RU2505690C2 - Vaned-rotor ice - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: proposed engine comprises stator 1 with three-vertex working chamber. Camshaft 2 is arranged coaxially inside working chamber 2. Engine comprises power mechanism with timing gearing and elliptical rotor-piston 3. The latter is pin-jointed at camshaft 2 to get in contact with seals 8 over elliptical surface to make three sealed variable-volume chambers communicated with gas transfer system. Stator 1 incorporates additionally, at least, one more working chamber separated from the first one by disc 24 with bore for shaft passage and system of channels communicated with gas transfer system. Every seal 8 is furnished with a sealed system of channels filled with sodium. Portion of sealed element surface arranged inside working chamber is plated with refractory material.

EFFECT: higher output, longer life.

4 dwg

Description

The invention relates to the field of engine building, namely to rotary piston internal combustion engines with planetary motion of the rotor-piston.

As an analogue of the claimed engine design, you can use the Wankel engine design (NS Khanin, SB Chistozvonov. Automotive rotary piston engines. M., Mashgiz, 1964, p. 12, 72.).

The Wankel engine contains a stator, the working cavity of which is outlined by two conjugated epitrocoids, and a trihedral rotor-piston with convex faces outlined by arcs of circles. When the engine is running, the rotor-piston, rotating around its own axis, at the same time runs around a gear wheel fixed to the stator, interlocking with it with an end gear. The gear ratio of the gearing is selected so that in one revolution around its axis, the rotor-piston performs three runs around a stationary gear. From the side opposite to the ring gear, the rotor-piston is freely mounted on the cam eccentric, the axis of which coincides with the axis of the ring gear. The angular speed of rotation of the shaft is equal to the speed of rotation of the rotor-piston, therefore, for one revolution of the rotor-piston around its axis, the shaft makes three turns in the same direction. When the rotor-piston rotates, the tops of its corners, equipped with plate sealing elements, are in continuous contact with the walls of the stator and thus create three variable and sealed volumes; in which the processes of the full four-stroke cycle proceed sequentially: inlet, compression, stroke and exhaust. The stator has two windows: inlet and outlet and one spark plug, which sequentially ignites the fuel mixture in all variable and sealed volumes (chambers) of the engine.

The design of the Wankel engine described above has the following disadvantages:

1. Sealing elements are located on the pointed tops of the rotor-piston and glide along the epitrochoid surfaces of the stator, experiencing large inertial loads. At the same time, the difficultly profiled working surface of the stator wears out and the sealing elements themselves wear out intensively.

2. High temperature tension of the sealing elements that are under intense temperature from the burning fuel mixture due to insufficient cooling of the pointed tips of the rotor-piston. The specified temperature tension leads to increased wear of the working surfaces of the sealing elements.

3. The flow of the fuel mixture from one variable and sealed volume (chamber) to another when passing the edge of the rotor-piston above the recess in the working cavity for the spark plug. This circumstance leads mainly to increased fuel consumption and reduced engine power.

4. With the position of the rotor-piston corresponding to the position of the exhaust stroke and the beginning of the intake stroke in one of the variable and sealed volumes, the intake and exhaust windows communicate with each other for a rather long time. In this case, the unburned fuel mixture enters the exhaust pipe or a large amount of exhaust gas is added to this mixture, which significantly reduces engine power, increases fuel consumption, degrades engine starting performance, and worsens its environmental parameters.

5. The movement of the rotor-piston in the stator is synchronized by means of gears, which together with the shaft eccentric constitute an open-type planetary gear transmission, where the shaft eccentric is a carrier, the toothed crown of the rotor-piston is a satellite and a spur gear fixed to the stator is a supporting sun wheel. With this design of the synchronization mechanism, the gears determine the relative position of the rotor-piston and the stator relative to each other. The angular arrangement of the shaft, on the eccentric of which the rotor-piston is pivotally mounted, largely depends on the clearances in the shaft-rotor pairing and in the gearing of the synchronizing wheels. and an increase in shock loads at the beginning and end of the stroke of the working stroke on the teeth of the synchronizing wheels and on the shaft-rotor coupling, that is, they contribute to the progressive wear of the most loaded parts of the motor of Tell.

