RU2763245C1 - Two-rotor two-cycle internal combustion engine - Google Patents

Abstract

FIELD: engine building.SUBSTANCE: present invention relates to the field of engine building, namely, to internal combustion engines, in particular, for the automotive industry. The two-rotor two-cycle internal combustion engine comprises a support frame with two rotors installed therein coaxially - an external one and an internal one, secured in the cylinders whereof are blades. Radial channels for the passage of liquid are made in the walls of the cylinders and in the blades. Two n-vertex gear rings are secured on the hollow rotor shafts with engagement with the gear wheels of the output shaft coupled with an external drive apparatus. The engine comprises spark plugs powered through a power supply system, and the cooling agent is supplied to the rotor cylinders by a pump through the cooling agent collecting casing. Exhaust is discharged from the directional exhaust branch pipes located on the internal rotor shaft and curved in the direction opposite to the rotation of the rotors through a separate casing. Exhaust windows and inlet windows are made in the hollow shafts. The blades move together with the cylinders wherein said blades are secured, and the fuel mixture is supplied through the hollow shaft of the internal rotor.EFFECT: implementation of the invention provides an increase in the performance coefficient and specific power of rotor-blade machines, a possibility of cooling the rotors, use of the energy of exhaust gases.2 cl, 17 dwg

Description

Field of technology to which the invention relates

The present invention relates to the field of engine building, namely to internal combustion engines. Particularly for the automotive and aviation industries. The invention can be used to create rotary vane engines, pumps, compressors.

State of the art

Known rotary machine, [Patent US4844708, IPC F01C 1/077(20060101); F04C009/00; F04C 021/00, publ. 07/04/1989] having a fixed body, inside which the bladed rotors rotate at a variable speed, so that the volumes into which the body is divided by the rotors change cyclically. The rotors are mounted on coaxial shafts. The free ends of the shafts are connected to elliptical gears. The mechanism for periodically changing the speeds and synchronizing the rotation of the rotors and the output shaft contains a pair of elliptical gears rigidly mounted on the shaft and engaged with the gear wheels of the rotor shafts. The disadvantages of this solution are:

- a rigidly set ratio of the number of teeth of the gears of the output shaft and the gears of the rotors, which makes it difficult to scale the rotary machine.

- significant losses due to friction of the blades on the fixed body.

The closest analogue adopted for the prototype is a rotary machine [Patent RU No. 2257476, IPC F01C 1/077 publ. July 27, 2005]. Its mechanism for periodically changing the speeds and synchronizing the rotation of the rotors contains an output shaft, the axis of rotation of which is displaced relative to the central axis. Two gears are fixed on the shaft - eccentrics, each of which engages with an elliptical-shaped internal gear rigidly connected to one of the pairs of bladed rotors. The mechanism for periodic speed change is made inside the inner cylinder of the annular working chamber. The disadvantages of this solution are:

- insufficient specific power, since only one of the four volumes formed by the blades is used for the working stroke.

- the difficulty of cooling and lubricating the rotors

- large size contours for isolation

- a rigidly set ratio of the number of teeth of the gears of the output shaft and the gears of the rotors, which makes it difficult to scale the engines.

- significant losses due to friction of the blades on the fixed body.

Disclosure of the essence of the invention

The objective of the invention is to simplify the design of the engine, reduce friction costs, make the synchronization mechanism scalable, eliminate the listed disadvantages of analogues and use the exhaust energy.

The technical result of the proposed technical solution is to increase the efficiency and power density of rotary vane machines, the possibility of cooling the rotors, the use of exhaust gas energy.

