[go: up one dir, main page]

WO2018171452A1 - 一种凸轮转子内燃发动机动力系统 - Google Patents

一种凸轮转子内燃发动机动力系统 Download PDF

Info

Publication number
WO2018171452A1
WO2018171452A1 PCT/CN2018/078665 CN2018078665W WO2018171452A1 WO 2018171452 A1 WO2018171452 A1 WO 2018171452A1 CN 2018078665 W CN2018078665 W CN 2018078665W WO 2018171452 A1 WO2018171452 A1 WO 2018171452A1
Authority
WO
WIPO (PCT)
Prior art keywords
cam
internal combustion
combustion engine
power system
rotor
Prior art date
Application number
PCT/CN2018/078665
Other languages
English (en)
French (fr)
Inventor
孙守林
卞永宁
杨扬
王琳
张光临
洪鹏飞
Original Assignee
大连理工大学
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 大连理工大学 filed Critical 大连理工大学
Priority to US16/492,892 priority Critical patent/US20200072133A1/en
Publication of WO2018171452A1 publication Critical patent/WO2018171452A1/zh

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • F02B53/04—Charge admission or combustion-gas discharge
    • F02B53/06—Valve control therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
    • F01C1/34—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members
    • F01C1/356—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member
    • F01C1/3566—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and relative reciprocation between the co-operating members with vanes reciprocating with respect to the outer member the inner and outer member being in contact along more than one line or surface
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/08—Rotary pistons
    • F01C21/0809—Construction of vanes or vane holders
    • F01C21/0818—Vane tracking; control therefor
    • F01C21/0827—Vane tracking; control therefor by mechanical means
    • F01C21/0845—Vane tracking; control therefor by mechanical means comprising elastic means, e.g. springs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/10—Outer members for co-operation with rotary pistons; Casings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/18—Arrangements for admission or discharge of the working fluid, e.g. constructional features of the inlet or outlet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/047—Camshafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/06—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like the cams, or the like, rotating at a higher speed than that corresponding to the valve cycle, e.g. operating fourstroke engine valves directly from crankshaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/02—Valve drive
    • F01L1/04—Valve drive by means of cams, camshafts, cam discs, eccentrics or the like
    • F01L1/08—Shape of cams
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
    • F01L1/20—Adjusting or compensating clearance
    • F01L1/22—Adjusting or compensating clearance automatically, e.g. mechanically
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/16—Admission or exhaust passages in pistons or outer members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L2313/00—Rotary valve drives
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/10—Valve-gear or valve arrangements actuated non-mechanically by fluid means, e.g. hydraulic
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention belongs to the field of engines and relates to a rotor internal combustion engine.
  • the piston internal combustion engine is the earliest internal combustion engine.
  • the utility model is characterized in that the piston reciprocates linearly in the cylinder, and the crankshaft rotary motion output is realized by the crank slider mechanism.
  • the crank slider mechanism In the two weeks of crankshaft revolution, the cylinder completes four complete working processes of intake, compression, work and exhaust, namely the Otto cycle. It is generally believed that the piston type internal combustion engine has the advantages of high thermal efficiency, compact structure, strong maneuverability, simple operation and maintenance, etc., and even that the power unit of the piston internal combustion engine, especially the mechanical structure, has reached the peak.
  • the work process of the output power of the piston internal combustion engine only accounts for a quarter of it, so the motion fluctuation is large, and the flywheel must be relied on to maintain the continuous working process, especially the thermal efficiency is only about 40%.
  • the internal combustion engine structure has a single form and lacks variability. It can only improve power by increasing the size or multiple systems in parallel.
  • the chemical energy generated by the power stroke is difficult to use effectively: for example, the fuel explosive force is the strongest. In the large time period, the crank is near the dead point. At this time, the explosive force is mainly due to internal friction. Because the arm is close to zero, the maximum driving torque cannot be generated.
  • the maximum arm length and piston stroke depend on the fixed crank length.
  • the explosive power of the fuel has dropped a lot, and the composition of the piston internal combustion engine power mechanism has innately determined that it is impossible to fully convert the chemical energy of the fuel. This is also a fundamental reason why the efficiency of the piston internal combustion engine is difficult to increase.
  • the triangular rotor internal combustion engine (also known as the delta piston rotary engine) is currently the only successful commercialized rotor internal combustion engine.
  • the triangular rotor internal combustion engine has one or more curved triangular rotors with equal diameter characteristics, and has a rotor chamber similar to an elliptical specific cavity profile as a cylinder; the rotor has three faces and a cylinder wall to form three independent spaces, that is, combustion room.
  • the rotor Through the meshing of the crankshaft and the gear, the rotor is forced to move in the cylinder. When the rotor moves, it is regularly exposed into the exhaust hole. It is not necessary to equip the internal combustion engine with three special combustion chambers like the piston internal combustion engine. cycle.
  • the rotor converts the pressure into a rotational motion output.
  • the rotor rotates continuously in one direction instead of reciprocating linear motion that changes direction violently.
  • the triangular rotor rotates once a week, and the engine is ignited three times.
  • the triangular rotor internal combustion engine solves the problem of end face sealing and radial sealing better, and has a compact structure, small volume, light weight, quiet operation, low noise and uniform torque characteristics.
  • there are still key problems such as excessive processing requirements of core parts, excessive sensitivity to wear, difficulty in adjusting compression ratio, and low thermal efficiency.
  • the combustion utilization rate is still difficult to improve.
  • the expandability of the triangular rotor internal combustion engine structure is also limited.
  • the expansion force generated by the fuel has a natural defect when the power is converted into the output shaft.
  • the expansion force can push the rotor to rotate, the force of the combined force on the rotor shaft is difficult to increase, and the internal consumption ratio is too high.
  • fuels used in existing internal combustion engines such as gasoline, diesel, kerosene, natural gas, petroleum gas, coal gas, and hydrogen.
  • fuel gasification or atomization is mixed with the oxidant (usually air) and then enters the combustion chamber, and the other is that the fuel is separately charged through the filling device. , does not enter the combustion chamber synchronously with the oxidant.
  • ignition device such as a spark plug to ignite
  • the other is to self-ignite after being heated by compression, such as diesel.
  • the basic design idea is to use the cam lift and the return stroke to cause the size change of the cam profile surface, and then use the inner surface of the inner cavity rotary surface member, the outer surface of the outer rotary surface member and the corresponding end member to enclose the cam cam.
  • the surface other than the cam profile surface constitutes a contact sealing relationship, thereby forming a non-uniformly varying annular gap, and causing the cam to rotate with one of the inner cavity member and the outer rotary surface member relative to the other, and then using a set of cams
  • the follower is mounted on the inner cavity member or the outer rotary surface member which is not fixed to the cam, and the high secondary connection between the cam follower and the smooth cam profile surface can constitute a characteristic of the contact seal, and the annular gap is circumferentially
  • the utility model is divided into a plurality of sealed chambers, and the valves are controlled to communicate with the inlet and exhaust ports of the respective chambers under the control of the valve controller to sequentially control the flow of the gas therein.
  • the intake process can be realized; if the intake and exhaust ports are closed, the requirements of the work process can be satisfied; if the working chamber volume is reduced, if the exhaust is opened, The exhaust process can be achieved by closing the air inlet; if the intake and exhaust ports are closed, the compression process can be met.
  • the expansion work process applies the chemical energy generated by the combustion of the fuel to the cam profile and the cam follower in a high pressure manner, so that the two outputs mechanical energy in a relative rotational motion.
  • the design of the cam mechanism is versatile.
  • the cam profile can form a disc cam in the form of a straight bus bar on the surface of the base cylinder, a cylindrical cam can be formed on the end face of the cylinder, or can be swept around the rotating shaft in the form of a complicated changing bus bar on the surface of the other rotating body to form a space structure cam. profile.
  • the disc cam itself can be further divided into an outer surface working contour cam and a inner surface working contour cam. In addition to the contour shape of the cam, the change law of the lift and the return stroke, the presence or absence of the near and far rest zone, and the number of variations, the variety of variations can produce different design effects.
  • the motion form of the cam follower also includes a direct acting follower, a swinging follower, and a planar motion follower of a direct motion swing composite.
  • the mounting coupling structure on the component on which the follower is mounted is adapted to the form of motion of the driven compartment.
  • the working end of the follower and the cam can be divided into a apex, a dome, a flat top and a tweezers.
  • the cam follower may adopt a combined structure if necessary, for example, a multi-piece or multi-stage combined structure, and the contact working end may have a swinging head adapted to change the contact relationship.
