WO2004088110A1

WO2004088110A1 - Rotary engine with alternated shifting rotors

Info

Publication number: WO2004088110A1
Application number: PCT/CN2004/000266
Authority: WO
Inventors: Liangji Meng
Original assignee: Liangji Meng
Priority date: 2003-03-29
Filing date: 2004-03-29
Publication date: 2004-10-14
Also published as: CN100458118C; CN1439797A

Abstract

The invention discloses a rotary engine with alternated shifting rotors. The engine uses alternating motion of two spaced rotors with rotary vanes. When angular velocity varies alternately, the angle between two adjoining vanes varies circularly, so that the corresponding space expands and contracts and thus the intake, compression, working and exhaust processes are completed. The invention can also be used as a rotary pump. The invention is not so complex as the reciprocating engine, and compared with Wankel engine, the invention has not the defects of poor sealing performance, overlap between intake and discharge, limited compression ratio and so on.

Description

TECHNICAL FIELD

'' The present invention belongs to the field of machine manufacturing, and generally relates to a machine in which the internal volume cyclically expands and contracts. More specifically, the present invention relates to an interactive variable speed dual rotor engine. Obviously other machines, such as pumps and compressors, that make use of this cyclic volume change are also involved. Background technique

As far as the engine is concerned, taking the use of a real vehicle engine as an example, most of them use a reciprocating piston engine as shown in FIG. 1. Among them, 11 is a cylinder, 12 is a piston, 13 is a connecting rod, 14 is a crank, 15 is a crank journal, and 16 is an oil pan. The description of the operation process of this engine is omitted.

The disadvantages of the piston engine are: the reciprocating inertia of the piston limits the further increase of the rotational speed; a valve distribution mechanism must be provided, resulting in a complex structure of the whole machine and difficulty in weight reduction. For example, from 1999 to 2000, the United States successfully developed a single-armed aircraft. The use of a reciprocating piston engine increases the mass of the machine as power increases, and it can never take off. It was only successful when it was replaced with a triangular rotor engine, and it was named annual One of the top 100 major science and technology in the world (reproduced in a series of domestic "Reference News").

Very few vehicles, such as the RX-7 TYPE RB produced by Mazda, use a triangular rotor engine as shown in Figure 2. Among them, 21 is the intake hole, 22 is the exhaust hole, 23 is the engine case, 24 and 25 are spark plugs, 26 is the delta rotor, and 27 is the fixed gear on the body. (This picture is taken from Wu Zhimin, an automobile teaching and research office of Jilin University of Technology. (Second edition, October 1987, Figure 11-2 on page 297 of the “Automobile Structure” published by People's Communications Press and simplified slightly). In the triangular rotor 26, the hole is matched with the connecting rod journal of the crankshaft, and the ring gear is provided with an internal ring gear. When the triangular rotor 26 rotates clockwise and meshes with the external teeth of the fixed gear 27 and the connecting rod journal of the crankshaft revolves around the main journal of the crankshaft, the corner tops of the triangular rotor 26 and the engine case 23 The inner wall of the is always fitted and the inner space is divided into several independent spaces. These independent spaces undergo periodic volume expansion and contraction during operation, and their laws meet the requirements of four-stroke engines.

However, although the rotor engine has inherent advantages over the piston engine in theory, and has greatly improved NOx emissions (for details, see the aforementioned "Automobile Construction" pages 295-309), this type of rotor engine exists in practical applications The following defects: only a line contact seal can be arranged at the corner top of the triangular rotor, the seal reliability is poor, and there is leakage when the corner top passes through the spark plug hole on the inner wall; the combined operation of the revolution and rotation of the rotor is not good for starting ; Inlet and exhaust holes open to the same cavity when the corner tops do not separate them Exhaust gas overlaps, and the low-speed performance is poor. The compression ratio is limited by the shape of the inner surface and the rotor, which is not conducive to the improvement of efficiency. It is difficult to apply to diesel engines. Only one work stroke can be set, and the entire machine is subject to uneven force and thermal load; Manufacturing and maintenance require special equipment. As a result, it has had very few applications since its invention in 1957. According to the technical data on pages 226 to 297 of "2002 Global Famous Car Catalog" (ISBN 7- 80155- 388-8) published by China Price Publishing House, nearly 2,000 models of this engine were produced by major domestic and foreign automobile manufacturers in 2002. Among the models, only the above one is adopted.

