RU96398U1 - ROTOR-PISTON INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

1. A rotary-piston internal combustion engine containing a cylindrical body, with a cylindrical rotor coaxially mounted on the output shaft, pistons located radially in the annular space between the body and the rotor, dividing this space into working chambers of variable volume, and a gas exchange window, and on the inner the cylindrical surface of the housing and the outer cylindrical surface of the rotor have cavities, the number of which corresponds to the number of pistons, while the pistons are made cantilever in the form of cylindrical rollers, while! d = h1 + h2,! where d is the diameter,! h1 is the distance between the body and the rotor,! h2 is the depth of the bottom, and! l2 <2d,! where l2 is the length of the cavity on the outer cylindrical surface of the rotor, characterized in that! l1> 2d,! where l1 is the length of the cavity on the inner cylindrical surface of the body. ! 2. The rotary piston engine according to claim 1, characterized in that the output shaft is made single and rigidly connected to the rotor.

Description

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

Known rotary piston internal combustion engine (Khanin NS, Chistozvonov SB Automobile rotary piston engines. Moscow, Engineering. 1964 p.30-32) with four sector pistons of circular cross section, moving unevenly rotationally inside an annular mountain cylinder. The pistons are pivotally coupled to a special motion conversion mechanism that provides the piston law of motion required for the implementation of the operating cycles and uniform rotation of the output shaft.

The disadvantage of this engine is the difficulty of manufacturing the mountainous surface of the cylinder, the difficulty of sealing the pistons in the area of attachment of the lever mechanism passing from the inside through the cylinder, low efficiency of the movement conversion mechanism itself.

Known rotary piston internal combustion engine, the closest in technical essence to the claimed, adopted as a prototype (RU No. 2170354 C1, F01C 1/063, 1999.10.28). The rotary piston internal combustion engine comprises a cylindrical housing coaxially with which a cylindrical rotor is mounted on the output shaft, pistons located radially in the annular gap between the housing and the rotor, dividing this space into working chambers of variable volume, and a control mechanism. The cylindrical rotor is made in the form of two bearing disks, with four pistons pairwise rigidly fixed on them, in the form of sector vanes, each of the bearing disks with two piston vanes mounted on its shaft. The piston control mechanism is a closed four-link, each link of which is made in the form of an articulated triangle, two vertices of which are in contact with the contour of a complex path described by eight arcs of three different radii, and one of its vertices is connected with the piston blade.

The disadvantage of this engine is the complex control mechanism in the form of a closed four-link. Such a mechanism is technically complicated, has large friction losses, has a large number of extremely loaded elements and, therefore, reduces the mechanical efficiency of the engine, worsens its reliability and durability as a whole. Such an engine cannot compete with a piston engine with an ordinary crank mechanism.

The objective of the invention is to simplify the design and increase the reliability of a rotary piston internal combustion engine, which could in some cases replace piston internal combustion engines.

The technical result consists in increasing the efficiency of fuel energy use, reducing torque losses during the working stroke, increasing the mechanical efficiency of the engine, improving the tightness of the working volumes.

The task and the specified technical result is achieved by the fact that in a rotary piston internal combustion engine containing a cylindrical housing coaxially with which a cylindrical rotor is mounted on the output shaft, pistons located radially in the annular gap between the housing and the rotor, dividing this space into working chambers variable volume, and the gas exchange window, according to the invention, depressions are made on the inner cylindrical surface of the housing and the outer cylindrical surface of the rotor The property of which corresponds to the number of pistons, while the pistons are made loose-carrying in the form of cylindrical rollers with a diameter of:

d = h ₁ + h ₂

where d is the piston diameter,

h ₁ - the distance between the housing and the rotor,

h ₂ - the depth of the depression.

The length of the trough on the inner cylindrical surface of the housing and the bottom of the trough on the outer cylindrical surface of the rotor are

l ₁ > 2d

l ₂ <2d

where l ₁ - the length of the cavity on the inner cylindrical surface of the housing,

l ₂ - the length of the cavity on the outer cylindrical surface of the rotor.

The output shaft is made uniform and rigidly connected to the rotor.

The implementation of depressions on the inner cylindrical surface of the housing and the outer cylindrical surface of the rotor allows much more efficient than in the prototype control mechanism to transmit torque from the piston to the engine output shaft, since there are no joints, transmission links and complex profiled surfaces.