  • the contact of the cam follower with the cam profile is relatively simple to achieve by means of force, such as spring force, hydraulic pressure, air pressure, electromagnetic force, etc., especially when it is realized by hydraulic pressure and electromagnetic force.
  • force such as spring force, hydraulic pressure, air pressure, electromagnetic force, etc.
  • it can also be realized by means of geometric closure.
  • the follower and the geometrically closed structure should have high dimensional accuracy or a certain deformation compensation capability.
  • the member that is fixedly coupled to the cam during use and the member that is connected to the cam follower can be used as the rotating member of the power output, that is, the rotor.
  • the end member may be fixed integrally with one of the two, or may be independent of the two, while maintaining the necessary end seals with both the cam and the cam follower and rotating the shaft relative to each other.
  • the cam contour can be a curve commonly used for various cam profiles such as a straight line, an arc, a spline curve, a sine cosine curve, a polynomial curve, an elliptic curve, or a combination of several.
  • the principle of selection is that the cam followers that form the cam mechanism relationship should not cause rigid impact and/or flexible shock when moving, that is, no sudden change in speed and sudden change in acceleration. This will facilitate the stability of the connection between the cam follower and the cam profile during operation, and also avoid impact wear on the joint surface, thereby increasing the service life.
  • the cam profile is provided with a distal rest section and/or a near rest section, that is, the cam follower has a stationary cam profile section at the high secondary connection end to achieve a relatively simple motion of the cam follower and reduce the coupling portion thereof. Relative motion, thereby reducing wear.
  • the cam follower escapement device is provided according to necessity, and its function is to timely or release the slider to realize flexible control of the working process.
  • the cam follower escapement is realized by electromagnetic control or hydraulic control, and is particularly suitable for the case where the number of cam followers is large.
  • the valve controller should also be implemented by electromagnetic control or hydraulic control. When the number of cam followers is small, it can also be realized by mechanical transmission.
  • the ignition device is provided in accordance with the necessity of using the fuel, and the ignition device is disposed at a position corresponding to the combustion chamber when the mixed gas reaches a predetermined compression ratio. If the timing of the fueling is not synchronized with the oxidant such as air, the fueling and filling port of the fueling device should be placed in the interval corresponding to the intake process and the compression process.
  • the single or multiple sets of power systems of the present invention can be combined with other auxiliary systems such as lubrication systems, cooling systems, gas distribution systems, control systems, etc. to form a complete internal combustion engine.
  • the power generated by combustion directly acts on the output rotor of the fixed-axis rotation.
  • the working chamber with the volume change caused by the continuous fixed-axis rotation of the rotor directly absorbs the pressure energy generated by the combustion of the fuel without any motion transformation process, thereby transmitting the motion.
  • the short link is beneficial to improve the transmission efficiency.
  • the system can achieve the rotor without eccentric rotation, the system balance is easy to realize, so the movement is stable, plus no reciprocating parts, the power loss is small, the system vibration is small, and the low noise operation can be realized.
  • the system can be designed very high, the parameters of adjusting the combustion performance and the dynamic performance are large, and it is expected to greatly improve the thermal efficiency; it can be designed as the output form of the outer rotor or the inner rotor.
  • the structure is simple, and it is not necessary to use an impeller and a triangular rotor which require extremely high machining precision, so the manufacturing cost is low.
  • FIG. 1 is a front view of a basic structure, the top view of which corresponds to FIG. 2, and corresponds to the B-B section of FIG. 2, and FIG. 2 corresponds to the A-A section of FIG.
  • e01-The inner cavity member is mounted with a slider for the rotor chamber, the e02-cam and the outer rotary surface member are the rotor, the e03-cam follower is the slider, the e04-end member, and the e05-with valve Exhaust port, e06-ignition device, e07-spring
  • Fig. 3 is a schematic view showing a structure of a cam follower control device, which is shown by a perspective view with a partial cut.
  • e01-inner cam and inner cavity member combination constitute the outer rotor, e02-outer surface member as the center fixed frame and cam follower pendulum block, e03-cam follower is swing block, number 6 , e04-end member, e05-inlet and exhaust port with valve, e06-fuel filling device, e07-swing block escapement, e08-valve linkage control device
  • Fig. 4 is a schematic view showing a structure of a slider cam follower and a cam inner rotor, which is shown by a perspective view with a partial cut.
  • e01-The inner chamber is a cylindrical rotor chamber
  • the e02-the central axis of the outer surface member is combined with the outer contour disc cam as the rotor
  • the e03-cam follower is the slider, the number is 6.
  • FIG. 5 is an explanatory diagram of a flexible control working process segment of the structure of FIG. 4.
  • FIG. 5 For details, see Embodiment 3.
  • Fig. 6 is an anatomical view showing an example of a system structure based on a cylindrical end face cam.
  • e01-the inner cavity is a cylindrical rotor chamber, e02-cylinder central axis, e03-cylindrical end cam, e02, e03 are fixed to form an inner rotor, and the e04-cam follower is an axial linear motion slider.
  • Fig. 7 is an anatomical view showing an example of a system structure based on a ball structure.
  • e01-the inner cavity is a spherical rotor chamber, divided into upper and lower splits, the lower body also serves as the end member seal, e02-ball cross-section space cam, e07-outer rotary surface member central axis, e02 and e07 combined into cam rotor , e03-cam follower is a spherical swing block, the number is two, the e04-end member is placed in a spherical shape, fixed with the upper body rotor bin, e05-intake and exhaust port with valve, e06-ignition device, e08- Swing the rotary axis of block e03.
  • the valve controller of the following embodiments can be controlled by electromagnetic control or hydraulic transmission.
  • the valve switch signal is sent to the corresponding valve by detecting the phase relationship between the output rotor and the fixed frame member. Or according to the layout of the working cavity divided by the cam follower, the corresponding mechanical transmission system is used to switch the valve in time.
  • Embodiment 1 is a diagrammatic representation of Embodiment 1:
  • FIG. 1 is a front view of a basic structure, which corresponds to FIG. 2 and corresponds to the B-B section of FIG. 2, and FIG. 2 corresponds to the A-A section of FIG.
  • the rotor chamber e01 has an inner cylindrical surface, and the cam is an outer contour disc cam having a distal rest region and a short rest region.
  • the rotor shaft is integrated with the rotary shaft to form a rotor e02, and the distal rest zone and the near rest zone are both close to 180°.
  • the cam follower is a linear motion slider e03, the number is 2, the slider e03 is installed in the sliding radial sliding groove in the rotor chamber, and the force is closed by the spring e07.
  • the end member e04 is sealed and fixed to the rotor housing and forms a dynamic seal with the cam end surface, and a gap is left between the cam distal rest region and the cylindrical surface of the rotor housing to form an annular gap with a radial dimension change.
  • the joint of the slider e03 and the end member e04 constitutes a dynamic seal, and the contact with the cam also constitutes a dynamic seal, thereby separating the two working chambers.
  • the intake and exhaust port e05 and the ignition device e06 are both introduced into the working chamber from the outside of the rotor.
  • the rotor housing e01 is fixed to facilitate the realization of the gas distribution.
  • the volumes of the two working chambers increase and decrease in synchronization. If the intake valve is opened and the exhaust valve is closed, the intake process is performed, and the intake and exhaust valves are closed to perform the work process, and the volume is reduced. If the intake and exhaust valves are closed, the compression process is performed. When the exhaust valve opens and the intake valve closes, the exhaust process is performed. During normal operation, the intake and exhaust valves should not be opened at the same time. In this example, the volume of each working chamber is increased and decreased during the cycle.
  • the intake, compression, work, and exhaust processes can be sequentially performed by the valve control, that is, the Otto cycle is realized.
  • the compressed gas at the front end of the cam far rest zone is quickly transferred to the rear of the far rest zone along the narrow gap to generate a pushing torque for the cam rotor, thereby accelerating the rotor rotation.
  • Embodiment 2 is a diagrammatic representation of Embodiment 1:
  • the number of cam follower sliders e03 is increased to six, circumferentially uniform, and a slider escapement device is provided; the cam profile on the rotor e02 is far from being stopped.
  • Both the zone and the near rest zone are increased into two sections, which are arranged symmetrically in the circumferential direction.
  • the arc angle of the distal rest section is about 70°, which is slightly larger than the centripetal angle corresponding to the adjacent two sliders, and the centripetal angle of the near rest zone is approximately It is 90°.
  • the sealing structure is the same as the previous example and will not be repeated.
  • the slider groove also forms a separate sealing chamber with the end member e04, and the piston and the cam profile can be closed by the compressed gas or the hydraulic oil; the inlet and exhaust port e05 with the valve and the ignition device e06 are introduced from the outer side of the rotor housing.
  • the working chamber, the escapement device of each slider is arranged on the outer side of the chute on the rotor bin, and the related control is performed from the outside; the valve controller and the inner rotor actuate to send the valve switch signal or drive the door (the linkage structure is not shown).
  • Figure 4 shows a working mode segment of this example to illustrate the characteristics of its working process and flexible control.
