RU2256808C2 - Internal combustion turborotor engine - Google Patents

Abstract

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed engine contains housing with inner compression and expansion space communicating through combustion chambers uniformly spaced over circumference. Rotor and gates form variable-capacity chambers. And gates are arranged in pairs near every combustion chamber, one in compression space, and the other, in expansion space. According to invention, ring channels for delivering lubricating liquid are made in side walls of compression and extension spaces in contact with end face surfaces of rotor disks. Said channels are open to side of spaces. Sealing rings are installed on planes of contact of end face surfaces of rotor disks and side walls of compression and expansion spaces in inner part of engine. Drain grooves are made in end face surfaces of disks of rotor and gates.

EFFECT: simplified design, increased reliability of sealing element in operation, improved efficiency of engine.

2 cl, 3 dwg

Description

The invention relates to the field of engine manufacturing and can be used in the automotive industry, shipbuilding and other fields where internal combustion engines are used.

In modern engine manufacturing, rotary internal combustion engines of various types are known. Depending on the design features and the principle of operation, they can be divided into rotary-piston, rotary-blade, rotor proper and rotor-throttle engines. Rotary piston engines contain pistons and cylinders that are combined into a single unit either in the form of a multipath star or in the form of a drum. In star engines, each piston has a roller resting on a working track machined in the form of a figure eight on a fixed power ring, and in the center of the housing there is a fixed spool for supplying the working mixture to the cylinders. In drum-type engines, the pistons move in the cylinders towards each other, forming working chambers of variable volume, and their translational motion is converted into rotational movement of the shaft using “oblique” washers. In rotary vane internal combustion engines, the main working bodies are blades that rotate on shafts passing along the axis of the housing and divide its internal cylindrical cavity into four closed volumes. To carry out thermodynamic processes in them, the blades must make a complex movement, which, in addition to rotational, also consists of a movement similar to the movement of scissors. In the actual rotary internal combustion engines, chambers of variable volume are formed by the working surfaces of the rotor and the housing. Such engines have either an internal cavity of a complex epitrichoid shape, such as, for example, in a Wankel engine in which a trihedral rotor rotates on the eccentric of the working shaft, or a cylindrical or profiled shape of the internal cavity with a rotor symmetrically mounted on the working shaft with movable or oscillating pistons. Rotor-throttle engines include engines with a cylindrical internal cavity, chambers of variable volume for thermodynamic processes, which are formed by profiling the outer surface of the rotor and installing a system of movable shutters in the grooves of the housing in contact with the profiled surface of the rotor (see Guskov G. G., Unusual engines. - M., Knowledge, 1971, copyright certificates No. 1017803, 1442683, 1502865, 1518555, RF patent No. 20048468, class F 02 B 53/00).

Among the rotary throttle engines, a new type of engine can be distinguished, the principle of operation of which is very similar to the operation of a turbine, as a result of which it is advisable to call it a turbo-internal combustion engine (see RF patent No. 2133845, class F 02 B 53/00).

The main disadvantage of rotary piston engines is a short service life, due to increased and rapidly increasing cylinder wear with increasing speed. Significant disadvantages of rotor-vane engines include a complex, technically difficult to implement control system for the movement of the blades and large alternating loads acting in the places of fastening of the blades with shafts and leading to a quick engine failure. The main disadvantage of the Wankel engine is the asymmetric distribution of the forces acting in it due to the eccentric installation of the rotor. The forces acting on the rotor are made up of a centrifugal force increasing in proportion to the square of the angular velocity of its rotation, and a constantly directed shock type force, periodically acting on it from the side of the working chambers, where the ignition of the working mixture occurs. Since the rotor rests on its peaks during movement, the entire load created by the forces indicated above is perceived by the sealing elements installed at the tops of the rotor, which leads to their rapid wear. In this case, not only quick wear of the sealing elements is possible, but also chipping of the gear teeth connecting the motor shaft with the rotor, which leads to engine breakdown. Among the very significant drawbacks of the Wankel engine are the inconvenient sickle-slotted shape of the combustion chambers and the complex shape of the internal cavity. In order to eliminate the noted drawbacks of the Wankel engine, a number of designs of rotary engines of this type with a rotor symmetrically mounted on the working shaft with movable or swinging pistons are proposed. However, this leads to such a significant complication of the design of the rotor, gas distribution system, lubrication and seals, which makes them technically unrealizable. The main disadvantage of rotary throttle engines is the difficulty in providing sealing and lubrication of the contact points of the movable elements.

