position of the mechanism.

Spherical engine lubrication system.

The lubrication system combined under pressure and spraying, a significant difference from piston ICEs is that the volume of the crankcase remains constant and does not depend on the position of the crankshaft, this allows to reduce the hydrodynamic losses due to oil splashing, as well as fill the oil pan (33) to a higher oil level without harm to the mechanism. The outflow of oil from the crankcase occurs due to a special channel into the engine sump.

An important feature of the lubrication system is that it significantly affects engine cooling, to a much greater extent than in a reciprocating internal combustion engine, due to the fact that the power mechanism, including a heavily dark-loaded ball zone and the sector, is cooled only by oil. Therefore, a more efficient oil pump (32) and an oil cooler are required, since the oil is consumed not only for lubrication, but also pumped through the parts to cool them. Because of this, the oil will age prematurely and its replacement intervals are shorter than for a piston engine.

Spherical engine cooling system.

The single-circuit liquid cooling system is closed with forced circulation of fluid through the system through a pump. The fluid circulates in the channels of the cooling system (50), made in the block and the head of the block, the head of the block has one outlet pipe of the cooling system (coolant outlet) (28), the block has two coolant leads, the inlet of the cooling system (27), through One terminal cooled liquid in the radiator enters the engine, heats up and exits through the remaining terminals back to the radiator.

Since the height of the engine is significantly less than the piston engine, the influence of thermosiphon cooling weakens, which leads to forced circulation of the fluid in the system.

Sealing the working chambers and the sealing system of a spherical engine (Fig. 4 is a perspective view of a sealing system).

The sealing of the working chambers is due to the system of sealing rings installed in the sector and the belt, and the caps of the belt (34), which seal the gap in the joint of the waist pin (35) with the working surface of the block and block head. Excess oil from the surface of the working chambers is removed due to the oil scraper ring mounted on the belt and draining oil into the crankcase.

Consider the operation of the engine on a four-cycle Otto cycle (Fig. 10 Gas distribution diagram of a spherical engine).

The engine operates as follows. In FIG. 1 shows the position of the engine corresponding to TDC (end of compression stroke for the first camera, start of compression stroke for the second camera). The working fluid (a mixture consisting of air and fuel vapor) is compressed in a combustion chamber (7) located in sector (3). Then it ignites by means of spark plugs (9). Due to the combustion of fuel assemblies, the pressure in the combustion chamber increases, but because the engine is in TDC (the vector of gas pressure forces lies in the same plane with the axis of the crankshaft) no torque is generated, and the forces from gas pressure are perceived by the bearings of the sliding bearings of the crankshaft, belt, sector (13, 14, 15). Under the influence of inertia forces, the mechanism goes through a dead position, the stroke of the working stroke begins, the vector of gas pressure forces and the axis of the crankshaft become noncollinear and there is a torque transmitted to the crankshaft (5), while the volume of the first chamber increases, the gas (combustion products) expands and does a useful job. In the second chamber, a compression cycle proceeds, the chamber volume decreases, the working fluid is compressed and displaced into the combustion chamber. After the crankshaft rotates by 342 degrees (the angle may vary depending on the layout of a particular engine), the sector edge intersects the outlet valve seat (43) connecting the working cavity with the atmosphere, the exhaust valve opens and the exhaust cycle begins using the outlet channel of the block head (39). The pressure begins to drop sharply, and the gas rushes into the exhaust manifold (29), after the gas pressure equals the atmospheric outlet, it continues due to a decrease in the volume of the working chamber and the displacement of combustion products into the exhaust channel of the block head. After another 18 degrees, the mechanism will again come to TDC, while the release cycle continues in the first chamber, and the compressed fuel assembly ignites in the second chamber. After another 309 degrees (the angle may vary depending on the layout of a particular engine), the opposite edge of the sector intersects the seat 43 of the exhaust valve, gas exchange ends, and the exhaust cycle can be considered complete. Then, after 33 degrees (the angle may vary depending on the layout of a particular engine), the sector edge of the second chamber crosses the outlet valve seat and the second chamber starts to cycle, the peculiarity is that the exhaust valve remains open during this angle due to the fact that one exhaust cycle follows immediately after another. After 69 degrees (the angle may vary depending on the layout of a particular engine), the edge of the sector of the first chamber crosses the seat of the intake valve, the intake stroke begins. A fresh fuel assembly charge through the inlet channel of the head of the block 40 fills the working chamber of the engine, since the angle between the belt and the sector is constantly growing in the working chamber, a vacuum is maintained, which sucks in a fresh charge. After 258 degrees (the angle may vary depending on the layout of a particular engine), the sector edge of the second chamber intersects the outlet valve seat, the exhaust cycle in the second chamber ends, the exhaust valve closes. After 69 degrees (the angle may vary depending on the particular engine layout), the sector edge of the first chamber intersects the inlet valve seat, isolating the working cavity from the inlet channel of the head of the unit, gas exchange stops, the intake cycle of the first chamber is completed, the compression cycle in the first chamber begins. Then, after 33 degrees (the angle may vary depending on the layout of a particular engine), the sector edge of the second chamber intersects the intake valve seat and the intake cycle of the second chamber begins, a feature is that the intake valve remains open throughout this angle due to the fact that one intake cycle follows immediately after another. After another 309 degrees, the compression cycle is completed, the mechanism occupies the TDC position and the cycle of the first chamber is repeated. After another 18 degrees, the sector edge of the second chamber overlaps the inlet valve, the compression cycle begins, the cycle of the second chamber is repeated.

Claims (3)

1. A spherical internal combustion engine, comprising a detachable fixed body, comprising an internal spherical chamber with two working chambers, inlet and outlet channels, a gas distribution mechanism, characterized in that the detachable fixed body consists of a block and a block head, in which hemispheres of the internal spherical chamber are located at the same time, a sector is installed in the head of the block, containing two combustion chambers, which is kinematically connected by means of a gear transmission to the gas distribution mechanism des of the odromic type, and in the block there is a ball belt with a rigidly fixed friction disk, dividing the internal spherical chamber of the engine into three not communicating parts: two working chambers and a crankcase, a crankshaft with a cantilever arrangement of the waist neck and a spring ring made with the possibility of pressure on the friction a disk with the formation of a synchronization system, while the center of the spherical chamber is located on the intersecting axes of the ball belt, sector and crankshaft, and the ball belt and sector are connected between oboj and rotatable together with the crankshaft, which is rigidly fixed to the flywheel. 2. The spherical internal combustion engine according to claim 1, characterized in that the ball belt and the sector are installed with a gap in the block and the block head, respectively. 3. The spherical internal combustion engine according to claim 1, characterized in that the crankshaft and sector are installed in cups made in the form of two sleeves and containing sliding bearings rigidly attached to the block and the head of the engine block, respectively.

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