  • each slider is independently controlled by the slider escapement, and the six sliders can be combined into a different number of working chambers. For example, if you do not use the slider escapement to control any slider, you can use it according to 6 geometric working chambers; if you use the slider escapement, it will be divided into 5, 4, 3, 2 jobs according to the number of temporarily controlled sliders. Cavity and so on.
  • each cavity can correspond to at least two different working processes.
  • the volume When the volume is increased, it can correspond to the process of intake or work.
  • the volume When the volume is reduced, it can correspond to the process of compression or exhaust.
  • the volume When the volume is constant, it can be used after the intake or after the work.
  • the intake and exhaust valves can be kept in a closed state, and the working chamber has a constant volume, but is accompanied by a heat exchange process. Therefore, a plurality of different working modes can be combined.
  • the 4-cavity working control mode is adopted, and the number of the blocked sliders is two, and the adjacent two geometric working chambers are combined and used in a controlled manner, and initially, the cavities are sequentially arranged in the rotating direction of the cam rotor. It is defined as intake, compression, work, and exhaust.
  • the direction of rotation of the rotor is indicated by curved arrows.
  • the flow of gas within the working chamber is indicated by an arrowed curve.
  • the working process of the working chamber is abbreviated as intake (intake), pressure (compression), work (work), and exhaust (exhaust).
  • intake intake
  • pressure compression
  • work work
  • exhaust exhaust
  • start table begins, "middle” indicates the process, and "bi” indicates the process is completed. There is an ignition process between the compression and the work conversion, which is not indicated.
  • half-pressure means that the working medium is only compressed to half way and is no longer compressed.
  • Remaining discharge means that the combustion chamber has exhaust gas remaining and not discharged.
  • Figure 4 serial number (1) a port corresponding to the working chamber is independent, ready to intake; sliders 3 and 6 are controlled not extended, b and c are connected to the working cavity, ready to compress; d port corresponds to the working cavity independent, after ignition Work is done; the e and f ports are also connected to the working chamber, ready to exhaust.
  • the f-port joint cavity is passively reduced and exhausted; at this time, the sliders 2 and 5 are in the off-control state in contact with the cam surface, maintain the boundary of the cavity, and have been retracted into the chute, which can be controlled, and the slider 3 and 6 The controlled state is retracted in the chute. Because it is not in contact with the cam, it does not constitute a boundary of the sub-chamber, nor can it be released. Otherwise, the cam will be struck.
  • Figure 4 serial number (4) the cam continues to rotate, the sliders 2 and 5 are controlled to no longer extend, thus exiting the seal, because the sliders 3 and 6 are released from the sealed seal, the a and b ports correspond to the cavity recombination, b oral semi-compression
  • the gas is merged into the air intake process, and the e and d ports are connected to each other and recombined.
  • the e-oral residual air is mixed into the work process.
  • the c-oral operation is performed independently, and the f-oral operation is performed independently, and the cavity process continues.
  • Figure 4 serial number (5) until the cam lift pushes the sliders 4 and 1 back into the chute, the a and b ports correspond to the cavity to complete the intake air, realize the recombination intake, and increase the intake air amount; c the end of the oral compression is realized
  • the combined cavity compression can ignite; d, e combined to complete the work, realize the work of the cavity, and increase the work stroke; f end of the exhaust gas to achieve the cavity exhaust.
  • each cavity will start the corresponding next process with a cam angle of about 120°.
  • the initial state is the same except that the angular position is minus 60°, and the relationship between the serial number (6) and the serial number (2) in FIG. 4 is also the same; It can be introduced to go through the above six similar processes, that is, after two weeks of rotor rotation, it will return to the original initial state, so it will not be fully displayed.
  • the rotor of this example can complete an Otto cycle (but not in the same working chamber) every time it is rotated by 120°, and the work process is always accompanied by three times of work per turn, and the work process will be infinite. Cycling down, every two revolutions can complete 6 working cycles, and the power output of the energy storage device without the flywheel will be continuously output. Further, changing the working chamber initial process combination mode, the valve control mode, and the slider control mode, the power output characteristics will be greatly different.
  • Embodiment 3 is a diagrammatic representation of Embodiment 3
  • the inner contour cam and the inner cylindrical surface shell are combined to form an inner contour cam rotor e01, and the inner contour cam is a straight bus bar shape, and has two sections of a near rest zone and two sections of a distal rest zone, circumferentially symmetrically arranged, near rest.
  • the arc length of the segment arc is about 70°
  • the centripetal angle of the far rest zone is about 90°.
  • a cam follower pendulum block e03 is mounted on the center fixing frame e02 of the outer cylindrical surface, and the number of pendulum blocks is 6 uniformly distributed, that is, the arc center angle of the near rest section arc is slightly larger than the centripetal angle between the adjacent pendulum blocks.
  • the pendulum block mounting groove not only oscillates the pendulum block e03, but also forms a separate sealing chamber with the end member e04.
  • the compressed air or hydraulic oil can be used to close the pendulum block e03 and the cam profile;
  • the port e05, the fuel filling device e06, and the pendulum escapement e07 are all disposed on the center frame e02, and are internally controlled.
  • Each pendulum block is controlled by an electromagnetically driven escapement e07; the valve controller The e08 sends a valve switch signal or drives a valve in conjunction with the outer rotor.
  • a fuel filling device is not provided for the ignition device, and is suitable for a fuel-burning fuel such as diesel. If an ignition device is added or the fuel filling device is changed to an ignition device, other fuels are also applicable.
  • the working process is similar to that of the second embodiment and will not be discussed.
  • the center frame e02 is fixed, and the external output sub-output form can not only utilize the end shaft structure output of the outer rotor, but also use the outer rotor cylinder portion to form the required output end structure.
  • Embodiment 4 is a diagrammatic representation of Embodiment 4:
  • Figure 6 is an example of a system structure based on a cylindrical end face cam.
  • the rotor chamber e01 serving as a fixed frame has a cylindrical inner cavity, the upper and lower end members e05 are sealed and fixed with the rotor housing e01, and the outer cylindrical surface of the central cylinder e02 and the cylindrical end surface cam e03 are sealed in a cylindrical surface to form an inner rotor, cam e03 There is a long rest zone and a short rest zone; the inner rotor is mounted in the rotor bin e01 through the upper and lower end members e05.
  • the outer cylindrical surface of the end surface cam e03 is dynamically sealed with the inner surface of the rotor housing e01, and the upper end member e05 is dynamically sealed with the upper end surface of the center cylinder e02, but a gap is left between the contour of the distal rest region above the cam e03.
  • An annular gap having an axial change is formed.
  • the lower end member e05 and the lower end surface of the cam e03 form a dynamic seal to enhance the sealing effect.
  • the cam follower is a slider e04 mounted on the end member e05 and moving in the axial direction, the number of two, the slider e04 and the outer cylindrical surface of the central axis e02, the inner cylindrical surface of the rotor housing e01, and the cam profile The surface simultaneously forms a dynamic seal that separates the working chamber.
  • An intake and exhaust port e06 with a valve and an ignition device are also movably mounted on the end member e05.
  • Both the rotor housing and the center shaft are cylindrical, easy to machine and seal, and are suitable for making elongated structures.
  • Embodiment 5 is a diagrammatic representation of Embodiment 5:
  • Fig. 7 is an example of a system structure based on a ball structure.
  • the inner chamber is a spherical rotor chamber e01, which is formed into an upper and lower split form, and the lower body is also used as a lower end member and sealed.
  • the central axis e07 is combined with the spherical cross-sectional space cam e02 as a cam rotor, and the cam has a long rest area and a section. In the rest area, the centripetal angle is slightly less than 180°.
  • the cam follower is a spherical swinging block e03, the number of which is two, symmetrically arranged, the end member e04 is placed in the spherical cavity, and is sealed and fixed with the rotor housing e01, and the outer spherical structure forms a contact seal with the inner spherical surface of the cam e02. However, there is a gap between the contour of the far rest zone of the cam e02, thereby forming a non-uniform annular gap.
  • the swinging block e03 is mounted on the end member e04 by the pin axis e08 of the center of the ball, and is coupled with the lower hemisphere and the cam of the rotor housing e01.
  • the contoured surface and the outer spherical surface of the end member e04 form a dynamic seal that separates the working chamber.
  • the intake and exhaust port e05 with a valve and the ignition device e06 are also mounted on the end member e04.
  • the above describes the composition, operation mode, and use characteristics of the internal combustion engine power system through several simple examples. It is conceivable that as long as the size is large enough, there is no limit to the number of cam followers. At the same time, there is no limit to the number of cam peaks similar to the near and far rest regions, so the number of working chambers can be determined according to requirements. In addition to the control of the follower control device to the cam follower and the control of the valve by the valve controller, the design flexibility and the flexibility of use can be fully realized. As for the single cavity volume, the compression ratio, the shape of the combustion chamber, etc., the radial clearance and the axial length can be fully utilized. In summary, the invention opens up a vast space for the research of rotor engines.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)