Therefore, it is urgent to develop a new type of rotor engine to overcome the shortcomings of the above engines. Summary of the Invention

The object of the present invention is to provide a new-structured rotor engine that can overcome all the aforementioned shortcomings and relative shortcomings of the conventional reciprocating piston engine and the triangular rotor engine.

The invention discloses an interactive variable-speed dual-rotor engine, which includes: an internal working chamber with variable volume circulation; an air inlet and an exhaust port, which further includes: two rotors, where the two rotors are nested with each other, so that The attached turn pages are spaced from each other; and an interactive speed change mechanism that makes the turn pages make a cyclic differential circular motion and makes the included angle between the turn pages cyclically change with the differential circular motion, thereby making the corresponding Space volume cyclically expands and contracts.

Preferably, there is no phenomenon that any one of the rotors stops rotating at any moment of the circular motion.

Preferably, the interactive transmission mechanism may be composed of an oval gear pair, a reverse double crank, or a sheave pair. Preferably, each of the rotors has an even number of turning pages evenly distributed along the circumference, and the interactive transmission mechanism adopts an odd number of couplings. The first and last shafts are respectively connected to the two rotors, and the intermediate shaft is used as the starting and output shaft.

Preferably, each of the rotors has an even number of turning pages evenly distributed along the circumference, and the interactive transmission mechanism adopts an odd multiple coupling, and the front and rear shafts are merged, wherein at least one of the gears of the original belt of the shaft and the combined shaft sleeve are empty. Intermediate shafts are correspondingly added with semi-interactive shift pairs.

The rotor engine of the present invention replaces pistons, connecting rods, crankshafts with straight shafts, rotors, and interactive speed change mechanisms, without valves, valve stems, camshafts, timing gear pairs, and other gas distribution mechanism parts, and has no components that generate reciprocating inertia. In addition, the inner wall of the cylinder with the shape of a rotating body (or the inner wall of the body with the shape of a rotating body of the rotor instead of the cylinder) is used without a crankshaft. The structure is simplified. The compression ratio can be arbitrarily designed, which is more convenient for manufacturing and maintenance. Ring engine (ie hollow). The starting and output modes remain the same. Even the output shaft can be lower than the rotor shaft (which can be considered as the main shaft of the whole machine), the overall arrangement of the whole vehicle is more convenient when applied to the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

In order to further explain the structure, effects, and advantages of the interactive variable-speed dual-rotor engine of the present invention, the present invention will be described in detail below with reference to the drawings and specific embodiments.

FIG. 1 is a working schematic diagram of a conventional reciprocating piston engine;

Figure 2 is a schematic diagram of the operation of a triangular rotor engine;

3 is a schematic diagram showing a rotor movement process of an interactive variable speed dual-rotor engine according to the present invention; FIG. 4 is a schematic diagram illustrating the principle of a first embodiment of the interactive variable speed mechanism of the present invention; A schematic diagram of a second embodiment of an interactive speed change mechanism;

FIG. 6 is a schematic diagram of a third embodiment of the interactive transmission mechanism used in the present invention; FIG.

Figures 7 (a) and 7 (b) show two examples of ignition work positions that can be distributed uniformly along the circumference when the number of pages turned by the two rotors is different;

FIG. 8 is a simplified structural development view of an embodiment of an interactive variable-speed dual-rotor engine of the present invention; FIG. 9 is a simplified isometric view of the embodiment of FIG. 8, and the secondary elements such as a cylinder, a bearing, a seal, a key, and a keyway are omitted in the figure Details, and for the sake of illustration, the teeth of the gear are simplified into lines on the corresponding cylinder (obviously not limited to straight teeth), where the dotted line indicates the sealing position on a page turning;

FIG. 10 is a schematic structural diagram of another interactive transmission mechanism that can be used in the present invention; FIG.

11 is a schematic diagram of a first embodiment of an interactive transmission mechanism used in the present invention;

FIG. 11A is a schematic diagram showing a structural variation of the first embodiment of the interactive transmission mechanism of the present invention; FIG. 12 is a schematic diagram showing a structural variation of a two-rotor combination used in the present invention;

FIG. 13 is a cross-sectional view of the structure at the dotted line in FIG. 9 and surrounding portions during implementation; and

Figure 14 shows one half of a weather strip circuit, the other half is the same and can be docked left and right with notches. detailed description

The following describes from the rotor movement process and the key mechanisms to achieve this rotor movement process.

