CN105793539B - 具有外部燃烧和膨胀室的旋转活塞式发动机 - Google Patents
具有外部燃烧和膨胀室的旋转活塞式发动机 Download PDFInfo
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- 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
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- F01B15/00—Reciprocating-piston machines or engines with movable cylinders other than provided for in group F01B13/00
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- F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
- F01B3/0032—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis having rotary cylinder block
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- F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
- F01B3/0082—Details
- F01B3/0085—Pistons
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- F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
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Abstract
这是一种多个汽缸/活塞块和转换轮围绕主旋转轴以相同的旋转速度旋转的发动机。在多个汽缸/活塞块之间存在转换轮,其将活塞运动转换为转换轮的旋转和多个汽缸/活塞块的旋转。一个汽缸/活塞块将空气/介质朝向燃烧和膨胀室压缩。并且另一汽缸/活塞块从所述燃烧和膨胀室中发生的反应获取能量。所述排气汽缸/活塞块具有比进气汽缸/活塞更大的冲程容积。所述转换轮在其旋转轴上是稳定的,并且不沿其它方向运动。因为所有三个部分直接相互连接,所以所述发动机中的汽缸/活塞块和转换轮必须具有相同的旋转速度。此外,所述发动机是基于容积而不是基于压力的。
Description
技术领域
本发明涉及发动机,具体涉及一种基于容积的旋转活塞式发动机及其用途。
背景技术
US7219633B1公开了一种压缩点火旋转汽缸发动机(CIRC),其中旋转汽缸块和固定的管集箱板(header plate)提供具有恒定的正转矩和减少的振动的更加节能高效的发动机。然而,旋转汽缸发动机的效率仍然需要进一步提高。
发明内容
这是一种多个汽缸/活塞块和转换轮(converter wheel)围绕主旋转轴以相同的旋转速度旋转的发动机。汽缸/活塞的数量和冲程容积将根据发动机所需的要求变化。在多个汽缸/活塞块之间存在转换轮,其将活塞运动转换为转换轮的旋转和多个汽缸/活塞块的旋转。
所述活塞是圆的,并且通过围绕所述活塞的紧固环被隔离。所有的活塞均位于其汽缸中,并且多个汽缸/活塞块围绕相同的主旋转轴(对于每一部分而言)在滚珠轴承上旋转。
在该案例中,所述发动机具有一个用于将空气/介质朝向燃烧和膨胀室压缩的汽缸/活塞块。并且另一个汽缸/活塞块从所述燃烧和膨胀室中发生的反应获取能量。在催化剂之前或在催化剂中存在持续的燃烧和膨胀(如果使用燃料),经过催化剂的通道使燃烧100%有效。
膨胀的气体/介质然后通过歧管到达排气汽缸/活塞块,其具有比进气汽缸/活塞大X倍的冲程容积,以提取剩余的能量。
转换轮是该发动机的特征之一。它是圆的;形成为圈状并且围绕与多个汽缸/活塞块相同的主旋转轴运行。因为转换轮的旋转角度与多个汽缸/活塞块不同,所以这意味着活塞和转换轮之间的距离根据位移变化。