Abstract

公开了一种凸轮转子内燃发动机动力系统。该动力系统利用凸轮与多个凸轮从动件（e03）构成凸轮机构，并与内腔体构件（e01）、外回转面构件和端部构件（e04）构成多个周向分布的密封工作腔室，它们随凸轮和凸轮从动件（e03）的相对转动而发生容积变化，配合气门在其中完成奥托循环的进气、压缩、做功、排气四过程，将气体燃烧产生的化学能直接转化成转子（e02）的定轴回转形式的机械能。该动力系统不设置活塞发动机的曲轴，高压气体直接推动转子定轴回转并输出动力，结构简单，参数可调节范围大。在附加的凸轮从动件擒纵装置控制下易实现柔性控制，甚至可实现正反转，相比于活塞内燃机和三角转子内燃机动力系统均有许多突出的优势。还公开了包含该凸轮转子内燃发动机动力系统的内燃机以及该内燃机的控制方法。

Description

一种凸轮转子内燃发动机动力系统 技术领域
本发明属于发动机领域，涉及一种转子内燃发动机。
 背景技术
活塞内燃机是最早问世的内燃机。其特点是活塞在气缸内作往复直线运动，通过曲柄滑块机构实现曲轴回转运动输出。在曲轴回转两周内气缸内完成一次完整的进气、压缩、做功、排气四个工作过程，即奥托循环。人们通常认为，活塞式内燃机具有热效率高、结构紧凑，机动性强，运行维护简便等优点，甚至认为活塞内燃机的动力装置，尤其是机械结构，已经达到登峰造极的程度。然而，活塞内燃机输出动力的做功过程只占其中的四分之一，因而运动波动大，必须依靠飞轮维持工作过程连续，特别是其热效率只有40%左右。活塞内燃机结构，形式单一，缺乏可变性，只有通过增大尺寸或多套系统并联提高动力；而且，受曲柄滑块机构特性限制，做功冲程产生的化学能很难有效利用：如燃料爆发力最强大的时段，恰恰对应曲柄处于死点附近，此时爆发力主要以内耗为主，因力臂接近于零，并不能产生最大驱动力矩；最大力臂长度和活塞行程取决于固定的曲柄长度，对应最大力臂处，燃料的爆发力已下降很多，活塞内燃机动力机构的构成先天地决定其不可能充分地转化燃料的化学能。这也是活塞内燃机效率难以提高的一个根本原因。
三角转子内燃机(又称三角活塞旋转式发动机)是目前唯一成功商业化的转子内燃机。三角转子内燃机有一个或多个具有等径特性的曲边三角形转子，有类似椭圆形特定内腔廓型的转子仓作汽缸；转子有三个面与缸壁正好可以形成三个独立空间，即燃烧室。通过曲轴和齿轮啮合，使转子在汽缸内作强迫行星运动，转子运动时，有规律地露出进排气孔，不须像活塞内燃机一样配备专门的气门三个燃烧室即可各自先后完成奥托循环。转子代替活塞的作用，将压力转化为旋转运动输出。转子在一个方向上连续旋转，而不是剧烈地改变方向的往复直线运动。三角转子自转一周，发动机点火做功三次。三角转子内燃机较好地解决了端面密封和径向密封问题，精简结构，体积小，质量轻，运行安静，噪声小，具有均匀的扭矩特性。但仍存在核心件加工要求过高，对磨损过于敏感、压缩比调整困难、热效率低等关键问题，燃烧利用率仍难提高。同时，类似于活塞内燃机，三角转子内燃机结构的可拓展性也是有限的。另外燃料产生的膨胀力在转化为输出轴的动力时，力的传递存在天然缺陷。膨胀力虽然能推动转子转动，但其作用合力对转子轴的力矩却很难提高，同样内耗比例过高。
现有内燃机所用燃料种类很多，如汽油、柴油、煤油、天然气、石油气、煤气、氢气等。在内燃机工作过程中动力系统的燃料供给方式有两种：一种是燃料气化或雾化与氧化剂（通常是空气）混合后一起进入燃烧室，另一种是燃通过加注装置单独加注，不与氧化剂同步进入燃烧室。燃料点燃方式也有两种：一是利用火花塞等点火装置引燃，另一是通过压缩升温后自燃，如柴油。
 技术问题
受凸轮机构在泵和马达结构中应用的启发，再针对内燃机奥托循环特殊要求进行改造，在突破四个过程有序转换的关键技术以后，提出一种基于组合凸轮机构的转子内燃机动力装置构成原理。这种结构中，存在着伴随转子的连续定轴回转运动而发生容积变化的工作腔，以此来实现奥托循环的经典过程，并直接吸收燃料燃烧产生的压力能。
 技术解决方案
基本设计思路是：利用凸轮升程和回程造成凸轮轮廓面的尺寸变化，再利用内腔回转面构件的内表面、外回转面构件的外表面以及相应的端部构件将凸轮除凸轮包容起来，除凸轮轮廓面以外的其它表面均构成接触密封关系，进而形成非均匀变化的环形间隙，并使凸轮随内腔构件和外回转面构件之一相对另外一个做定轴回转，再用一组凸轮从动件安装在未与凸轮固定的内腔构件或外回转面构件上，利用凸轮从动件与光顺凸轮轮廓面间的高副连接可构成接触密封的特性，将前述环形间隙沿周向分隔成多个密封腔室，并用气门在气门控制器的控制下有控制地连通各腔室的进排气口，有序地控制其中的气体流向。工作腔容积增大时，如果打开进气口关闭排气口，则可实现进气过程；如果进排气口均关闭，则可满足做功过程的要求；工作腔容积减小时，如果打开排气口关闭进气口，则可实现排气过程；如果进排气口均关闭，则可满足压缩过程的要求。控制气门开关的时序，即可在工作腔内顺序完成奥托循环的进气、压缩、做功、排气四个过程。膨胀做功过程将燃料燃烧产生的化学能以高压的形式作用在凸轮轮廓和凸轮从动件之上，从而使两者以相对回转运动形式输出机械能。
凸轮机构的设计具有多样性。凸轮轮廓可在基圆柱表面以直母线形式构成盘形凸轮、可在圆柱的端面形成圆柱凸轮等简单形式，也可在其他回转体表面以复杂变化的母线形式绕转轴回转扫掠构成空间结构凸轮轮廓。如，圆柱面上螺旋线母线形成的凸轮、鼓形或腰鼓形表面上形成的圆弧母线凸轮，锥形表面上形成的直母线凸轮、球形柱体结构上形成的球截面凸轮等等。盘形凸轮本身又可区分为外表面工作轮廓凸轮和内腔表面工作轮廓凸轮等。加上凸轮的轮廓形状、升程和回程变化规律、远近休止区有无以及数量等的不同，变化形式繁多，均可产生不同的设计效果。
凸轮从动件的运动形式也包括直动从动件、摆动从动件，以及直动摆动复合的平面运动从动件等不同形式。安装从动件的构件上的安装联接部结构与从动间的运动形式相适应。从动件与凸轮接触的工作端又可分尖顶、圆顶、平顶和磙子等形式。为了适应凸轮母线的变化同时保证密封性要求，必要时凸轮从动件可采用组合结构形式，如，采用多片或多段组合结构、接触工作端可带有适应接触关系变化的摆动头等。凸轮从动件与凸轮轮廓的接触以利用弹簧力、液压、气压、电磁力等力封闭方式实现较简单，尤其是通过液压力和电磁力实现时易于进行柔性控制。另外，特定凸轮结构情况下也可利用几何封闭的方式实现，此时从动件及几何封闭结构应有较高的尺寸精度或带有一定的变形补偿能力。
使用时与凸轮固定相连的构件、与凸轮从动件相连的构件均可作为动力输出的转动件，即转子。端部构件在与凸轮和凸轮从动件均保持必要端部密封和使两者间相对定轴转动的前提下，可与两者之一固定为一体，也可相对两者独立。
凸轮轮廓线可采用直线、圆弧、样条曲线、正余弦曲线、多项式曲线、椭圆曲线等多种凸轮轮廓常用的曲线，或者由几种组合而成。选用原则是应尽量使与之构成凸轮机构关系的凸轮从动件在运动时不产生刚性冲击和/或柔性冲击，即，无速度突变和加速度突变。这样会有利于运转时凸轮从动件与凸轮轮廓间连接密封的稳定性，也避免接合面出现冲击磨损，从而提高使用寿命。
凸轮轮廓最好设置远休止段和/或近休止段，即，使凸轮从动件高副连接端有保持静止的凸轮轮廓段，以实现凸轮从动件相对简单的运动规律，减少其联接部位的相对运动，从而减小磨损。