This technical result is achieved due to the fact that the engine rotors do not contain moving parts. The mechanism for periodically changing the speeds and synchronizing the rotation of the rotors is made using two gears and can use various shapes and sizes of the gear rims and the output shaft. The design of the engine is simplified. The engine does not contain a fixed chamber for rotating the rotors. The joint rotation of the rotors reduces the intensity of friction in the engine, since there is no friction of the blades against the stationary chamber. The engine uses half of the chambers formed by the blades to burn the combustible mixture. This increases the ratio of power to engine size (increases power density). The engine has radial channels for the coolant flow in the cylinders and blades, which will allow to achieve a high cooling intensity. The engine has directional exhaust pipes to harness the energy of the exhaust gases and increase efficiency. Brief description of the drawings

In FIG. 1 shows the main components of the engine and their joint arrangement. Positions 13, 14, 15 are shown for reference, since they do not relate to the essence of the invention and can be performed in various ways.

In FIG. 2 shows a view from the side of the directional exhaust pipes. Structural details are shown which are not visible in FIG. 1. Position 16 is also shown for reference.

In FIG. 3 shows the inner rotor, its components and elements. The installation of the blades 17 in the cylinder of the inner rotor 8, the location of the inlet windows 19 and outlet windows 18 are shown.

In FIG. 4 shows in section the location of the internal elements of the inner rotor, the connection of the exhaust windows 18 through the outlet pipes 21 and the outer exhaust windows 22 with the pipes of the directional exhaust 25, the channels for the coolant flow 24, the holes for the coolant flow 20, the radial channels in the blades 32.

In FIG. 5 shows the structural elements of the outer rotor. The installation of the blades 26 in the cylinder of the outer rotor 9, the location of the bypass channels 29, the location of the inlet windows 27 and outlet windows 28 are shown. The installation location of the spark plugs 13 is shown for reference.

In FIG. 6 shows in section the location of the channel for supplying coolant to the radial channels of the blades and the cylinder of the outer rotor 30. The radial channels of the blades 32 are shown.

In FIG. 7 shows the arrangement of channels for the coolant flow 32 of the inner rotor. The radial channels of the cylinder 8 are shown, as well as the channels for supplying coolant to the radial channels and channels of the outer rotor 24. For clarity, a translucent view is chosen and all structural elements that are not related to the explanation are removed. The arrows indicate the direction of the coolant flow.

In FIG. 8 shows the arrangement of channels for the coolant flow of the outer rotor. The radial channels of the cylinder 9 are shown, as well as the coolant supply channel to the radial channels of the cylinder and blades 30. For clarity, a translucent view is chosen and all structural elements that are not related to the explanation are removed. The arrows indicate the direction of the coolant flow.

In FIG. 9 shows the joint arrangement of the rotors (in section). The blades of the inner rotor are adjacent to the inner walls of the cylinder of the outer rotor, and the blades of the outer rotor are adjacent to the inner walls of the cylinder of the inner rotor. The shaft of the outer rotor rests on the shaft of the inner rotor.

In FIG. 10 shows one of the two positions of the output shaft at which the difference in the gear ratios of the gears is maximum. The same difference is achieved after 180 degrees of rotation of the output shaft. The angles between the axes of the blades (26 and 17) A and B in this position are equal. All structural elements not essential for explanation are hidden. For clarity of demonstration of gearing, the gears of the output shaft are shown translucent.

In FIG. 11 shows one of the two positions of the output shaft in which the gear ratio difference is zero. The same difference is achieved after 180 degrees of rotation of the output shaft. In this position between the shoulder blades (17 and 26) the angle is minimum on one side (angle A) and maximum on the other side (angle B). All structural elements not essential for explanation are hidden. For clarity of demonstration of gearing, the gears of the output shaft are shown translucent. The arrow indicates the direction of rotation of shaft 2 considered in the description.

In FIG. 12 shows the position of the rotors at which the volume of the hot chambers is maximum. In this position, the rotors are at the end of the stroke stroke. The cross section of the overflow channel 29 shows the presence of a through passage between the cold and hot chambers, bypassing the ends of the blades 17. An open exhaust window 28 is also shown. Structural elements that are not essential for explanation are hidden.

In FIG. 13 shows the position of the rotors at the moment of closing (during the compression stroke) or opening the flip windows (during the power stroke) formed by the flip channels 29 and the blades 17. The through exhaust windows formed by the windows 18 and 28 are open at this moment. Structural elements not essential for explanation are hidden.