The closest in technical essence is a turbo-rotor internal combustion engine containing a housing with an internal cylindrical cavity and combustion chambers equipped with overlapping bypass channels, a rotor and a system of dampers installed in the grooves of the housing and in contact with the external profiled surface of the rotor. The internal cylindrical cavity of the engine is divided into independent compression and expansion cavities communicating with each other through an even number of combustion chambers evenly spaced around the circumference. The rotor consists of disks mounted on a common shaft and placed in compression and expansion cavities, on the external surfaces of which segment-shaped cutouts are made alternating with cylindrical parts, together with dampers forming variable-volume chambers for thermodynamic processes and the number of which is half the number of combustion chambers. The disks are turned relative to each other so that opposite each segment-shaped cutout of one is the cylindrical part of the other. The dampers are placed in pairs near each combustion chamber, one of the dampers of each pair being installed in the compression cavity, and the other in the expansion cavity. The dampers are spring-loaded and made in the form of two profiled contacting plates, between which channels for supplying a lubricating fluid are made (see RF patent No. 2133845 class F 02 B 53/00, 1999).

The main disadvantage of the described engine is that the implementation of the channels for supplying lubricating fluid between the movable plates of the shutters significantly complicates the lubrication and sealing of the contact points of the end surfaces of the rotor disks with the side walls of the compression and expansion cavities.

Its disadvantages include the fact that the sealing of the contact points of the shutters with the profiled surfaces of the rotor disks by means of the forces of compression by their springs is provided only at a relatively low rotor speed, which very significantly limits the power that the engine can develop. With an increase in the rotor speed above the allowable force, the preloads become insufficient to create the necessary speed of movement of the shutters, which leads to loss of contact with the profiled surfaces of the rotor disks, a violation of the tightness of the working chambers and, accordingly, the engine performance. An increase in the permissible rotor speed and, accordingly, engine power is generally possible due to an increase in the forces of the shutters to the profiled surfaces of the rotor disks, however, they require such a significant increase that it is technically difficult to implement.

The objectives of the present invention are to provide lubrication and sealing of the contact points of the moving parts of the engine at any rotor speed and increasing the power that the engine can develop.

To solve the tasks in a turbo-rotor internal combustion engine containing a housing with an internal cylindrical cavity and combustion chambers equipped with overlapping bypass channels, a rotor and a shutter system installed in the grooves of the housing and in contact with the external profiled surface of the rotor, in which the internal cylindrical cavity is divided into independent compression and expansion cavities communicating with each other through an even number of combustion chambers evenly spaced around the circumference, a rotor with consists of disks mounted on a common shaft and located in compression and expansion cavities, on the external surfaces of which segment-shaped cutouts are made alternating with cylindrical parts, together with shutters forming variable-volume chambers for thermodynamic processes and the number of which is half the number of combustion chambers, disks deployed relative to each other so that opposite each segment-shaped cutout of one is the cylindrical part of the other, the shutters are placed in pairs about About each combustion chamber, one of the flaps of each pair being installed in the compression cavity, and the other in the expansion cavity, in the side walls of the compression and expansion cavities in contact with the end surfaces of the rotor disks, along circles of diameters equal to the inner diameters of the rims of the rotor disks, made annular channels open to the side of the cavities for supplying lubricating fluid along the contact planes of the end surfaces of the rotor disks with the side walls of the compression and expansion cavities in the internal part of the engine Lena sealing ring, and in the end faces of the rotor discs and flaps are made drainage groove.

Profiled control discs can be installed on the rotor shaft from the outside of the engine, the shutters can be made rotary with the possibility of blocking the bypass channels of the combustion chambers, and power levers interacting with the profiled surfaces of the control discs can be fixed on the axes of their rotation.

If necessary, drainage grooves can also be made between the shutters along the generatrices of the inner cylindrical surfaces of the compression and expansion cavities.