根据必要性设置凸轮从动件擒纵装置，其作用是适时地卡住或放开滑块，以实现工作过程的柔性控制。凸轮从动件擒纵装置采用电磁控制或液压控制实现时结构简单，尤其适用于凸轮从动件数量多的情况。同样地，气门控制器也宜用电磁控制或液压控制实现，凸轮从动件数量少时，也可利用机械传动实现。
另外，根据使用燃料的必要性设置点火装置，点火装置应设置在混合气达到规定压缩比时燃烧室对应的位置。如果燃料加注的时机不与空气等氧化剂同步，燃料加注装置的燃料加注入口应设置在进气过程和压缩过程对应的区间内。
本发明所述单套或多套动力系统，配合其他润滑系统、冷却系统、配气系统、控制系统等其他辅助系统，即可构成完整的内燃机。
 有益效果
本发明公开的凸轮转子内燃发动机动力系统，作为内燃发动机的核心至少存在以下可见的优势：
1.燃烧产生的动力直接作用于定轴回转的输出转子上，利用伴随转子连续定轴回转而发生容积变化的工作腔，直接吸收燃料燃烧产生的压力能，无需任何运动变换过程，从而运动传递环节短，有利于提高传动效率。
2.无论在燃料爆炸产生最大爆发力处，还是在燃烧后期，均可保持作用力的力臂不变，因此爆炸压力能够得到充分利用。
3.系统可做到转子无偏心回转，系统平衡容易实现，因此运动平稳，加上无往复运动件，动力损耗小，系统震动小，可实现低噪音运行。
4.可在统一结构中通过控制系统配合实现多种工作模式件的柔性转换，适应性极高，尤其适合配合计算机进行柔性自动控制，还可实现正反转控制。
5.系统可设计性极高，调节燃烧性能和动力性能的参数范围大，可望大幅度提高热效率；可设计成外转子或内转子输出形式。
6.结构简单，无需使用加工精度要求极高的叶轮和三角转子，因此制造成本低。
7.实现奥托循环经典四过程使采用容积变化实现，高低转速作业均可适用。易于实现单转多次做功，进气量大小和做功行程长短均可实现调节，可实现低速大扭矩输出。
8.体积小，易于实现扁平化和细长化，可适应不同的使用空间需求。活动件少，对磨损不敏感，易于实现自动补偿，可靠性高。
9.可使用多种燃料。
 附图说明
图1为一个基本结构的主视图，其俯视图对应附图2，并对应图2的B-B剖面，图2对应图1的A-A剖面。
符号说明：e01-内腔体构件安装滑块作转子仓，e02-凸轮和外回转面构件构成的转子，e03-凸轮从动件为滑块，e04-端部构件，e05-带气门的进排气口，e06-点火装置，e07-弹簧
图3为带凸轮从动件控制装置的一种结构示意图，用带局部切除的立体图表示。
符号说明：e01-内轮廓凸轮和内腔体构件组合构成外转子，e02-外回转面构件作中心固定机架并安装凸轮从动件摆块，e03-凸轮从动件为摆动块，数量6个，e04-端部构件，e05-带气门的进排气口，e06-燃料加注装置，e07-摆块擒纵装置，e08-气门联动控制装置
图4为用滑块凸轮从动件和凸轮内转子的一种结构示意图，用带局部切除的立体图表示。
符号说明：e01-内腔为圆柱的转子仓构成机架，e02-作为外回转面构件的中心轴与外轮廓盘形凸轮结合为转子，e03-凸轮从动件为滑块，数量6个，e04-端部构件，e05-带气门的进排气口，e06-点火装置，e07-滑块擒纵装置
图5为图4结构的一种柔性控制工作过程片段说明图。具体说明见实施例三。
图6为以圆柱端面凸轮为基础的系统结构实例解剖图。
符号说明：e01-内腔为圆柱形的转子仓，e02-圆柱中心轴，e03-圆柱端面凸轮，e02、e03固定为一构成内转子，e04-凸轮从动件为轴向直动滑块，e05-端部构件，e06-带气门的进排气口
图7为以球结构为基础的系统结构实例解剖图。
符号说明：e01-内腔为球形的转子仓，分上下剖分形式，下体兼做端部构件密封，e02-球截面空间凸轮，e07-外回转面构件中心轴，e02与e07结合为凸轮转子，e03-凸轮从动件为球面摆动块，数量2个，e04-端部构件居球形内放置，与上体转子仓固定，e05-带气门的进排气口，e06-点火装置，e08-摆动块e03的回转轴。
 本发明的实施方式
以下实施例的气门控制器均可采用电磁控制、液压传动控制。通过检测输出转子与固定机架件的相位关系，向对应的气门发送气门开关信号。或根据凸轮从动件划分的工作腔的布局，利用相应机械传动系统联接，适时地开关气门。
实施例一：
见图1和图2，图1为一个基本结构的主视图，其俯视图对应附图2，并对应图2的B-B剖面，图2对应图1的A-A剖面。转子仓e01有内圆柱面，凸轮为有一段远休止区和一段近休止区的外轮廓盘形凸轮，与回转轴合为一体构成转子e02，远休止区和近休止区均接近于180°。凸轮从动件为直动滑块e03，数量为2，滑块e03安装在转子仓内滑径向滑槽中，采用弹簧e07实现力封闭，由于滑块数量少，不加滑块擒纵装置。端部构件e04与转子仓密封固定并和凸轮端面构成动密封，凸轮远休止区与转子仓内圆柱面间留有间隙，进而形成径向尺寸变化的环形间隙。滑块e03与端部构件e04联接处构成动密封，其其与凸轮接触处也构成动密封，进而分隔出两个工作腔。进排气口e05、点火装置e06均从转子外部引入工作腔。
此例转子仓e01固定有利于方便实现配气。转子e02转动时，两个工作腔的容积会同步地增大和缩小。容积增大的腔，如果进气门打开排气门关闭，执行进气过程，进排气门均关闭则执行做功过程，容积减小的腔，如果进排气门均关闭则执行压缩过程，排气门打开进气门关闭，则执行排气过程。正常工作时不应出现进排气门同时打开的状态。此例每个工作腔的容积增大和减小时循环进行的，因此通过气门控制可实现进气、压缩、做功、排气过程依次进行，即实现奥托循环。做功阶段之初，凸轮远休止区前端的压缩气会沿狭小间隙快速转移到远休止区的后方对凸轮转子产生推动力矩，从而加速转子旋转。
实施例二：
见图3，本例是在实施例一的结构基础上了凸轮从动件滑块e03的数量增加为6个，周向均布，并设置了滑块擒纵装置；转子e02上的凸轮轮廓远休止区和近休止区均增加为两段，周向对称布置，远休止段弧长向心角各约70°，略大于相邻两滑块对应的向心角，近休止区向心角各约为90°。密封结构关系同前例，不再重述。滑块槽也与端部构件e04构成独立密封腔，可通入压缩气或液压油使滑块与凸轮轮廓实现力封闭；带气门的进排气口e05、点火装置e06从转子仓外侧面引入工作腔，每个滑块的擒纵装置均设置在转子仓上滑槽外侧面，从外部进行相关控制；气门控制器与内转子联动发送气门开关信号或驱动门（联动结构未画出）。
图4给出本例的一种工作模式片段，以说明其工作过程和柔性控制的特点。
图4中用数字指示滑块的序号，每个滑块受滑块擒纵装置独立控制，6个滑块可组合成不同数量的工作腔。如，不用滑块擒纵装置控制任何滑块，可按6个几何工作腔使用；使用滑块擒纵装置，则根据被临时控制的滑块数不同分为5、4、3、2个工作腔等几种。
初始时每腔至少可对应两种不同的工作过程。容积增大时可对应进气或做功过程，减小时可对应压缩或排气过程，容积不变时可对应进气后或做功后休止过程。休止过程时可设置进排气门均保持关闭态，工作腔虽然容积不变，但伴随热交换过程。因而可组合出多种不同的工作模式。
图4中所示为采用4腔工作控制模式，同时被卡住的滑块数为两个，相邻两个几何工作腔受控地组合使用，且初始时各腔按凸轮转子转动方向依次设定为进气、压缩、做功、排气。转子的回转方向用弧形箭头所示。工作腔内气体的流动用带箭头曲线表示。