The cavity on the inner surface of the housing emphasizes the motionless piston and thereby creates the possibility of compression or expansion of the working fluid. The length of this cavity determines the degree of compression of the engine and prevents the possibility of collision of the piston rollers; therefore, its arc length is l ₁ > 2d.

The depression on the outer cylindrical surface of the rotor allows the gas pressure force to be transmitted through the moving piston roller to the rotor and the motor output shaft rigidly connected to it. Moreover, the shoulder of the gas pressure force, unlike any other volumetric internal combustion engines, is constant, since there are no transfer links between the piston and the output shaft in the control mechanism. This greatly increases the heat efficiency of the burned fuel. In addition, the cavity on the rotor allows the rollers to alternate places, but does not allow simultaneous movement with the rotor, since the length of its arc is l ₁ <2d and only one piston roller can enter this cavity.

The number of depressions must necessarily correspond to the number of pistons, since one roller-piston always serves as an emphasis to create pressure in the working volume, and the other is the leading one for the rotor and the output shaft of the engine. Since each roller piston has a diameter larger than the annular gap between the housing and the rotor, it can only be located in the cavity. In each cavity, for the most part of the rotation of the rotor (output shaft), only one roller-piston should be placed, but at the moment of changing the rollers in the long cavity of the housing, two rollers can briefly be located. If two roller pistons remain in the same cavity of the housing, their mutual alternation and, accordingly, the duty cycle of the engine will be violated.

The execution on the cylindrical surfaces of the housing and rotor cavities allows you to:

- periodically connect to the motor shaft exactly the piston that is leading at a given revolution of the shaft;

- automatically change the pistons in places;

- effectively transmit and use fuel energy more fully, since the shoulder of the gas pressure force from the piston to the shaft remains constant throughout the entire stroke;

- eliminate unnecessary, as in the prototype, hinges and connections between the pistons and the motor shaft, thereby eliminating unjustified friction losses, leaks in numerous seals, increasing the reliability of the entire device as a whole, simplifying the design and reducing its cost;

- make the output shaft of the engine unified and rigidly connected to the rotor, which greatly simplifies the design.

The pistons are self-supporting, since this is what allows them to swap places and carry out a new thermodynamic cycle with each new revolution, and effectively transmit torque to the engine shaft.

The cylindrical shape of the pistons contributes to their self-sealing along the generatrix surface, both from the housing side and from the rotor side. In addition, sliding friction along the piston generators partially transforms into rolling friction, which significantly reduces friction losses, makes the wear of pistons and mating cylindrical surfaces more uniform.

The diameter of the pistons is taken greater than the distance between the housing and the rotor by the value of the depth of the cavity, i.e. d = h ₁ + h ₂ . The depth of the troughs on the housing and the rotor is the same and is equal to h ₂ ; it allows you to create an emphasis for transferring forces from expanding gases to the housing through the stationary piston and to the rotor through the lead piston.

The device is illustrated by drawings, where Fig. 1 shows a structural view of a rotary piston engine, and Fig. 2 is a diagram of a thermodynamic cycle.

The rotary piston engine (FIG. 1) comprises a cylindrical housing 1 closed by side covers (not shown conventionally in FIG. 1), a cylindrical rotor 2 mounted coaxially inside the housing 1 on the output shaft 3 of the power take-off. In the annular gap between the housing 1 and the rotor 2, at least two pistons 4 and 5 are installed, made in the form of cylindrical rollers dividing this space into working chambers of variable volume. Pistons 4 and 5 in length correspond to the width of the housing 1 and rotor 2, and their diameter is

d = h ₁ + h ₂

where d is the piston diameter,

h ₁ - the distance between the housing and the rotor,

h ₂ - the depth of the depression.

Therefore, they can only be located in the cavity 6 of the housing 1 and in the cavity 7 of the rotor 2. The gas exchange system of the engine is made in the form of a single window 8, which performs the functions of the inlet and outlet of the working fluid. The implementation of the gas exchange system of the engine in the form of a single hole, which performs the functions of both the inlet and outlet windows, corresponds to the sequence of flows in the general thermodynamic cycle of the engine. The duration of the intake and exhaust cycles in the proposed engine is longer than in the prototype, therefore, for normal gas exchange, the through section of one window is sufficient. The engine also has a spark plug 9 and a nozzle 10 for fuel injection, which in the proposed structural embodiment of the engine are installed in the same plane.