In FIG. 14 shows the position of the rotors at the moment of opening (during the compression stroke) or closing (during the working stroke) through inlet windows formed by inlet windows 19 and 27. Structural elements that are not essential for explanation are hidden.

In FIG. 15 shows the position of the rotors at the end of the compression stroke. The through inlet windows formed by the inlet windows 27 and 19 are fully open (item 19 is not shown, since it is not visible due to overlapping windows). Structural elements not essential for explanation are hidden.

In FIG. 16 shows the position of the rotors at the moment of closing (during the compression stroke) or opening (during the working stroke) through exhaust windows formed by exhaust windows 18 and 28. Structural elements not essential for explanation are hidden.

In FIG. 17 shows the position of the rotors at the end of the compression stroke. In this position, ignition is carried out. The position of the rotors corresponds to the position shown in Fig. 15. For clarity, the minimum volume of hot chambers and the maximum volume of cold chambers are shown.

Implementation of the invention

The engine contains (Fig. 1) support frame 1 with coaxially mounted inner rotor and outer rotors. On the hollow shafts of the rotors, n-top gear rims (in this case, 3-top ones) are installed. The rotors consist of hollow shafts 4 and 5 with rigidly mounted ring gears 6 and 7, cylinders 8 and 9 mounted on hollow shafts and blades 17 and 26 mounted in the cylinders. The toothed rims of the rotors 6 and 7 engage with the gears 3 of the output shaft 2. The candles 13 are powered through the power supply system 14. The coolant is supplied to the rotors and cylinders in which the blades are fixed is made by the pump 15. The coolant is collected by the casing 10. The exhaust is discharged through the casing 11. Positions 13, 14, 15 are shown for reference. In the hollow shafts 4 and 5, exhaust windows 18 and 28 are made, as well as inlet windows 19 and 27, which act as a gas distribution mechanism. Also on the side surface of the cylinder of the outer rotor there are bypass channels 29. On the side surface of the cylinder 8 mounted on the shaft of the inner rotor 4, directional exhaust pipes 25 are installed connected to the external exhaust windows 22 and through the outlet pipes 21 connected to the exhaust windows 18. In the blades and walls The cylinders of the rotors are provided with radial channels 32 for fluid flow. Channels 24 and 30, as well as holes in the hollow shafts of the rotors 20 and slots 31, serve to supply fluid to the radial channels. The connection of the cylinders is shown in Fig. 9.

A feature of the engine is that the blades move together with the cylinders of the rotors in which they are fixed.

When the output shaft 2 rotates, the rotors rotate at different angular speeds, as a result of which the blades 17 and 26 fixed in the cylinders of the rotors 8 and 9 form chambers of variable volume. Rotors alternately and periodically act as driven (lagging) or leading (leading).

The engine chambers formed by the blades are divided into 2 types:

- cold - chambers in which the combustible mixture is sucked in, but combustion does not occur

- hot - chambers into which the combustible mixture is displaced from the cold chambers and the mixture burns.

The combustible mixture is fed through the hollow shaft of the inner rotor 4 and passing through the inlet windows 19 and 27 in the hollow shafts of the rotors 4 and 5 enters the cold chambers. In the position shown in Fig. 17, the angular speeds of the rotors are the same, the distance between the blades in cold chambers is maximum, and in hot chambers - minimum. There are 8 stages in the operation of the engine:

1. In hot chambers (pre-filled with a combustible mixture), the mixture is compressed and ignited from the spark plugs in all hot chambers simultaneously. The exhaust windows 18 and 28 in the hollow shafts of the rotors are closed, and the inlet windows 19 and 27 are open. In hot chambers, the working stroke begins. In cold chambers, the process of suction of portions of the combustible mixture ends. The position of the rotors at the moment of ignition is shown in Fig. 17.