As the closest analogue to the invention, the design of the engine Veselovsky VB (patent RU 2078221 C1, F02B 53/00, 04/27/1997 "Russian Veselovsky rotor"). The justification for choosing this particular design is the presence of the most successful elliptical profile of the rotor-piston in combination with a working cavity made in the form of an equilateral triangle with rounded corners and the presence of a successful synchronizing gear mechanism for the kinematic connection of the rotor-piston with the shaft.

The engine design of this analogue contains a stator with a three-element working cavity made in the form of an equilateral triangle with rounded corners, an eccentric shaft coaxial with the stator, an elliptical rotor-piston pivotally mounted on the shaft eccentric, forming three variable and sealed volumes with the stator, separated by spring-loaded plate-type sealing elements . There are intake and exhaust manifolds in the side walls of the stator, inlet and outlet windows and channels connected to the collectors in the rotor-piston. The engine design also contains a synchronizing gear mechanism for the kinematic connection of the rotor-piston with the shaft, made in the form of a closed planetary gear transmission with a gear ratio I = -2, where the shaft eccentric is a carrier, the ring gear made on the rotor-piston is a satellite, and installed pivotally rotatable around a gear with a common axis with the shaft — a sun wheel, which is combined into a block with a bevel gear connected through an intermediate bevel gear the wheel is pivotally mounted in the stator with a bevel gear fixed to the shaft. Thus, the rotor-piston is connected to the shaft not only by means of an eccentric, but also through an additional kinematic connection made in the form of a system engaged with each other, as well as with the rotor-piston and the shaft of the gears. Such a constructive implementation of the synchronization mechanism fully determines the constant relative angular location of the stator, rotor-piston and shaft.

The known design has the following disadvantages.

1. The design uses only one rotor-piston, which creates insufficient engine power and insufficient rate of power gain (engine dynamics).

2. The operation of the engine is accompanied by a rather rare pulsed load of the stroke on the components and parts of the engine. This circumstance leads to increased vibration of the structural elements of the engine and the engine itself, increased wear of the components and the engine as a whole, and also requires a massive flywheel, which complicates the design of the engine.

3. The engine design has a relatively lower uniformity of torque and an increased amplitude of pressure pulsation of the working mixture in the inlet channel.

4. The engine design has insufficient reliability.

5. The use of sealing elements having a high heat stress in the working part of each sealing element directly in contact with high-temperature gases of a combustible fuel mixture. This heat stress arises due to the insufficient heat transfer from the working part of each sealing element to the stator body and leads to increased wear of the sealing elements, increased fuel consumption, lower engine power, deterioration of the environmental parameters of the engine, and generally degrades engine performance.

6. Inadequate protection of the surface of the working part of the sealing elements from impulse loads produced by high-temperature and high-speed gases of the combustible fuel mixture.

The task to which the majority of the developments in the field of technology is aimed is to increase engine power while reducing weight and size parameters, increasing the life of the engine, reducing fuel consumption, improving environmental parameters, reducing costs in the manufacture and operation of the engine.

The technical result that can be obtained using the proposed invention is:

1. Increase engine power;

2. Improving its dynamic performance.

An additional technical result and ensuring the universality of the engine design can be:

1. Improving the reliability of the engine by increasing the number of rotors, pistons and increasing the life of the engine by improving the design of the sealing elements.

