RU8056U1 - ROTARY INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

1. A rotary internal combustion engine comprising a housing in the form of a hollow disk with a cavity of a toroidal or other form of rotation, a disk rotor located inside the housing and made with a maximum cross section coinciding with the cross section of the housing, at least two pistons located in peripheral regions the maximum cross-section of the rotor, at least one pair of sealing valves installed on diametrically opposite sides of the housing with the possibility of extension under the action of the corresponding mechanisms and interactions with the surface of the rotor with the formation of temporary combustion and compression chambers, a receiver with inlet and outlet valves, exhaust and inlet nozzles located on both sides of one of the pair’s sealing valves, characterized in that the sealing valves are designed to be re-heated by the rim of the rotor, while the inlet and outlet valves of the receiver are placed on both sides of the other of the sealing valves of the pair, and the rotor is made with at least two cam-shaped protrusions Having the same configuration formed smoothly varying diameters rotor surface portions intended to cooperate with corresponding zadvizhkami.2. The engine according to claim 1, characterized in that in the gasoline version, a direct injection fuel valve and a spark plug are passed through the housing into the combustion chamber. The engine according to claim 1, characterized in that in the diesel version, a fuel supply valve made in the form of a plunger pair is passed through the housing into the combustion chamber. The engine according to claim 1, characterized in that the roto

Description

Rotary internal combustion engine

The proposal relates to engine building and is intended for use in the creation of motorcycles, automobiles, wheeled and tracked tractors, river and sea boats. In addition, the proposal can be applied in the design

water, fuel and oil transfer pumps, garden

i units, generator sets, compressors.

Of the common designs of rotary engines (RD), the most promising are considered to be RDs with working elements that make an unambiguous, in particular, rotational movement. In this case, the working element means a group of parts that perceives the gas pressure created in the working chamber and transforms it into rotational motion.

Known RD with sealing valves that move reciprocally in the rotor (see, for example, US patent No. 4171902 F 02 B 53/00, 1979), or pivotally fixed in the sector cavities of the rotor (see, for example, autosweet. USSR No. 1255718 F 01 C 1/38, 1986).

The disadvantages of such taxiways are associated in one case with significant alternating loads from the masses of the sealing valves, which leads to increased wear and tear on the housing surface, as well as increased vibration, and in the other case, to low efficiency of sealing the interface

hinges with a housing and a rotor, which determines the high thermal and mechanical loads of these mates and, as a result, shortens the life of the taxiway.

Closest to the proposed is an internal combustion engine comprising a housing in the form of a hollow disk with a toroidal cavity at the periphery, a disk rotor located inside the housing and made with a cross section / matching in shape with the cross section of the housing, flat pistons,

located in the peripheral areas of the rotor, sealing valves installed in the recesses of the housing with the possibility

alternately extending from them and re-warming by means of a cam drive and creating temporary combustion and compression chambers, exhaust and inlet pipes made in the walls of the body on either side of each of the sealing valves (see application Germany No. 33321461 F 02 B 53/02, 1985 )

The disadvantages of this taxiway are the difficult implementation of the control valve of the sealing valves and low permissible loads on thin, not supported by the piston. These shortcomings ultimately explain the limited area of practical use of the known taxiway.

The objective of the proposal is to simplify the design of the taxiway with an increase in the manufacturability of its manufacture, operational reliability and durability, maintaining the symmetry of the application of loads on the structural elements regardless of their wear, and also reducing shock loads on the rotor when the gate valves act on it.

2

.1 The problem is solved in that in the taxiway containing

case in the form of a hollow disk with a toroidal cavity or other Forg / 1st rotation, disk f) OTop, placed inside Kotiiiyca and made with a maximum cross section coinciding with the cross section of the body, at least two pistons located in the peripheral regions of the maximum cross section the rotor, at least one pair of seals; their valves installed on diametrically opposite sides of the housing with the possibility of extension under the action of appropriate mechanisms and interaction with the surface of the rotor with the timing of the combustion and compression chambers, a receiver with intake and exhaust valves, exhaust and intake

branch pipes located on either side of one of the seals; their

pair valves, - sealing valves are made with the possibility

reverse heat under the action of the rim of the rotor, while

receiver inlet and outlet valves are located on both sides

the other of the pair’s sealing valves, and the rotor is made with at least two cam-shaped protrusions having the same configuration formed by smoothly varying diameters of the rotor surface sections intended to interact with the corresponding valves.

A number of particular essential features of the invention contribute to solving this problem.

In the gasoline version, a direct injection fuel valve and a spark plug are passed through the housing into the combustion chamber.

3 In the diesel version, into the combustion chamber through the housing

the fuel feed valve, made in the form of a plunger pair, is missing.

The rotor can be made with the possibility of forced rotation to ensure operation in compressor mode.

In Fig.1 and 2, respectively, longitudinal and transverse sections of the proposed RD internal combustion engine, and Fig.3, a - 3, e shows the four phases of the gas-dynamic cycle proceeding in it.

RD has a fixed housing 1 (figure 1) in the form of a hollow disk

with a toroidal cavity on the periphery.