图4中“脱控”表示滑块已被擒纵装置放开，“受控”表示滑块已被擒纵装置卡住，“入控”表示滑块被擒纵装置卡住的时机，“解脱”表示滑块被擒纵装置放开的时机。滑块“入控”和“解脱”均在上止点时完成，可避免滑块运动发生冲击。一组进排气口用字母a、b、c、d、e、f示意，为区别，略长的为进气口，略短的为排气口。图中用小箭头示出气门的动作时机，不带箭头时为保持的状态。
工作腔的工作过程简写为进（进气）、压（压缩）、功（做功）、排（排气），“始”表始开始，“中”表示过程进行，“毕”表示过程完毕，压缩和做功转换中间有点火过程，未标出。另外，“半压”是指工作介质仅压缩到半程，不再压缩，“剩排”是指燃烧室有废气剩余未排出。
工作过程如下：
图4序号（1）a口对应工作腔独立，准备进气；滑块3和6受控未伸出，b和c口对应工作腔连通，准备压缩；d口对应工作腔独立，点火后即将做功；e和f口对应工作腔也连通，准备排气。
图4序号（2）由于滑块1和4脱控，可在封闭力作用下沿凸轮轮廓回程段伸出至近休止区，保持分腔边界。凸轮转子转动，各腔过程略进展，即a口腔容积被动扩大，进气；b、c口联合腔容积被动减小，压缩；d口腔做功，加速推动转子向前转动，容积增大；e、f口联合腔被动减小，排气；此时，滑块2和5处于脱控态与凸轮表面接触，保持分腔边界，且已缩回滑槽内，可以入控，而滑块3和6受控态回缩在滑槽内，因为不与凸轮接触，不构成分腔边界，也不可令其解脱伸出，否则会对凸轮造成敲击。
图4序号（3）凸轮升程后沿达到滑块3和6处，并顺滑地与凸轮远休止区形成密封接触后，解脱，构建起新的分腔边界，且不会造成冲击，各腔过程又进展；现在，b、e口腔独立出来，呈六腔分立状态。此时滑块3从b口腔截获燃烧室内半压缩气体，滑块6堵截e口腔燃烧室未排的废气。滑块2和5仍保持缩回在滑槽中，稳定入控，便于下次转换。
图4序号（4）凸轮继续转动，滑块2和5受控不再伸出，从而退出密封，因滑块3和6解脱已接手密封，a和b口对应腔连通重组，b口腔半压缩气合入进气过程，e和d口对应腔连通亦重组，e口腔剩排气混入做功过程，同时，c口腔独立执行做功、f口腔独立执行排气，各腔过程继续。
图4序号（5）直到凸轮升程将滑块4和1刚推回滑槽中，a和b口对应腔完成进气，实现重组进气，提高了进气量；c口腔压缩结束，实现了合腔压缩可以点火；d、e结合完成做功，实现合腔做功，加大了做功行程；f口腔排气结束实现了合腔排气。
至此，开始时的四个过程均已完成，各腔将开始对应的下一过程，凸轮转角约为120°。与序号（1）时比较，以此作初始状态，除角度位置与之相差负60°外，其余均相同，接下来的图4序号（6）与序号（2）的关系也是如此；由此，可推出需经历如上六次类似的过程，亦即转子回转两周后会回到原初始状态，故不再完整展示。
由此可见，本例转子每转120°，整体即可完成一次奥托循环（但不是在同一工作腔内完成的），而且做功过程伴随始终，每转可完成3次做功，工作过程会无限循环下去，每两转可完成6次做功的工作大循环，无需飞轮等储能装置动力也会得到连续输出。进一步地，改变工作腔初始过程组合模式、气门控制模式以及滑块控制模式，动力输出特点会有很大的不同。
本例展示出，多数量可控制的凸轮从动件使工作腔的大小在使用中可调，增加了动力输出的柔性，也有利于提高工作腔的几何利用率和燃料能量的利用率，具有突出的优势。从实现从动件和气门控制可操作性和系统结构复杂性分析，从动件擒纵装置和气门控制器虽然可采用机械传动控制或液压传动实现，但采用电磁控制应属最为便捷。
实施例三：
见图5，内轮廓凸轮和内圆柱面壳体组合构成内轮廓凸轮转子e01，内轮廓凸轮为直母线盘形，有两段近休止区和两段远休止区，周向对称布置，近休止段弧长向心角约70°，远休止区向心角约为90°。外圆柱面的中心固定架e02上安装凸轮从动件摆块e03，摆块数量6个均布，即近休止段弧长向心角略大于相邻摆块间所对的向心角。内轮廓凸轮的近休止段与中心固定架e02的外圆柱面间留有间隙，上下端部构件e04与凸轮转子e01密封固定为一体，并与中心固定架e02的上端面和下阶梯端面构成动密封，进而形成径向有变化的环形间隙；摆块e03定轴地安装在中心固定架e02上的摆动槽内外伸处与凸轮轮廓曲面密封接触，同时上下端面也与上下端部构件e04构成动密封，分隔成6个几何工作腔。另外摆块安装槽除使摆块e03定轴摆动外，也与端部构件e04构成独立密封腔，可通入压缩气或液压油使摆块e03与凸轮轮廓实现力封闭；带气门的进排气口e05、燃料加注装置e06、摆块擒纵装置e07均设置在中心机架e02上，从内部进行相关控制，每个摆块均受一个电磁驱动的擒纵装置e07控制；气门控制器e08与外转子联动发送气门开关信号或驱动气门。
本例未设点火装置而设燃料加注装置，适用于如柴油的压燃类燃料，如果增设点火装置，或将燃料加注装置改为点火装置，则也适用其它燃料。工作过程与实施例二相似，不再展开论述。本例采用中心机架e02固定，外传子输出形式，不仅可利用外转子的端部轴结构输出，也可利用外转子柱面部分制成所需的输出端结构。
实施例四：
图6为圆柱端面凸轮为基础的系统结构实例。
充当固定机架的转子仓e01有圆柱面内腔，上下端部构件e05与转子仓e01密封固定，中心圆柱e02的外柱面与圆柱端面凸轮e03内圆柱面密封固结构成内转子，凸轮e03有一段远休止区和一段近休止区；内转子通过上下端部构件e05安装在转子仓e01内。并且，端面凸轮e03的外圆柱面与转子仓e01内表面动密封，上部的端部构件e05与中心圆柱e02的上端面动密封，却与凸轮e03上方的远休止区轮廓间留有间隙，进而形成有轴向变化的环形间隙。下部的端部构件e05与凸轮e03下端面构成动密封有利增强密封效果。凸轮从动件为安装在端部构件e05上并沿轴向运动的滑块e04，数量2个，滑块e04还与中心轴e02的外圆柱面、转子仓e01的内圆柱面、以及凸轮轮廓面同时构成动密封，进而分隔工作腔。带气门的进排气口e06、点火装置（未画出）也动密封地安装在端部构件e05上。
本例工作过程类似实施例一，不再重述。转子仓和中心轴均为圆柱体，易于加工和实现密封，适于制成细长结构。
实施例五：
图7为以球结构为基础的系统结构实例。内腔为球形的转子仓e01，制成上下剖分形式，下体兼做下侧端部构件并密封，中心轴e07与球截面空间凸轮e02结合为凸轮转子，凸轮有一段远休止区和一段近休止区，向心角均略小于180°。凸轮从动件为球面摆动块e03，数量2个，对称布置，端部构件e04居球形腔内放置，与转子仓e01上体密封固定，且有外球面结构与凸轮e02内侧球面形成接触密封，但与凸轮e02远休止区轮廓间留有间隙，进而形成不均匀环形间隙，摆动块e03用轴线通过球心的销轴e08安装在端部构件e04上，并与转子仓e01下半球面、凸轮轮廓面和端部构件e04的外球面构成动密封，分隔工作腔。带气门的进排气口e05、点火装置e06也安装在端部构件e04上。
本例工作过程类似实施例一，不再重述。
以上通过几个简单的实例说明了内燃机动力系统的构成、运行方式、和使用特点。可以想象，只要尺寸足够大，凸轮从动件的数量并没有界限。同时，类似于远近休止区的凸轮凸峰数也没有限制，因而工作腔的数量可随需求而定。加上从动件控制装置对凸轮从动件的控制和气门控制器对气门的控制，设计柔性和使用柔性均可充分体现出来。至于单腔容积、压缩比、燃烧室形状等可充分利用径向间隙和轴向长度加以解决。总之，该发明为转子发动机的研究开辟了广阔的空间。