2. The possibility of using the proposed engine design in the structure of a hybrid power plant of various vehicles;

3. The ability to create a diesel engine;

4. The possibility of using gas fuel, for example, natural gas or hydrogen, in the proposed engine design;

5. The possibility of using this engine design in the structure of a power plant of a vehicle based on solar panels. This will allow this type of transport to successfully move at night, in various kinds of shaded places, such as, for example, a tunnel;

6. The possibility of using this engine design in combination with the above options 2 ... 5.

7. The possibility of using this rotary piston design as: a) hydraulic machines and hydraulic pumps; b) pneumatic machines and air pumps.

The essence of the invention is the following. In a rotary piston internal combustion engine containing a stator with a three-vertex working cavity in which the eccentric shaft is coaxially placed, a power mechanism with a synchronizing gear transmission, an ellipse rotor-piston pivotally mounted on the eccentric shaft and in contact with the sealing elements on an ellipse surface with the formation of three variables and sealed volumes connected to the gas exchange system, at least one more working cavity is separated from the other in the stator a disk with an opening for the passage of the shaft and a system of channels communicating with the gas exchange system.

Each sealing element of the engine can be equipped with a sealed system of channels filled with sodium, and a part of the surface of the sealing element located in the working cavity can be lined with heat-resistant material.

It should be noted that the use of at least two rotor-pistons provides an increase in engine power and an improvement in its dynamic qualities due to the use of a larger amount of fuel, converted into thermal energy and mechanical work in the engine. In this case, the principle of transition of the number of rotor-pistons to quality is triggered - an increase in engine power, an improvement in the dynamic qualities of the engine and an increase in the reliability of its operation. The use of an improved design of sealing elements in the engine, which structurally provide for a sealed channel system filled with sodium and facing the working part of the sealing elements with a layer of heat-resistant material, leads to an increase in the life of the engine and maintaining its power at a given level.

The figure 1 shows the design of a rotary piston engine in cross section.

List of figures

1 - stator; 2 - shaft; 3 - rotor-piston; 4 - variable and sealed volume; 5 - variable and sealed volume; 6 - variable and sealed volume; 7 - a spark plug; 8 - sealing element; 11 - gear block; 18 - inlet channel; 19 - exhaust channel; 21 - the direction of rotation of the rotor-piston; 22 - direction of rotation of the shaft; 23 - the location of the second rotor-piston.

The figure 2 shows the design of the engine with two rotor-pistons in longitudinal section.

List of figures

1 - stator; 2 - shaft; 3 - rotor-piston; 7 - a spark plug; 8 - sealing element; 9 - spring; 10 - an indented crown; 11 - gear block; 12 - an intermediate gear wheel; 13 - bevel gear; 14 - an inlet collector; 15 - exhaust manifold; 16 - side wall of the stator; 17 - the side wall of the stator; 20 - a window in the side wall; 24 - disk.

The figure 3 presents the layout of a sealed system of channels in the sealing element. In this scheme, a facing layer of heat-resistant material is not shown.

List of figures

25 is a sealed channel system located in the body of the sealing element and filled with sodium;

a, b - the direction of reciprocating movement of the sealing element;

l is the width of the layer of heat-resistant material (the amount of movement of the sealing element during engine operation);

w is the width of the sealing element;

t is the thickness of the layer of heat-resistant material.

The figure 4 presents the design of the sealing element containing a layer of heat-resistant material. This diagram does not show a sealed channel system filled with sodium and designed to cool the sealing element.

List of figures

26 - a layer of heat-resistant material;

a, b - the direction of reciprocating movement of the sealing element;

l is the width of the layer of heat-resistant material;

h is the height of the sealing element;