The engine operates as follows.

At the beginning of a new cycle (figa), the rotor 2 moves with the piston 4 by inertia, partially absorbing the energy stored during the previous working stroke. In this case, the piston 5 is stationary. After the piston 4 passes through the window 8 between the pistons 4 and 5 and the cylindrical surfaces of the housing 1 and the rotor 2, a working chamber of variable volume is formed. The volume of the chamber decreases due to the rotation of the rotor 2 and the movement of the piston 4. The pistons 4 and 5 under the action of increasing pressure in this chamber diverge in different directions: the piston 4 lags behind the rotation of the rotor 2 and moves to the trailing edge (along the rotation) of its cavity 7; the piston 5 moves along the rotation of the rotor 2 and abuts against the leading edge of the cavity 6 of the housing 1. With further rotation of the rotor 2 due to inertia and the piston 4 approaching the piston 5, the working medium (air) is compressed (fig.2b). The pistons approach each other until the piston 4, which moves together with the rotor 2, aligns with the trailing edge of the cavity 6 of the housing 1. The compressed air pressure forces the piston 4 to exit the cavity 7 of the rotor 2, moves to the cavity 6 of the housing 1 and press against its back ( direction of rotation) edge. Through the minimum angle of rotation of the rotor 2 (specified by the length of the cavities 6 and 7), the piston 5 moves under the influence of the same pressure from the cavity 6 of the housing 1 into the cavity 7 of the rotor 2 and is pressed to its front (in the direction of rotation) edge. In this position, the maximum compression ratio is achieved in the volume of the combustion chamber between the pistons 4 and 5. Thus, under the pressure of the compressed working fluid (air) during rotation of the rotor 2, the pistons 4 and 5 change places (Fig.2c). At this moment, fuel is injected into the combustion chamber through the nozzle 10, a combustible mixture is formed, which is ignited by an electric spark from the candle 9. The engine travels (Fig. 2c). In this case, the piston 4 is stationary, located at the trailing edge of the cavity 6 of the housing 1 and serves as a stop for expanding gases and the movement of the piston 5, which, resting against the front edge of the cavity 7, pushes the rotor 2. After about half a revolution of the output shaft 3 with the rotor 2, the piston 5 passes through the window 8, the exhaust gas is released (Fig. 2d) and at the same time the fresh air volume is cut off for the next cycle between the pistons 5 and 4.

The described device and the principle of the engine allow us to conclude that the loss of torque in it is minimized. Indeed, the shoulder of the action of the pressure force of expanding gases through the piston to the engine shaft is always maximum and does not change throughout the entire stroke. In addition, there are no transmission links from the piston to the shaft which, as in the prototype, can have gaps that are harmful to transmitting torque, not effective current kinematic parameters for its full implementation. Thus, it can be argued that the mechanical efficiency of the proposed engine is greater, and the fuel energy efficiency is higher than in the prototype. In addition, under the pressure of the working fluid, the pistons self-seal on cylindrical surfaces simultaneously between the piston and the housing and between the piston and the rotor. This improves the tightness of the working compartments of the engine and contributes to the correct course of the thermodynamic cycle.

This invention is at the stage of laboratory testing. Made a demonstration model of the invention.

Claims (2)

1. A rotary piston internal combustion engine comprising a cylindrical housing coaxially to which a cylindrical rotor is mounted on the output shaft, pistons located radially in the annular gap between the housing and the rotor, dividing this space into working chambers of variable volume, and a gas exchange window, moreover, on the internal the cylindrical surface of the housing and the outer cylindrical surface of the rotor are hollows, the number of which corresponds to the number of pistons, while the pistons are free-bearing in the form of cylindrical rollers, while d = h ₁ + h _2, where d is the diameter h ₁ - the distance between the housing and the rotor, h ₂ - the depth of the depression, and l ₂ <2d, where l ₂ is the length of the cavity on the outer cylindrical surface of the rotor, characterized in that l ₁ > 2d, where l ₁ is the length of the cavity on the inner cylindrical surface of the housing. 2. The rotary piston engine according to claim 1, characterized in that the output shaft is single and is rigidly connected to the rotor.