Rotor movement process

Please refer to FIG. 3, which is a schematic diagram of a rotor movement process of an interactive variable-speed dual-rotor engine according to the present invention. Among them, represents the inner wall of the cylinder; 0 ₃ represents the axis of the rotor's circular motion; A ₃ B ₃ and C ₃ D ₃ respectively represent two rigid rotors. In order to distinguish the two rotors, A ₃ B _{3 is} disconnected in the illustration; ¾ is Spark plug; F ₃ is the air inlet; G ₃ is the exhaust. In the following description, A ₃ 0 ₃ , B ₃ 0 ₃ , C ₃ 0 ₃ , and D ₃ 0 _{3 are} referred to as page turning (It should be noted that the page turning itself has a thickness, and the seal on the end surface in contact with the cylinder wall At this time, the intake and exhaust ports should be covered exactly. Once the clockwise movement described later occurs, the two air holes will gradually open to full open. Gradually closed to fully closed). In the position shown in Figure 3, go to page A ₃ 0 ₃ and! ) The angle between ₃ 0 ₃ , B ₃ 0 ₃ and C ₃ 0 ₃ is 60 °; the turning angle between page 0 ₃ and ( ₃ 0 ₃ , B ₃ 0 ₃ and D ₃ 0 ₃ is 120 °. The invention will be such The two angles are called the initial angle. The principle of the present invention is: while the rotor C ₃ D ₃ rotates 120 ° clockwise, the deceleration drives the rotor A ₃ B ₃ to rotate 60 ° in the same direction, that is, the two rotors reach each other The position of the opposite party. After the master-slave relationship is exchanged, the next similar process can be realized, which can be infinitely cyclic motion. During this movement, the angle between the two rotors has changed, making the corresponding four The volume of some independent spaces has changed. When spark plugs, air inlets and exhaust ports are provided as shown in Figure 3, it can be designed to perform work between A ₃ 0 ₃ D ₃ , and D ₃ 0 ₃ B ₃ discharges the work after the last work. Exhaust gas, B ₃ 0 ₃ C ₃ inhalation, C ₃ 0 ₃ A ₃ compression process. And, the new positions of the pages C ₃ 0 ₃ and A ₃ 0 ₃ at the end of compression are 0 as shown in the figure. ₃ , D ₃ 0 ₃ position, complete the preparation for re-ignition. By analogy, the remaining three independent spaces formed by the space inside the cylinder divided by the two rotors will also be phased out. Should reach the next position clockwise as shown in Figure 3, and change the volume. That is, the entire rotor mechanism is ready for the next similar operation.

When the A _₃₀₃ D ₃ has been ignited the gas can be compressed in the space shown in FIG. 3, the movement trend is actually generated page A _₃₀₃ turn anticlockwise rotation D and turn pages _₃₀₃ clockwise. In the present invention, by turning the pages D ₃ 0 ₃ and A ₃ 0 ₃ , that is, the rotors C ₃ D ₃ and A ₃ B ₃ use the average reduction ratio from C ₃ D ₃ to A ₃ B ₃ during this movement to be 2 : 1 deceleration mechanism to lock the page turning A ₃ 0 ₃ so that it cannot be separated from the page turning D ₃ 0 ₃ running counterclockwise on its own, and when receiving the torque T1 as shown in the figure due to air pressure, according to the following The force analysis will run clockwise with the rotor C ₃ D ₃ .

Before analysis, the friction resistance, suction resistance and exhaust resistance of the mechanism are ignored. Although the resistance generated by the compressed gas is greater than the first three, it is still too small compared to the huge expansion force generated after the compressed combustible gas mixture is ignited, which is simplified. When A _{_₃} 0 ₃ D ₃ enormous gas-fired internal pressure, acting to generate a torque T1 and T2 turn on page A _₃ 0 ₃ and D _₃ 0 _3, and T1 = T2. Turning pages A ₃ 0 ₃ and D ₃ 0 ₃ also receive torques T1 ′ and T2 ′ from the other side through the transmission mechanism connecting the two. The torques and directions are shown in Figure 3. According to the basic common sense of mechanics of deceleration and increasing torque, the torque T2 is transmitted to the turning page A ₃ 0 ₃ through the reduction mechanism of D ₃ 0 ₃ to A ₃ 0 _3. The torque T1 ′ generated will increase (the larger the reduction ratio, the more the increase Large), that is, Tl '> T2. Since T2 = T1, Tl'> T1. This means that page turning A ₃ 0 ₃ will turn clockwise in the direction of Tl. At the same time, when the torque T1 is transmitted to the turn page D ₃ 0 _{3 and} T2 'is generated, because the passing deceleration mechanism becomes a speed increasing mechanism due to the reverse of the transmission path, the torque T2' will decrease, that is, T2 '<T1, because T1 = T2, so T2 '<T2. This means that page turning D ₃ 0 ₃ will turn clockwise in the direction of T2.