Claims (9)

  1. 一种凸轮转子内燃发动机动力系统，它包括内腔构件、外回转面构件、凸轮、端部构件、凸轮从动件、以及气门和气门控制器；其特征是，凸轮轮廓面有若干升程和回程的尺寸变化，内腔回转面构件的内表面、外回转面构件的外表面以及端部构件将凸轮包容起来，除凸轮轮廓面以外的其它表面均构成接触密封关系，进而形成有变化的环形间隙；凸轮与内腔构件和外回转面构件之一固定联接并相对另外一个作定轴回转；用一组凸轮从动件安装在未与凸轮固定的内腔构件或外回转面构件上，利用凸轮从动件与光顺凸轮轮廓面间的高副连接构成密封接触，将所述环形间隙沿周向分隔成多个密封腔室；
    气门控制器驱动气门，连通各腔室内开口的进、排气口，有序地控制工作腔室中的气体流向；控制气门开关的时序，利用各腔室的容积变化，顺序完成奥托循环的进气、压缩、做功、排气四个过程；膨胀做功过程将燃料燃烧产生的化学能以高压的形式作用在凸轮轮廓和凸轮从动件之间，从而使两者以相对回转运动形式输出机械能。
  2. 权利要求1所述的一种凸轮转子内燃发动机动力系统，其特征是，所述凸轮轮廓是在回转体内或外表面以同步变化的母线绕回转轴旋转扫掠而成的光顺封闭曲面，凸轮从动件与凸轮的接触端在相对回转过程中保持密封。
  3. 权利要求2所述的一种凸轮转子内燃发动机动力系统，其特征是，所述凸轮轮廓是以平面母线形式在基圆柱表面构成的盘形凸轮、在圆柱端面构成的圆柱凸轮、或在球性体上形成的凸轮。
  4. 权利要求3所述的一种凸轮转子内燃发动机动力系统，其特征是，所述凸轮轮廓有远休止段和/或近休止段，升程和回程过渡区使凸轮从动件在运动时不产生刚性冲击和/或柔性冲击，即，无速度突变和加速度突变；远休止段和/或近休止段对应的弧长接近或相等于相邻两凸轮从动件接触端所对应的弧长。
  5. 权利要求4所述的一种凸轮转子内燃发动机动力系统，其特征是所述凸轮从动件为直动或摆动形式运动、或平面运动形式运动，其与凸轮接触端为光顺曲面、磙子或组合安装有可动的摆动头，凸轮从动件的数量大于2个，每个凸轮从动件是单体结构或为多片或多段组合结构。
  6. 权利要求5所述的一种凸轮转子内燃发动机动力系统，其特征是，还设置有凸轮从动件擒纵装置，其作用是适时地卡住或放开凸轮从动件，实现对工作过程的柔性控制；远休止段或近休止段对应的弧长大于相邻两凸轮从动件接触端所对应的弧长；从动件擒纵装置和气门控制器是通过电磁控制或机械控制实现的。
  7. 权利要求1~6之一所述的一种凸轮转子内燃发动机动力系统，其特征是，还设置点火装置和/或燃料加注装置，点火装置设置在混合气达到规定压缩比时燃烧室对应的位置，燃料加注入口设置在进气过程和压缩过程对应的区间内。
  8. 一种内燃机，其特征是包含权利要求1~6之一所述的凸轮转子内燃机动力系统。
  9. 一种内燃机控制方法，其特征是针对权利要求8所述的凸轮转子内燃机动力系统中凸轮从动件和/或气门的控制。
PCT/CN2018/078665 2017-03-23 2018-03-12 一种凸轮转子内燃发动机动力系统 WO2018171452A1 (zh)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US16/492,892 US20200072133A1 (en) 2017-03-23 2018-03-12 Cam rotary engine power system of internal combustion type