2. The working stroke ends with the opening of the exhaust windows 18 and 28 (Fig. 16). From this point on, the combustion products through the outlet pipes 21 and the external exhaust windows 22 enter the directed exhaust pipes 25. The pressure of the combustible mixture builds up in the cold chambers. The opening of the exhaust windows occurs with some advance before opening the bypass channels 29. The exhaust gases are emitted through the directed exhaust pipes 25. This allows you to completely relieve the pressure in the hot chambers to atmospheric pressure before opening the bypass channels 29 and use part of the energy of the exhaust gases by creating jet streams directed into side opposite to the rotation of the rotors and creating a force directed along the rotation of the rotors.

3. Before opening the bypass channels 29, the exhaust ports 18 and 28 are opened and the pressure in the hot chambers is compared with atmospheric pressure. Bypass channels 29 are still closed. The pressure of the mixture in the cold chambers reaches its maximum. The position of the rotors is shown in Fig. thirteen.

4. The bypass channels 29 open and the compressed combustible mixture, bypassing the ends of the blades 17 fixed in the cylinders of the inner rotor 8, is forced out through the bypass channels 29 into the hot chambers. The exhaust windows are open. The pressure in all chambers is equal to atmospheric. With further rotation, the rotors move to the position shown in Fig. 12.

5. Bypass channels 29 are closed. Exhaust ports 18 and 28 are still open. The volume of the cold chambers increases, and from that moment on, the negative pressure (relative to atmospheric pressure) begins to increase in the cold chambers, which is necessary to suck in new portions of the combustible mixture. The position of the rotors at the moment of closing the bypass channels is shown in Fig. thirteen.

6. Exhaust windows 18 and 28 close. From this moment, the combustible mixture is compressed in the hot chambers. In cold chambers, an increase in vacuum occurs. In this position, all windows are closed. The position of the rotors just before closing the exhaust ports is shown in Fig. sixteen.

7. Immediately before the opening of the inlet windows (Fig. 14), the vacuum in the cold chambers is maximum. In the cold chambers, inlet windows 19 and 27 open. The combustible mixture is sucked into the cold chambers through the inlet windows due to the vacuum created in the cold chambers. In hot chambers, the compression of the combustible mixture continues.

8. In hot chambers, the pressure of the combustible mixture reaches its maximum. Cold chambers are filled with new portions of the combustible mixture. The pressure in cold chambers is equal to atmospheric pressure. Candles 13 produce ignition in hot chambers. The position of the rotors at the moment of ignition is shown in Fig. 17. The engine is in the state described in paragraph 1 and the cycle is repeated.

The engine is cooled due to the flow of liquid through the radial channels 32 in the blades and walls of the cylinders mounted on the rotors. The flow of liquid through the radial channels occurs due to centrifugal forces arising from the rotation of the rotors. The liquid drain is collected by the outer casing 10, pumped by the pump 15 through the radiator (not shown) and fed into the channels again.

Rotation of both rotors in the same direction makes it possible to use the energy of the exhaust gases by directing the exhaust jet in the direction opposite to rotation. For this, the directional exhaust pipes 25 are turned in the direction opposite to the rotation of the rotors.

The described examples of the design of the internal combustion engine and their operation do not narrow the scope of the applicant's rights, but are particular examples of the device.

Claims (2)

1. A two-rotor two-stroke internal combustion engine, containing a support frame with two rotors installed coaxially in it - external and internal, in the cylinders of which the blades are fixed, in the walls of the cylinders and in the blades there are radial channels for the flow of fluid, while on the hollow shafts of the rotors two n-top toothed rims meshing with the gears of the output shaft connected to the external drive device, while the engine contains spark plugs powered through the power supply system, and the coolant is supplied to the rotor cylinders by a pump through the casing for collecting the coolant, the exhaust is removed from the pipes of the directional exhaust located on the shaft of the inner rotor and curved in the direction opposite to the rotation of the rotors, are produced through a separate casing, while exhaust windows and inlet windows are made in the hollow shafts, while the blades move together with the cylinders in which they are fixed, and through the hollow shaft inner rotor is carried out fuel mixture supply. 2. Two-rotor two-stroke internal combustion engine according to claim 1, characterized in that the exhaust ports and intake ports act as a gas distribution mechanism.

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