The above conclusion is explained from the overall motion effect, that is, when the combustible gas is ignited to generate high pressure, its tendency to increase the volume to release energy will cause A ₃ 0 ₃ and D ₃ 0 ₃ to rotate while rotating clockwise. The angle is gradually increased to meet the requirements of gas release energy.

So far, the realization of the above-mentioned basic principles of the present invention will depend on the development of such a mechanism: Analysis said forwarding D _₃ 0 ₃ active page, the page turn process A ₃ 0 ₃ driven in, the mechanism can achieve D _₃ 0 ₃ A ₃ 0 to ₃ of the reduction gear. More importantly, the next process after the above process is completed, the page is transferred has reached illustrating the position D _₃ 0 ₃ 0 ₃ ₃ revolutions active page A, the page turn illustrated arriving turn pages A ₃ 0 ₃ position C ₃ 0 ₃ follows. The mechanism must provide new active-to-slave reduction gearing at the beginning of this next process, and this exchange must be able to cycle indefinitely. The present invention refers to such a mechanism as an interactive transmission mechanism, and three schemes of the interactive transmission mechanism will be provided below.

It should be noted that the mechanism must adapt to the high-speed operation of the rotor engine and the speed ratio changes smoothly. The ideal situation is that its transmission ratio is 1: 1 at the moment of exchange. In fact, this time is the time shown in Figure 3, and the rotor may reverse at this time. Referring to the piston engine shown in Figure 1, the moment when the rotor may rotate in the reverse direction is equivalent to the moment when the piston is at the top dead center. Once the dead point is crossed, the reversal will be impossible because the volume is reduced, but the flammable gas has been ignited and expanded. The solution for the piston engine is to add a flywheel with a large inertial mass of circular motion on the crankshaft to use the inertia to cross the dead point. The rotor in the present invention has a relatively large inertia of circular motion, and a flywheel may be additionally provided on an appropriate shaft. This axis will be specified again in subsequent embodiments.

Structure of an interactive transmission mechanism

The present invention specifically develops three types of interactive transmission mechanisms.

Macroscopically, the interactive transmission mechanism can be implemented by using appropriate incomplete gears, or a combination of gears plus a free-wheel clutch mechanism.

Referring to FIG. 10, reference numerals 102 and 103, 101, and 104 respectively indicate gears of the same specification, where the number of teeth of the gear 101 is half of the gear 102. Gears 101 and 104 are connected to their respective shafts through free-wheel clutch mechanisms (or both are incomplete gears with additional centerline rods and are fixedly connected to gears 102 and 103, respectively) to form such a transmission relationship: When a small gear meshes to drive a large gear, the large gear that is coaxial with the small gear cannot drive the pinion of the other shaft at this moment and the pinion (or the pinion of the other shaft) is empty due to the free-wheel clutch mechanism between the shafts. At this moment is in the toothless segment). Such a mechanism itself and the required starting mechanism are relatively complicated, and the present invention does not discuss it in depth, but only provides the idea of such an interactive transmission mechanism with reference to FIG. 10.

The following three types of interactive transmission mechanisms are the preferred choices of the present invention, of which the elliptical gear pair is most preferred. (First embodiment: oval gear pair)

Please refer to FIG. 4, which shows two identical ellipses _{4 a} and ₄ b, the focal points of which are respectively 8 ₄ , 8 ₄ and ( ₄ , D ₄ ; the major axes are M ₄ G ₄ , N ₄ G _4; short The axes are HJ ₄ and K ₄ L _{4 respectively} ; the isosceles triangles A ₄ B ₄ H ₄ and C ₄ D ₄ K ₄ have the same characteristics, and the base angles are 60 ° (actually 74. 56 ° in FIG. 4, It is used in subsequent embodiments.) When the ellipses 4a and 4b respectively have their own focal points A ₄ and ( ₄ as the axis, such as a pair of ellipses with elliptic curves as meshing lines) When circular gears are meshed and driven, although their meshing radii change at all times, they can be meshed forever, except that the meshing point G ₄ moves back and forth on a straight line A ₄ C ₄ . Here is a simple proof:

In office ellipse E ₄ taken points, find the curve G _₄ E ₄ of the same length (i.e., through the same number of teeth as a gear) a curve point F _{_₄} G ₄ F ₄ on an elliptical 4b, and a point E ₄ Relative to the point G _{4 is} left-right symmetrical. According to the definition of ellipse, A ₄ E ₄ + B ₄ E ₄ = D ₄ F ₄ + C ₄ F ₄ = M ₄ G ₄ = N ₄ G ₄ = A ₄ C ₄ o At the same time, A ₄ E ₄ and D ₄ F ₄ , B ₄ E ₄ = C ₄ F ₄ , and lj A ₄ E ₄ + C ₄ F ₄ = A ₄ C ₄ . It means that when point £ ₄ reaches line A ₄ C ₄ , point F ₄ also reaches line A ₄ C ₄ and coincides with point £ ₄ to form a new meshing point G ₄ (at this time the new point G ₄ is already on line A ₄ C ₄ moved horizontally). This proves that the elliptical gear can be meshed and transmitted after being paired. During continuous rotation, the point G ₄ is reciprocated horizontally, indicating that the transmission ratio between the two elliptical gears is cyclically changed. When point & _{4 is} at the midpoint of the straight line A ₄ C ₄ , that is, point, K ₄ or points J ₄ , L ₄ coincide as the meshing point G ₄ , the instantaneous transmission ratio between them is 1 because of the same instantaneous meshing radius: 1.

-Starting from the coincidence of points ¾ and K ₄ as the meshing point GJf, when the ellipse 4a rotates clockwise and the meshing point gradually reaches M ₄ , the ellipse ₄ b rotates counterclockwise and the meshing point gradually moves from 1 ( ₄ to N ₄ . In the process, the speed reduction transmission from elliptical ½ to 4b and the degree of deceleration increased from 1: 1; when turning to J ₄ and 1 ^ meshing, it is still the speed reduction transmission from ellipse 4a to 4b but the degree of deceleration is slowing down until 1: 1. In this process, the ellipse 4a turns <! ₄ which is 240 °, and the ellipse 4b turns β ₄ which is 120 °, and the average reduction ratio is 2: 1. When it continues to rotate until it meshes with 1 ( ₄ , it is The elliptical 4b to 4a reducer drives have an average reduction ratio of 2: 1.

Therefore, it can be known that the above-mentioned oval gear pair has a timely and smooth interactive speed change function. Through proper gear ratio gear halving transmission, 240 °: 120 ° becomes 120 °: 60 ° can be transmitted to the two rotors shown in FIG. 3 in time, which can ensure their cyclical interactive variable-speed transmission, and thus constitute Technical solution of the present invention.

(Second embodiment: reverse double crank)

The oval gear pair shown in FIG. 4 may be equivalent to a planar four-link mechanism called a reverse double crank shown in FIG. 5. In FIG. 4, the straight line A ₄ C _{4 is} equivalent to the fixed lever A ₅ C 5 shown in FIG. _{5; the} straight lines A ₄ B ₄ and C ₄ D _{4 are} equivalent to the crank A ₅ B ₅ shown in FIG. ₅ . C ₅ D ₅ ; The point and straight line distance during operation can be equivalent to the lever B ₅ D ₅ shown in Figure ₅ ; the component G ₅ can rotate on the plane of the mechanism and follow the fixed lever A ₅ C ₅ Slide while levers B ₅ D ₅ can be twitched in the part. When this mechanism is used in this solution, it is not more suitable for high-speed operation than the elliptical gear pair in terms of reliability and smoothness, and the component G ₅ will also generate reciprocating motion.

(Third embodiment: sheave auxiliary mechanism)

Groove wheel mechanism shown in FIG. 6, right triangle hypotenuse A ₆ A ₆ B C A ₆ B ₆ point ₆ of _6, ₆ B i.e. a fixed axis as the center, each of the longer cathetus of radius B ₆ C ₆ round wheels A ₆ , B ₆ (can be called grooved wheels). At the point C _{6 of the} wheel ^ and its point symmetrical with respect to the point 4 ₆ , two slotted teeth C ₆ and D ₆ with a cylindrical shape (cut into a crescent shape by interference) are set, and the straight line C ₆ D ₆ defines two vertical grooves E _{_6,} F _6. The design of the slot length is as dotted As shown by the small circle, the slot width is adapted to the slot teeth. As shown, the wheel is the same as the wheel ^ and is engaged with the wheel ^ after being turned. The angle α 'is 60 °, and the angle β' is 30 °. Since the time shown, eight wheel ₆ is rotated clockwise, the teeth which slot into the corresponding grooves wheel C ₆ B ₆ and B ₆ until the drive wheel is disengaged during the gear A ₆ is rotated 120 °, the rotation through 60 °. Continues to rotate, the teeth of the wheel groove G ₆ B ₆ A wheel into the groove in ₆ E ₆ A and ₆ until the drive wheel is disengaged, the gear B ₆ is rotated 120 °, the A wheel ₆ is rotated 60 °. It can be seen that the sheave pair is another type of interactive transmission mechanism. The above situation is based on the design principle of active high speed of slotted teeth and low speed of slot driven, and the design principle of active high speed of slotted teeth and low driven speed of slotted teeth can also be used. The specific structure shape can be simply inferred. Because of the unreliability of the sheave pair in this technical solution due to the exchange of uncertain moments that are disengaged from each other, and the sudden change of the speed ratio at this moment causes shocks and complex structures and other defects, it is not preferred. The specific structure, such as the cause of the interference and the solution of the structure.