Inside the housing 1 there is a disk rotor 2, the maximum

the cross section of which coincides with the cross section of the housing 1. On the diametrically opposite sides of the housing 1, for example, a pair of sealing plates 3 are installed in its recesses, which can be extended by the corresponding mechanisms, in particular spiral springs 4, interact with the surface of the rotor 2 and form temporary the combustion and compression chambers, and when in contact with the peripheral areas (rim) of the rotor 2, recessed into the recesses of the housing 1. In the peripheral areas of the maximum cross section p From the opening 2, there are pistons 5 provided with piston rings b or other sealing elements to provide compression in the toroidal cavity. The rotor 2 is made with at least two cam-shaped protrusions having the same configuration formed by smoothly varying diameters of the rotor surface sections intended to interact with the corresponding

4

valves 3. On either side of one of the sealing valves

(left in FIG. 1) there are exhaust pipes 7 for exhaust exhaust from the combustion chamber and inlet pipes 8 for supplying atmospheric air to the combustion chamber. The intake valves 9 and exhaust valves 10, respectively, supply air from the compression chamber to the receiver 11, designed to accumulate compressed air, and the output of compressed air from the receiver 11 to combustion chamber.

In a diesel version, a fuel supply valve 13, made in the form of a plunger pair, is passed through the housing 1 into the combustion chamber. In the gasoline version, a direct fuel injection valve 2 and a spark plug 13 are passed into the combustion chamber through the housing 1. Valves 9,10, 12 and the spark plug 13 have a drive to put them into operation at the right time. The combustion chamber and the compression chamber are indicated in FIG. 1 by 14 and 15, respectively.

The operation of this internal combustion engine is as follows.

When the rotor 2 rotates inside the housing 1 counterclockwise, the sealing valves 3, which are supported by the rim of the rotor 2, move to their extreme position by compressing the springs 4. In this case, the valves 3 move from the position overlapping the toroidal cavity of the housing 1 to the position that opens this cavity for the passage of the pistons 5. After the passage of the pistons 5, the valves 3 under the action of the spring 4 return to their original position, overlapping the toroidal cavity of the housing 1.

in the process of rotation of the rotor 2 inside the housing 1, four phases of the gas-dynamic cycle proceed (Fig.

In position 1, the valves 3 are close to the extreme open position. All valves are closed. In the compression chamber 15, atmospheric air is sucked in, in the combustion chamber 14 is the working stroke. In the receiver 11 is air compressed during the previous measure.

In position P, the valves 3 are in the extreme open position, all valves are closed. The exhaust pipe 7 is open and an exhaust occurs in the combustion chamber 14. In the compression chamber 15, suction continues.

In the position of the valve 3 are close to the extreme open position. In the combustion chamber 14, exhaust continues. All valves are closed. In the compression chamber 15, air moves over the thickness of the valve. After passing rotor 2

provisions i.e. after passing pistons 5 positions

valves 3, the latter, under the action of the springs 4, move to their extreme closed position and come into contact with the rotating rim of the rotor 2. As the rotor 2 rotates, new closed poles / sti are created behind the valves 3.

In position IV, after the rotor 2 passes the exhaust valve 10, this valve opens and compressed air is supplied from the receiver 11 to the combustion chamber 14. Subsequently, fuel is supplied to the combustion chamber 14 through the fuel supply valve 12 / in the form of a plunger pair in diesel design or direct injection fuel in gasoline performance. Further / in the gasoline version / a spark is supplied to the spark plug 13. In this chamber cavity

combustion 14 is the ignition of the working mixture and begins the stroke. At this time, the exhaust continues in the other cavity of the combustion chamber 14. In the cavity of the compression chamber 15, which was formed behind another valve 3, a new intake of atmospheric air begins. Thus, in this engine, all phases of the gas-dynamic cycle flow simultaneously, but in different cavities.

In position V, the valves 3 are in an intermediate position. In one cavity of the combustion chamber 14, the working stroke continues, in the other, the exhaust. In one cavity of the compression chamber 15, atmospheric air is sucked in, in the other, its compression. In this case, the inlet valve 9 for supplying air to the receiver 11 is open, the exhaust valve 10 for air from the receiver 11 is closed, in the compression chamber 15, air is compressed, which accumulates in the receiver 11.

Behind position V, position 1, but with reference to another piston 5. Further, this part 5 passes the positions IT, IJ.I, IV and V and the whole cycle is repeated. Periodic repetition of the considered gas-dynamic cycles ensures obtaining useful mechanical power on the output shaft.

In the above scheme, for one revolution of rotor 2, two complete gas-dynamic cycles are performed. With a different number of pistons 5, valves 3 and auxiliary units 7-13, the number of cycles per revolution may be different.

Several buildings 1 can be combined by a common shaft, forming a multi-row taxiway.

7

Claims (4)

1. A rotary internal combustion engine comprising a housing in the form of a hollow disk with a cavity of a toroidal or other form of rotation, a disk rotor located inside the housing and made with a maximum cross section coinciding with the cross section of the housing, at least two pistons located in peripheral regions the maximum cross-section of the rotor, at least one pair of sealing valves installed on diametrically opposite sides of the housing with the possibility of extension under the action of the corresponding mechanisms and interactions with the surface of the rotor with the formation of temporary combustion and compression chambers, a receiver with inlet and outlet valves, exhaust and inlet nozzles located on both sides of one of the pair’s sealing valves, characterized in that the sealing valves are designed to be re-heated by the rim of the rotor, while the inlet and outlet valves of the receiver are placed on both sides of the other of the sealing valves of the pair, and the rotor is made with at least two cam-shaped protrusions Having the same configuration formed smoothly varying diameters rotor surface portions intended to cooperate with corresponding valves.  2. The engine according to claim 1, characterized in that in the gasoline version, a direct injection fuel valve and a spark plug are passed through the housing into the combustion chamber.  3. The engine according to claim 1, characterized in that in the diesel version, a fuel supply valve made in the form of a plunger pair is passed through the housing into the combustion chamber. 4. The engine according to claim 1, characterized in that the rotor is made with the possibility of forced rotation to ensure operation in compressor mode.