The execution in the side walls of the compression and expansion cavities in contact with the end surfaces of the rotor disks along the circumferences of diameters equal to the inner diameters of the rims of the rotor disks open towards the annular cavity cavities, and the supply of lubricating fluid to them, provides continuous lubrication of the contact points of the rotor disks and the shutters between themselves and body elements due to wetting the end surfaces of the rotor disks with lubricating fluid along the annular channels and its distribution in the form of a thin film over the entire surface minute of contact with the internal side walls of the cavities and their cylindrical surfaces by the centrifugal force generated by rotation of the rotor. Excess lubricating fluid, which may accumulate in the working chambers of the engine, will be removed from them by evaporation and burnout under the influence of high temperature.

The installation of sealing rings along the contact planes of the end surfaces of the rotor disks with the side walls of the compression and expansion cavities in the internal part of the engine and the execution of drain grooves in the end surfaces of the rotor disks and the shutter dampers allows simple means to prevent gas leakage from the working chambers to the external environment and to practically eliminate their overflow from working chambers with high pressure into working chambers with low pressure through leaks between the side walls of the internal cavities of the engine and the end and the surfaces of the rotor discs and dampers.

The filling of the drainage grooves and leaks between the side surfaces of the internal cavities and the end surfaces of the rotor disks and the shutters with lubricating fluid, which also acts as a sealant, also contributes to increasing the tightness of the working chambers and preventing leakage of the working mixture.

The installation of profiled control disks on the rotor shaft from the external sides of the engine and the power levers interacting with them, fixed on the axes of rotation of the shutters, forms the rocker mechanisms for continuous forced rotation of the shutters according to a given law, in which their angular position is determined by the change in the profiles of the rotor discs and control discs and their position relative to the shutters, regardless of the angular speed of rotation of the rotor, which allows for constant contact of the shutters with profiled over the characteristics of the rotor disks and, accordingly, the engine performance at any rotor speed. The execution of the rotary dampers, in addition, allows the use of the pressure difference in the working chambers of compression and intake, expansion and exhaust for additional pressing of the dampers to the profiled surfaces of the rotor disks, which also contributes to the improvement of the engine working conditions and increase the tightness of the working chambers. All of the above as a whole makes it possible to increase the rotor speed and power that the engine can develop by several times.

The implementation of the dampers with the possibility of blocking the bypass channels of the combustion chambers allows for their timely opening and closing for gas exchange between the working chambers of the compression and expansion cavities at any angular speed of rotation of the rotor and does not require any other devices.

The device of the proposed turbo-rotor internal combustion engine in a four-chamber carburetor embodiment is shown in FIGS. 1 and 2, and its operation diagram is shown in FIG. 3.

The turbo-rotor internal combustion engine comprises a housing 1 with an internal cylindrical cavity and combustion chambers 2, equipped with overlapping bypass channels 3, 4 and ignition sources 5, a rotor 6, profiled control discs 7, 8 and a system of dampers 9, 10 installed in the grooves of the housing 1 and contacting with profiled external surfaces of the rotor 6.

The housing 1 is made collapsible, consisting of a central element 11, two stator elements 12 and 13 with grooves for installing the shutters 9, 10 and two side covers 14 with mounting points of the shaft 15 of the rotor 6. The stator elements 12 and 13 form independent compression and expansion cavities, communicating with each other through four evenly spaced around the circumference of the Central element 11 of the combustion chamber 2 with the bypass channels 3 and 4.

The rotor 6 consists of two disks 16 and 17 mounted on a common shaft 15 and located in the compression and expansion cavities, respectively, on the outer surfaces of each of which are made two segmented cutouts alternating with the cylindrical parts, which together with the shutters 9 and 10 form the working chambers of the variable volume for the implementation of thermodynamic processes. Disks 16 and 17 are deployed relative to each other so that opposite each segment-shaped cutout of one is the cylindrical part of the other.

Profiled control discs 7 and 8 are installed on the outer sides of the engine on the shaft 15.