In any one of the three appropriately designed interactive transmission mechanisms, the innovative technical solution of an interactive variable-speed dual-rotor engine can be realized by driving the appropriate transmission mechanism to the two rotors shown in FIG. 3 in time.

As a supplement, a comprehensive description of the technical solutions mentioned above is as follows:

Compression ratio

The compression ratio of the present invention is designed and adjusted by two parts. First, as shown in Fig. 3, the two rotors each have a symmetrical initial angle distribution of two pages. For example, instead of 120 ° and 60 °, 135 ° and 45 ° or 150 ° and 30. Etc., the compression ratio will change accordingly. Second, the structural thickness of the page itself occupies space, even if it is an initial angle allocation of 120 ° and 60 °. If the angle between the two sides of each page thickness direction is 53 °, the compression ratio can be adjusted to (120 ° -53 °): (60 ° -53 °). The specific design should integrate multiple factors of engineering application.

Rotor

When there is more than one ignition work position evenly distributed along the circumference, the force and heat load of the whole machine will be more evenly distributed. See Figure 7 (a) and 7 (b). Among them, Fig. 7 (a) is divided into 8 independent internal spaces with two ignitions, and Fig. 7 (b) is divided into 12 independent internal spaces with three ignitions, and so on. In order to clearly distinguish the turn pages of the two rotors, the turn page of one of the rotors is shown in the disconnected state. When the areas a1 and a5 are designed to perform ignition work at the time shown in FIG. 7 (a), the areas a2 and a6 are exhaust, the areas a3 and a7 are suction, and the areas a4 and a8 are compressed. When the regions bl, b5, and b9 are designed as combustion chambers at the time shown in FIG. 7 (b), the regions b2, 'b6, and blO are exhaust, the regions b3, b7, and bll are intake, and the regions b4, b8, and bl2 is compression. When the two rotors each have 8, 10 ... pages, the rest can be deduced by analogy. The sum of the two initial included angles that are compatible with the above rotor structure scheme are 90 °, 60 °, 45 °, 36 °, etc. (the corresponding design of the applicable interactive transmission mechanism is changed).

The rotor used in the present invention is different from the rotor pages shown in FIG. In addition to the composition of 82, the composition of the outer rotor 121 and the inner rotor 122 may also be as shown in FIG. The dividing surface between the two rotors is a small-angle conical surface, which is convenient for pressing the seal with a relatively small external axial elastic force to prevent the axial component of the gas pressure from pushing the sealing surface apart. In this rotor composition method, the combustion chamber is composed of the rotor body working surface and the turning page, and a semi-circular sealing ring with a hyperboloid working surface can be used, and the sealing structure is relatively simple. In order to save space, the detailed description of the specific structure of the rotor is omitted, and it is only indicated that it is more suitable for manufacturing a ring engine with a larger diameter (that is, the inner rotor is hollow and the engine body is annular). The working surface is shaped like a hole and appears as a part of an annular groove on the rotor body. The intake and exhaust are controlled by whether it is connected to another fixed intake and exhaust passage.