t is the thickness of the layer of heat-resistant material

The claimed technical result is achieved due to the fact that in the proposed design of the engine is additionally installed at least one more working cavity. Moreover, in each working cavity a rotor-piston is provided, pivotally mounted on an eccentric shaft and in gear engagement with it. As an example, in this invention is a diagram of the design of the engine with two rotor-pistons (Figure 1 and Figure 2). Each rotor-piston 3 has a gear connection with an eccentric shaft. The eccentric shaft 2 is placed in the stator coaxially with the three-element working cavity, made in the form of an equilateral triangle with rounded corners. In this case, the ellipse rotors-pistons 3 form three variable and sealed volumes 4, 5, 6 with the stator, separated by spring-loaded plate-like sealing elements 8, inlet 14 and outlet 15 collectors in the side walls of the stator 16 and 17, inlet and outlet windows 20 connected to the collectors and channels in disc 24 and piston rotors. At least two rotor-pistons installed on one shaft from the inside of the engine are separated by a disk 24, which has a central hole for the shaft, channels for supplying the working mixture and exhaust gas and other technological holes. The axis of the Central hole of the disk 24, designed to accommodate the shaft, is aligned with the axis of the eccentric shaft. The number of discs D in the engine is determined by the ratio

D = n-1, where n is the number of rotor-pistons in the engine.

Here, the term "variable and sealed volume" means part of the space of the working cavity, limited by part of the working surface of the rotor-piston, part of the inner surface of the stator, the working surface of the sealing elements, the working surface of the sealing rings at the end of the rotor-piston, the working part of the side wall of the stator and the working part of the disk.

When the rotor-piston rotates, the values of variable and sealed volumes continuously change from minimum to maximum and vice versa. The fact that these volumes change is used to organize a four-cycle cycle of the engine. It is in these variable and sealed volumes that the fuel mixture is converted into thermal and mechanical energy of the engine.

The engine design provides a synchronizing gear mechanism for the kinematic connection of each rotor-piston with the shaft, made in the form of a closed planetary gear transmission with a gear ratio i = -2, where the shaft eccentric is a carrier, the ring gear made on the rotor-piston is a satellite.

A gear wheel is pivotally mounted on one side of the engine on the shaft to rotate around a common axis with the shaft — the sun wheel, which is combined into a block with a bevel gear connected through an intermediate bevel gear pivotally mounted in the stator with a bevel gear mounted on the shaft . Thus, each rotor-piston is connected to the shaft not only by means of an eccentric, but also through an additional kinematic connection made in the form of a system of gears engaged with each other, as well as with the rotor and shaft of the gears. Each rotor-piston has an elliptical profile and is mounted on the shaft, taking into account a certain angular orientation of its major axis of the ellipse relative to the large axes of the ellipses of the other rotor-pistons. So, for example, for a two-rotor design of this kind, the angular shift of the major axis of the ellipse (Δ) of the second rotor-piston relative to the first is 60 ° and is calculated by the formula:

Δ = 360 / (n × 3), where n is the number of rotor-pistons in the engine.

Thus, the synchronizing gear mechanism is functionally designed to determine a constant relative angular location of the stator, each rotor-piston and shaft. This ensures gas exchange and timely ignition of the working mixture in variable and sealed volumes (working chambers of the engine) and is an element of the ignition system and the engine power system.

A necessary constructive condition for the functioning of the synchronizing gear mechanism is the preservation of the gear ratio i = -2, in which one rotation of the rotor-piston around its axis corresponds to two revolutions of the shaft, but in the opposite direction.

In the proposed engine design, piston rotors having an elliptical profile are used. The magnitude of the major axis of the ellipse is in the range from 15 mm to 1000 mm, the magnitude of the minor axis of the ellipse is from 10 mm to 800 mm. The thickness of the rotor-piston is from 20% to 80% of the value of the major axis of the ellipse.

Moreover, each rotor-piston is located in the working cavity of the stator and forms three variable and sealed volumes 4, 5, 6 in the stator of the engine as shown in Fig. 1.

It should be noted that the objectives of the present invention are achieved through the use of at least two rotor-pistons in the proposed design, which provides an increase in engine power and an improvement in its dynamic qualities when using more fuel, converted into thermal energy and mechanical work in the engine. In this case, there is a slight increase in the overall dimensions of the engine. But, if we consider the ratio "engine power - weight and size characteristics", then the parameter "weight and size characteristics" will be improved.