The dampers 9 and 10 have the same design, are made rotary with the possibility of blocking the bypass channels 3 and 4 of the combustion chambers 2, are equipped with power levers 19 and 20 fixed to the axes of their rotation 18, interacting with the profiled surfaces of the control disks 7.8, and are placed in pairs near each the combustion chamber 2, moreover, the flaps 9 of each pair are installed in the compression cavity, and the flaps 10 in the expansion cavity.

Behind the shutters 9 in the direction of rotation of the rotor 6 in the stator element 12 of the compression cavity, overlapping inlet channels 21 are made, and in front of the shutters 10 in the stator element 13 of the expansion cavity, overlapping outlet channels 22 are made.

The volume of segmented cutouts of the rotor 6 in the expansion cavity due to the larger width of the disk 17 is made larger than in the compression cavity.

In the side walls of the compression and expansion cavities in contact with the end surfaces of the disks 16 and 17 of the rotor 6, annular channels 23 open to the side of the cavities are made along the circumferences of diameters equal to the inner diameters of the rims of the disks 16 and 17 of the rotor 6 for supplying lubricating fluid.

Sealing rings 24 are installed on the contact planes of the end surfaces of the disks 16 and 17 of the rotor 6 with the side walls of the compression and expansion cavities in the internal part of the engine, and drainage grooves 25 and 26 are made in the end surfaces of the disks 16 and 17 of the rotor 6 and the shutters 9, 10.

The disks 16 and 17 of the rotor 6 and the control disks 7, 8 are provided with stiffeners 27 and 28 mounted at an angle to their axes, and ventilation windows 29 and 30 are made in the inner parts of the central element 11 and the side covers 14 of the housing 1.

The engine operates as follows.

When the rotor 6 rotates, the control profiled disks 7 and 8 are mounted on the same shaft 15 and rotate simultaneously. As a result of the interaction of the shutters 9, 10 and the associated power levers 19, 20 with the profiled surfaces of the disks 16 and 17 of the rotor 6 and the control drives 7,

8, the shutters 9 and 10 rotate, then opening and closing the bypass channels 3 and 4 of the combustion chambers 2. When a segmented cutout of the disk 16 passes in front of any combustion chamber 2, the shutters 9 and 10 installed near it are rotated so that the bypass channel 3 the combustion chamber 2 from the side of the compression cavity is open, and the bypass channel 4 from the side of the expansion cavity is blocked by a shutter 10, the inlet channel 21 in the compression cavity is open, and the exhaust channel 22 in the expansion cavity is blocked by the cylindrical part of the disk 17. At this time, in a decreasing working chamber A recess formed by a segmented cut-out of the disk 16 in front of the shutter 9 compresses the working mixture admitted into it during the passage of the previous shutter 9 and pumps it into the combustion chamber 2 through the bypass channel 3. At the same time, a fresh working charge is introduced into the increasing working chamber behind the shutter 9. mixture through the open inlet channel 21. When the cylindrical part of the disk 16 following the segmented cutout during the rotation reaches the combustion chamber 2 in question, the compression of the working mixture ends and SKNOU channel 3 overlaps flap

9 for the entire time that the cylindrical part of the disk 16 passes by the combustion chamber 2. At the moment the bypass channel 3 is closed or earlier, the working mixture is ignited in the combustion chamber 2 by the ignition source 5 and the process of combustion begins. By this time, in front of the combustion chamber 2 under consideration, there is a segmented cut-out of the disk 17. The damper 10 in the expansion cavity is rotated, opening the bypass channel 4, and the process of expansion of the gases generated during the combustion of the working mixture into the increasing working chamber behind the shutter 10 begins. Useful work is performed in the expansion process rotation of the rotor 6. At the same time, 2 gases exhausted in the working cycle of the previous combustion chamber are released from the decreasing working chamber of the expansion cavity in front of the shutter oh 10 through the opening exhaust channel 22. The expansion continues until the segmented cut-out of the disk 17 reaches the next damper 10, through the exhaust channel 22 in front of which the exhaust gases in the considered duty cycle will be discharged.