Cross gear

Take the oval gear pair shown in Figure 4 as an example. If the shafts of the two elliptical gears are directly driven to the two rotors, the two rotors move in opposite directions. This requires an additional reversing gear in the transmission line between an elliptical gear and the rotor. However, if the triple assembly shown by the solid line graph in Fig. 11 is adopted, the two axes of the head and tail are in the same direction. In addition, the reduction ratio of each stage can be reduced when the total reduction ratio is constant (for example, 2: 1) (corresponding to 1. 414: 1). This will bring two benefits: First, when the intermediate shaft is used to output power (also used for starting), the angular velocity of the shaft will change more smoothly, that is, it will run more smoothly. Second, the oval gear ratio with a small gear ratio will be large. The ellipse gear with a gear ratio is closer to a circle, and the dynamic balance is easier to adjust. So in theory, the more five joints, seven joints, etc., the better. Note that when the odd multiple gears are installed, the instantaneous meshing point of the shaft speed ratio of the head and tail ellipse gears is 1: 1 will no longer be the two ends of the ellipse short axis of each ellipse gear (as shown by the solid line graph in Figure 11).

The elliptical gear triplet can also be transformed into the situation shown in Figure 11A. Among them, the reference numerals 111-114 indicate four identical elliptical gears, and the gears 112 and 114 are fixedly coupled with the shaft (reversely stacked on top of each other. The gears 111 and 114 mesh with each other, and the gears 113 and 112 mesh with each other. Gears 111 and 113 The shafts are all 0 ₂ , but at least one is sleeved on the shafts to run independently. When the gear 111 rotates clockwise to the position of the gear 113 (above, the paper projection relationship is coincident), the gear 114 meshing with it will Drive the coaxially fixed gear 112—rotate 180 ° counterclockwise, and the gear 112 will drive the gear 113 clockwise to the position of the gear 111 (below, the paper projection relationship is coincident). In this process, the gear 111 The operating angle is greater than 180 °, the operating angle of gear 113 is less than 180 °, and the reduction of gear 111 to gear 113 is reduced. When gear 112 and gear 114 continue to rotate 180 °, it will be similar to the previous process but the value of the rotation angle of gear 111 and gear 113 Alignment. This structure can replace the triple mounting method in Figure 11. The shaft (^ is equivalent to the intermediate shaft and can be used as the starting and output shaft; the two elliptical gears at the beginning and end are coaxial but the kinematic relationship is not directly connected. This More joints of this structure can be externally connected from the gears 111 and 113, and coaxially on the added third, fourth, etc. axes, and at least one empty sleeve.

Example The following is an example of the interactive variable-speed dual-rotor engine of the present invention. In order to facilitate the manufacture by the inventor, the inventor tried to use a simple structure as much as possible. The technical parameters are as follows:

Please refer to Figs. 8 and 9, except that the cylinder head and the cylinder block 812 are also provided in Fig. 8, the other numbers in the two figures correspond to the same. Among them, 81 and 82 represent the rotor (the shaft of the rotor 82 can be hollow, so the engine body is annular); 83 and 84 represent the gears of the same specification fixed to the rotors 81 and 82, respectively; 85 and 86 represent the transition gears, which are respectively connected with Gears 83 and 84 mesh with each other and can be omitted after proper design; 87 and 811 represent two gears with the same specifications as gears 83-half, which mesh with transition gears 85 and 86, respectively;

88, 89, and 810 represent triple-mount elliptical gears, and gears 87 and 88, 810, and 811 are fixedly connected, respectively.

As shown in Figure 3, the two rotors are symmetrical two pages, the initial included angle is 120 ° and 60 °, and the thickness of each page turn is 53 ° on both sides. As shown in Figures 8 and 9, the spur gears 83 and 84 are Ml. 5Z48, and the spur gears 85-87 and 811 are M1. 5Z24.

89, 810, and the technical parameters of the elliptical gear itself are shown in Figure 4. The base angle of the characteristic isosceles triangle is 74.56 °, the base length is 11.98 mm, and the gear ratio of each step is 1. 414: 1. The shaft of the elliptical gear 89 is used as the starting shaft and the output shaft. A flywheel that provides inertia can be set on this shaft, and timing ignition can be realized through this shaft control.

When the elliptical gear 89 is started clockwise, the gear 810 accelerates and the gear 88 rotates at a reduced speed, and accordingly drives the rotor 81 to rotate at a high speed and the rotor 82 to rotate at a low speed. When the starting shaft rotates through 180 °, the gears go from the dotted line to the solid line as shown in Figure 11, and the corresponding angles are α = 240 ° and β = 120 °. They pass through gears 811, 85, 83 and gears 87, 86, 84, respectively. The halved drive reaches the rotors 81 and 82 and makes them rotate through 120 ° and 60 °; when the starting shaft continues to the next 180 °, the movement result can be deduced. When the spark plug and the intake and exhaust holes are provided as shown in FIG. 3, plus necessary supply and reliable sealing, etc., it becomes an interactive variable speed dual rotor engine.