The use of at least two rotor-pistons in the proposed engine design allows for a more smooth regime of the power load of the working strokes of the rotor-pistons on the engine components and parts, in comparison with the analogue.

This circumstance leads to a decrease in the level of vibration of the structural elements of the engine and the engine itself, to a decrease in the wear rate of engine components and the entire engine as a whole, and also allows to reduce the weight of the flywheel. In addition, the use of at least two rotor-pistons in the design increases the reliability of the engine.

The working surface of each rotor-piston during its rotation on the eccentric shaft does not have mechanical contact with the working surface of the stator. The rotation of the rotor-piston is structurally organized so that in certain of its working positions provides the smallest possible technological gap between the working surface of the rotor-piston and the stator as shown in figure 1 and figure 2. The tightness of variable volumes 4, 5, 6 (Fig. 1 and Fig. 2) during operation is ensured by means of sealing elements 8, sliding along the ellipse surface of the rotor-piston and a set of sealing rings at the end of each rotor-piston as described in the invention ( patent RU 2116463 C1, 07.27.1998 "Sealing system"). The wall thickness of the stator 1 and the disk 24 is structurally determined based on the dimensions of the rotor-pistons, ensuring sufficient mechanical strength and manufacturability of the entire engine structure, ensuring the efficient operation of the lubrication and cooling system, ensuring the minimum possible overall dimensions of the engine.

The selection of engine power is carried out from the eccentric shaft 2 and from the shaft of the intermediate gear wheel 12, the rotation of which can be used to drive the ignition distributor and other additional engine devices.

The proposed engine design is a full four-stroke engine with all cycles: inlet, compression, stroke, exhaust. The proposed engine design provides all the necessary systems: lubrication, cooling, ignition, power.

In the proposed engine design, changes were made in the design of the sealing elements 8. The basis of these changes is the principle of improving heat removal from the hottest area of each sealing element and the principle of protecting the working part of each sealing element from temperature and shock loads. Both of these principles are used in the design of each sealing element.

The principle of improving heat dissipation from the hottest zone of each sealing element is that inside each element there is a sealed system of channels 25 filled with sodium (Fig. 3). At the same time, sodium is used as a coolant (Chemical Encyclopedia. Scientific Publishing House "Big Russian Encyclopedia", Moscow, 1992, p. 178). The channel system in the body of the sealing element is hermetically sealed and these channels have a round, rectangular, or other cross-sectional shape provided technologically. The cross-sectional area of the channel is variable along the longitudinal axis of the sealing element. The cross section of each channel and the total cross section of the channels of each sealing element are structurally selected to ensure sufficient mechanical strength and operational efficiency of each sealing element. The channel system 25, filled with sodium, provides efficient heat removal from the hottest zone of the sealing element to the less hot zone. The choice of sodium as a coolant is justified by the following circumstances. Sodium has a melting point = 97.86 ° C and boiling point = 883.15 ° C (Chemical Encyclopedia. Scientific Publishing House "Big Russian Encyclopedia", Moscow, 1992, p. 178).

At the same time, the sealed channel system in the sealing element is filled with approximately 60% of its volume with low-melting sodium metal (AS Orlina, MG Kruglova. Internal combustion engines. Design and strength analysis of piston and combined engines. Fourth edition. Publishing house " Engineering ", M., 1984, p. 249).

Melting during engine operation, liquid sodium is in the field of alternating inertial forces, intensifies heat transfer from the most heated working part of the sealing element to the stator body.

The principle of protecting the working part of the sealing element from temperature and shock is that the working part of each sealing element is lined with a layer of heat-resistant material 26 (Fig. 4), covering only that part of the sealing element that is simultaneously exposed to the temperature and impact of the combustion gases of the fuel mixture (l × w). The layer of heat-resistant material of thickness t provides protection of the working part of the sealing element from the pulsed effects of temperature and pressure during combustion of the fuel mixture (figure 4).