The lubricating fluid is fed into the annular channels 23, where it moistens the end surfaces of the disks 16 and 17 of the rotor 6 and spreads over the entire surface of their contact with the side walls of the internal cavities, as well as their cylindrical surfaces under the action of the centrifugal force created by the rotation of the rotor 6, providing continuous lubrication the contact points of the disks 16 and 17 of the rotor 6 and the shutters 9, 10 with each other and the elements of the housing 1. Excess lubricating fluid that may accumulate in the working chambers of the engine will be removed of them by evaporation and burning under the influence of high temperature.

When the rotor 6 is rotated, stiffeners 27 and 28 installed at an angle to the axes of the disks 16, 17, 7 and 8 pump air through the ventilation windows 29 and 30 of the central element 11 and the side covers 14 of the housing 1, providing air cooling of the engine.

The engine is similarly arranged and operates with any other number of combustion chambers and can be used both in the carburetor and diesel versions.

In the diesel version, air is introduced into the working chambers of the compression cavity, and instead of ignition sources 5, nozzles for fuel injection are installed.

When to the combustion chambers in the engine for one revolution of the rotor, each segment-shaped cutout passes to the combustion chambers. At the same time, in each segment-shaped cutout of the rotor in the compression cavity, there are inlet and compression strokes, and in the expansion cavity, in addition to the expansion and exhaust strokes of the working fluid. Since the number of segment-shaped recesses in each rotor cavity is equal to k / 2, then the total number of complete thermodynamic cycles made by one revolution of the rotor will be equal to m = ^2/2.

With two combustion chambers in the engine, two duty cycles will be performed in one revolution of the rotor, with four - eight, with six - eighteen, etc.

By increasing the number of combustion chambers in the proposed engine, a very high specific power can be achieved.

Fulfillment of volumes of segmented rotor cuts in the expansion cavity more than in the compression cavity allows thermodynamic working cycles with continued expansion in the engine, in which the degree of expansion of the working fluid is greater than the degree of compression, and thereby significantly increase the indicator efficiency of the engine and ensure exhaust gases from the working chambers at a pressure close to atmospheric, reduce the temperature of the exhaust gases and reduce the emission of harmful substances at all engine operating modes.

An increase in engine efficiency is possible not only due to the implementation of work cycles with continued expansion in it, but also due to the combustion of the working mixture at a constant volume, which is especially effective for the diesel engine and can be easily achieved by spacing the closing times of the bypass valves in time channels of the combustion chambers from the side of the compression cavity and opening them from the side of the expansion cavity.

By virtue of complete symmetry, the engine is well balanced, has no colliding elements, and the resultant of the forces acting on the working shaft is always zero, which ensures its reliable and long-term operation.

The engine contains a small amount of friction-creating elements, as a result of which it has a low percentage of mechanical losses, and the combustion chambers in it can be made of any shape convenient for ensuring efficient combustion of the working mixture.

The use of the invention provides the following advantages:

several times greater specific power than that of known engines;

high power at low engine speeds;

high torque on the motor shaft;

small dimensions, simple design and a small number of typical elements;

high indicator and effective efficiency;

minimum engine noise;

effective air cooling of the engine.

Claims (1)

A turbo-rotor internal combustion engine comprising a housing with an internal cylindrical cavity and combustion chambers equipped with overlapping bypass channels, a rotor and a system of dampers installed in the grooves of the housing and in contact with the profiled external surface of the rotor, in which the internal cylindrical cavity is divided into independent compression and expansion cavities, communicating with each other through an even number of combustion chambers evenly spaced around the circumference, the rotor consists of installed on a common alu and disks placed in compression and expansion cavities, on the external surfaces of which segment-shaped cutouts are made alternating with cylindrical parts, together with dampers forming variable-volume chambers for thermodynamic processes and the number of which is half the number of combustion chambers, the disks are deployed relative to each other so that, opposite each segment-shaped cutout of one, a cylindrical part of the other is located, the shutters are placed in pairs near each combustion chamber, m one of the dampers of each pair is installed in the compression cavity, and the other in the expansion cavity, characterized in that in the side walls of the compression and expansion cavities in contact with the end surfaces of the rotor disks, annular channels open to the side of the cavities for supplying lubricating fluid are made along planes of contacting the end surfaces of the rotor disks with the side walls of the compression and expansion cavities, sealing rings are installed in the internal part of the engine, and in the end surfaces of the rotor disks and the shutters s drainage groove.

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