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201710169154.7A CN106968785B (zh) 2017-03-23 2017-03-23 一种凸轮转子内燃发动机动力系统
CN201710169154.7 2017-03-23

Publications (1)

Publication Number Publication Date
WO2018171452A1 true WO2018171452A1 (zh) 2018-09-27

Family

ID=59329134

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2018/078665 WO2018171452A1 (zh) 2017-03-23 2018-03-12 一种凸轮转子内燃发动机动力系统

Country Status (3)

Country Link
US (1) US20200072133A1 (zh)
CN (1) CN106968785B (zh)
WO (1) WO2018171452A1 (zh)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020250218A1 (en) * 2019-06-09 2020-12-17 Smartive Tech Ltd Erez engine - an internal combustion rotary engine

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106968785B (zh) * 2017-03-23 2020-05-19 大连理工大学 一种凸轮转子内燃发动机动力系统
CN110185568B (zh) * 2019-07-03 2024-11-26 上海东古智能科技有限公司 点火正时机构、转子内燃机、车辆、飞行器及船舶
CN110159421B (zh) * 2019-07-03 2025-01-17 吕国良 活塞、转子内燃机、车辆、飞行器及船舶
CN110185540B (zh) * 2019-07-03 2024-09-06 湖南星期八知识产权有限公司 凸轮组、转子内燃机、车辆、飞行器及船舶
CN112065575B (zh) * 2020-09-27 2023-03-21 郭丁瑜 一种换腔式转子发动机
CN112176558A (zh) * 2020-11-05 2021-01-05 琦星智能科技股份有限公司 缝纫机的驱动结构

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3921596A (en) * 1974-09-11 1975-11-25 John E Schulz Concentric rotary engine
US4014298A (en) * 1974-09-11 1977-03-29 Schulz John E Concentric rotary engine
CN1228506A (zh) * 1998-03-06 1999-09-15 李建坤 高效提前自压式旋转发动机
CN2895756Y (zh) * 2005-04-24 2007-05-02 崔振中 凸轮转子发动机
CN106870124A (zh) * 2017-03-23 2017-06-20 大连理工大学 一种凸轮转子内燃发动机动力系统设计方法
CN106884710A (zh) * 2017-03-23 2017-06-23 大连理工大学 一种滑块配合凸轮转子内燃发动机动力系统
CN106948935A (zh) * 2017-03-23 2017-07-14 大连理工大学 一种圆柱凸轮转子内燃发动机动力系统
CN106968785A (zh) * 2017-03-23 2017-07-21 大连理工大学 一种凸轮转子内燃发动机动力系统

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2725036A1 (de) * 1977-06-03 1978-12-14 Hans Maier Kreiskolbenmotor
CN85105592B (zh) * 1985-07-12 1988-05-25 潘文元 尖椭圆凸轮式旋转发动机
JPS63285224A (ja) * 1987-05-19 1988-11-22 Kenji Kasama カムロ−タ−エンジン
CN1062953A (zh) * 1991-01-01 1992-07-22 马光复 双缸体凸轮式转子发动机

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3921596A (en) * 1974-09-11 1975-11-25 John E Schulz Concentric rotary engine
US4014298A (en) * 1974-09-11 1977-03-29 Schulz John E Concentric rotary engine
CN1228506A (zh) * 1998-03-06 1999-09-15 李建坤 高效提前自压式旋转发动机
CN2895756Y (zh) * 2005-04-24 2007-05-02 崔振中 凸轮转子发动机
CN106870124A (zh) * 2017-03-23 2017-06-20 大连理工大学 一种凸轮转子内燃发动机动力系统设计方法
CN106884710A (zh) * 2017-03-23 2017-06-23 大连理工大学 一种滑块配合凸轮转子内燃发动机动力系统
CN106948935A (zh) * 2017-03-23 2017-07-14 大连理工大学 一种圆柱凸轮转子内燃发动机动力系统
CN106968785A (zh) * 2017-03-23 2017-07-21 大连理工大学 一种凸轮转子内燃发动机动力系统

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020250218A1 (en) * 2019-06-09 2020-12-17 Smartive Tech Ltd Erez engine - an internal combustion rotary engine

Also Published As

Publication number Publication date
US20200072133A1 (en) 2020-03-05
CN106968785B (zh) 2020-05-19
CN106968785A (zh) 2017-07-21

Similar Documents

Publication Publication Date Title
WO2018171452A1 (zh) 一种凸轮转子内燃发动机动力系统
KR101396755B1 (ko) 분할사이클 체적가변형 스파크점화 로터리엔진
CN106884710B (zh) 一种滑块配合凸轮转子内燃发动机动力系统
CN106948935B (zh) 一种圆柱凸轮转子内燃发动机动力系统
WO2013152730A1 (zh) 转子压缩机、转子发动机及转子汽轮机
US20130276761A1 (en) Variable-compression engine assembly
CN106870124B (zh) 一种凸轮转子内燃发动机动力系统设计方法
CN115163295B (zh) 一种旋转式油电混合发动机
CN106870123B (zh) 一种内腔凸轮转子内燃发动机动力系统
CN101818685A (zh) 一种四角旋转活塞发动机
CN100434668C (zh) 一种无曲轴内燃机
CN106894890B (zh) 一种摆块配合内腔凸轮转子内燃发动机动力系统
CN106948934B (zh) 一种摆块配合凸轮转子内燃发动机动力系统
CN208281052U (zh) 一种外缸体及旋转式内燃机
CN102032043B (zh) 单列往复活塞式转子发动机
CN208416698U (zh) 一种内燃机端盖及旋转式内燃机
CN208734431U (zh) 一种内缸体及旋转式内燃机
CN206175017U (zh) 一种可变膨胀比活塞往复式内燃发动机
US12116925B1 (en) Rotary engine with dual axis rotor rotation
CN112302787A (zh) 一种汽油转子发动机
CN103953433B (zh) 周转发动机
CN208281054U (zh) 一种半柱轴、内缸体及旋转式内燃机
CN208281053U (zh) 一种内缸套组件、内缸体及旋转式内燃机
US20230407780A1 (en) Pistonless combustion flywheel engine design for low fuel consumption
CN208281051U (zh) 一种三角板组件、活塞装配体以及旋转式内燃机

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18771661

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 18771661

Country of ref document: EP

Kind code of ref document: A1