The two principles outlined are used in the design of each sealing element and allow avoiding high temperature tension in the working part of the sealing elements that are under the direct influence of hot gases and shock loads during fuel combustion. This provides an increase in the service life of the sealing elements and the engine as a whole, ensures efficient combustion of fuel and compliance with environmental requirements during engine operation, fuel economy, and also maintains engine power and its dynamic qualities at a given level.

The proposed engine design in dynamics can be represented as follows. Figure 1 and figure 2 presents a diagram of a two-rotor engine. In the position of the rotor-piston 3 shown in Fig. 1, it rotates in the direction of the arrow 21, the compression cycle has ended in the variable and sealed volume 4, and the variable and sealed volume 5 is filled with a fresh combustible mixture. In the variable and pressurized volume 6, the exhaust gas cycle takes place. With further rotation of the rotor-piston 3 in a variable and sealed volume 4, a stroke will be carried out, then the exhaust cycle, filling with the fuel mixture, compression and stroke. A similar process occurs in two other variable and sealed volumes 5 and 6, as well as in variable and sealed volumes of the second rotor-piston, but with a temporary shift corresponding to the rotation of the major axis of the ellipse by an angle of 60 °. In this case, the shaft rotates in the direction of arrow 22 and two turns of the shaft correspond to one revolution of each piston rotor. During the stroke, the fuel mixture during combustion exerts a pulsed high-temperature effect on the working part of each sealing element. Liquid sodium located in a sealed channel system of the sealing element provides efficient heat removal from the working part of the sealing element to the stator body, reducing its heat stress. A layer of heat-resistant material in the working part of the sealing element takes on the dynamic impact of high-temperature working gases, reducing its wear.

Thus, the use in the proposed engine design of at least two rotor-pistons having an ellipse profile, the principle of heat removal from the hottest area of each sealing element, the principle of protecting the working part of the sealing element from temperature and shock load will lead to the following structural and operational advantages over the analogue :

- increase power and improve the dynamic qualities of the engine;

- improving the reliability of the engine;

- reduce heat stress in the sealing elements and increase the life of the engine as a whole, fuel economy;

- reduce vibration loads on structural members and the engine as a whole;

- improving the environmental performance of the engine;

- improving the overall dimensions of the engine.

In general, this will lead to an improvement in its structural and operational characteristics and to increase its competitiveness among this class of engines.

For experimental testing of the prototype, a two-rotor engine with the following characteristics was designed.

The large diameter of the ellipse of the rotor-piston, d _b = 176 mm;

Small diameter of the ellipse of the rotor-piston, d _m = 140 mm;

The gear module of the synchronization mechanism, m = 2 mm;

The number of crowns of the toothed rim of the rotor-piston, Z = 36;

The number of teeth of the conical crown, coaxial with the shaft of the gear block,

Z = 46; Diameter of output shaft ends, d = 30 mm.

Engine power with a shaft speed of 8000 rpm, N = 150 hp

Drawing and technical documentation for this engine design is made in paper and electronic form using the Solid Works Explorer 2009 computer program.

A reduced and simplified version of the proposed design of a rotary piston engine was made in metal and a video was shot with a demonstration of its operation.

Claims (1)

A rotary piston internal combustion engine containing a stator with a three-vertex working cavity in which the eccentric shaft is coaxially placed, a power mechanism with a synchronizing gear transmission, an elliptical rotor-piston pivotally mounted on the eccentric shaft and contacting the sealing elements along the ellipse surface with the formation of three variables and sealed volumes connected to the gas exchange system, characterized in that at least one more working cavity is additionally installed in the stator, tdelennaya from another disc with an aperture for passage of the shaft and a channel system communicating with the gas exchange system, wherein each sealing element is provided with a sealed duct system filled with sodium, a portion of the surface of the sealing element located in the working chamber, lined with refractory material.

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