When the rotor position shown in FIG just turned clockwise a few degrees, this time by the speed ratio of the transmission mechanism just 1: 1 is converted to D _₃₀₃ A smaller gear _₃₀₃ of the reduction. It is equivalent in effect to the moment when the piston shown in Figure 1 just passed the top dead center, the vertical downward pressure line of gas pressure just deflects a small distance from the centerline of the main journal 15 of the crankshaft. Both are also effective torques Smaller.

Finally, the sealing structure of the embodiment of the present invention is explained. Since the seal structure of each turn page is similar to each other, a seal structure of a turn page is taken as an example and described with reference to FIGS. 13 and 14.

In FIG. 13, 131 represents an open annular seal ring forming a part of the cylinder block. The seal ring is subjected to the rightward thrust of the compression spring 136, so that the seal ring acts perpendicularly to the compression spring with the components 133, 134, and 135. The contact surface of the force abuts (will wear) to achieve sealing; 135 indicates the shaft of the rotor and the page turning with the groove where the seal is located; 134 indicates the sleeve-shaped shaft of the other rotor; 133 indicates the cylinder block; 132 indicates the cylinder The circular arc transition surface of the shaft hole of the cover is tangent to the outer cylindrical surface of the seal ring 131. In this structural solution, since the seal ring 131 acts The important role of ensuring the tightness and sealing between a series of segmented structures on the entire rotor shaft, so in addition to ensuring close contact with the corresponding holes of the cylinder head 132, it must also be able to be compressed by the compression spring 136 even after thermal expansion. Pressure to slide along the shaft in order to eliminate the gap caused by wear, so it is designed as a split ring with radial assembly pre-tensioning force. This ring does not participate in circular motion, and the opening is fixed at the end of the circumferential segment of the cylinder corresponding to the exhaust action.

The sealing strip applied in the sealing groove on the turning page 135 in FIG. 13 can refer to the structure shown in FIG. 14 and is a surface contact type. Such groups are capable of forming a seal loop structure in the docking slot. A wave reed is set around the inside of the circuit so that these two sets of sealing strips have elastic expansion and contraction performance in the left and right and up and down directions to play a sealing role. If necessary, such a sealing structure can be provided with multiple channels on each page to ensure the sealing effect.

Although the above describes the purpose, structure, and effects of the present invention in combination with the preferred embodiments, those of ordinary skill in the art should recognize that the above examples are for illustration only and should not be taken as a limitation on the present invention. . Therefore, when designing a product, modifications can be made within the scope of the essential spirit of the present invention, or compressors, rotor pumps, water pumps, and the like can be designed and manufactured using the technical solution with appropriate changes, and the working fluid medium also changes accordingly. These variations will all fall within the scope required by the claims of the present invention.

Claims

Rights request

1. An interactive variable-speed dual-rotor engine comprising:

Circulating inside the variable volume working chamber;

The air inlet and the air outlet are further characterized by:

Two rotors, the two rotors are nested with each other, and the turn pages attached to each are spaced from each other; and an interactive speed change mechanism that makes the turn pages perform a cyclic differential circular motion and makes the The included angle between the turning pages changes cyclically with the differential circular motion, which causes the corresponding space volume to expand and contract cyclically.

2. The alternating-speed dual-rotor engine according to claim 1, characterized in that there is no phenomenon that any one of the rotors stops rotating at any moment of the circular motion.

3. The alternate-speed dual-rotor engine according to claim 1, wherein the alternate-speed transmission mechanism is composed of an oval gear pair.

4. The alternate-speed dual-rotor engine according to claim 1, wherein the alternate-speed transmission mechanism is composed of a reverse double crank.

5. The alternate-speed dual-rotor engine according to claim 1, wherein the alternate-speed transmission mechanism is composed of a sheave pair.

6. The interactive variable speed dual-rotor engine according to any one of claims 1-5, wherein each of said rotors has an even number of turning pages evenly distributed along a circumference, and said interactive variable speed mechanism uses an odd number Multi-connected, two rotors are connected at the head and tail respectively, and the intermediate shaft is used as the starting and output shaft.

7. The interactive variable speed dual-rotor engine according to any one of claims 1-5, wherein each of said rotors has an even number of turning pages evenly distributed along the circumference, and said interactive variable speed mechanism is used Odd-numbered multiple couplings, the two shafts of the head and tail are merged, at least one of the original gears of the shaft and the shaft sleeve after the merged shaft, and the intermediate shaft is correspondingly added with a half-pair interactive transmission pair.