由于活塞杆位于具有另一旋转角度的转换轮上,所以活塞杆必须能够沿两个不同的方向在转换轮上移位,既围绕转换轮行进又相对于转换轮侧向行进,从而保持接触而不破裂。
所述转换轮在其旋转轴上是稳定的,并且不沿其它方向运动。当转换轮旋转时,相应地旋转多个汽缸/活塞块,并且活塞杆推拉汽缸中的活塞。
转换轮至进气汽缸/活塞块中活塞的距离(旋转直径),小于转换轮至排气汽缸/活塞块中汽缸的距离,从而具有不同的功率比。这是为了保持发动机沿一个方向运行。(因此在该发动机中,不同汽缸/活塞块的活塞杆具有不同的长度。)
因为所有三个部分通过嵌齿轮(cogwheel)以及杆相互连接以保持完全的同步,所以所述发动机中的汽缸/活塞块和转换轮必须具有相同的旋转速度。
位于阴歧管中的阳歧管通过紧固环被紧固,紧固环被凹陷地形成,以更好地润滑接头并提供较小的金属破坏。
所述发动机的最薄弱部分可能是没有被完全紧固的歧管,但是由于发动机其它部分很少而且被很好地组装在一起,并且没有太多功率损失,所以如果不是更多的话,该发动机将提供至少50%-60%的效率。
另外,所述发动机是基于容积而不是基于压力的,因此不像4冲程发动机。
由于所述发动机是旋转式的,所以它将非常小而且不重,并且将提供大量功率。旋转式发动机具有高冲撞(rampage)的可能性,并因此即使小也产生大量功率。所述外部燃烧将能够燃烧几乎所有种类的可燃燃料,包括天然气、低等级燃料以及甚至传递的热,从而使空气或者其它介质膨胀。
当需要输送流体和气体时,汽缸/活塞块和转换轮的这种配置也可被用于不同的泵、冰箱、冰柜、液压泵和其他诸处。
附图说明
图1A至图1E:
该系列的图仅示出一个汽缸/活塞块如何随该转换轮旋转。省略一些细节,并且这只是用于理解该旋转的机理。正好在活塞杆上的转换轮的前方侧向运动的接头被省略。
图1A
1-在3号汽缸内部为[汽缸长度(OCL)的]最大值的3号活塞
2-在2号汽缸内部为(汽缸长度的)50%的2号活塞
3-距中心最大距离并具有最大冲程容积的1号活塞
4-活塞杆和转换轮之间的接头
5-转换轮H
6-2号活塞在2号汽缸内部半程汽缸长度处的表面
7-2号活塞和活塞杆之间的接头
图1B,在1/8旋转(45度旋转)之后
1-3号活塞在3号汽缸内部为汽缸长度的3/4
2-2号活塞在2号汽缸内部为汽缸长度的1/4
图1C,在1/8旋转(45度旋转)之后
1-4号活塞在4号汽缸部为汽缸长度的100%
2-3号活塞在3号汽缸内部为汽缸长度的50%
3-2号活塞处于距中心最大距离处并具有最大冲程容积
图1D,在1/8旋转(45度旋转)之后
1-4号活塞在4号汽缸内部为汽缸长度的3/4
2-3号活塞在3号汽缸内部为汽缸长度的1/4
图1E,在1/8旋转(45度旋转)之后
1-1号活塞在1号汽缸内部为汽缸长度的100%
2-4号活塞在4号汽缸内部为汽缸长度的50%
3-3号活塞处于距中心最大距离处并具有最大冲程容积
图2
整个发动机的全貌图
C-将新鲜空气/介质吸入进气汽缸/活塞块
R-空气/介质的吸入和通过歧管从汽缸/活塞块离开的压缩的空气/介质
A-至燃烧和膨胀室的压缩的空气/介质
S-喷射燃料、加热op或者喷射液化气等
T-燃料的燃烧/气体/介质的膨胀
U-催化剂(如果使用燃料)
V-通过歧管通往/来自排气汽缸/活塞块的膨胀的气体/介质
M-离开发动机的废气
O-通往排气汽缸/活塞块的膨胀的气体/介质
Z-多个汽缸/活塞块之间的用于保证同步旋转的稳定杆
图3
汽缸/活塞块的顶视剖视图。示出滚珠轴承和旋转机构。
G-活塞杆
W-排气汽缸/活塞块的活塞杆和转换轮之间的接头(详见图5)
H-转换轮
X-具有距汽缸/活塞块最长垂直距离的转换轮。该图令人困惑,因为它是从上方得到的图。
Y-具有至汽缸/活塞块最短距离的转换轮
I-进气汽缸/活塞块的活塞杆和转换轮之间的接头。此处的旋转直径小于W的旋转直径。该图仅用于示出不同活塞杆长度的旋转直径的比较。
图4
A-通往燃烧和膨胀室的压缩空气
B-主旋转轴
C-通往进气歧管、通往进气汽缸/活塞块的新鲜空气
D-用于将空气压缩到燃烧和膨胀室的进气汽缸/活塞块
E-用于将空气向前压缩到燃烧和膨胀室的活塞
F-活塞和活塞杆之间的接头
G-从活塞到转换轮的活塞杆
H-转换轮
I-进气活塞杆和转换轮之间的接头(图6)
J-主旋转轴上的转换轮的旋转接头
K-在转换轮和多个汽缸/活塞块之间的嵌齿轮连接,用于保持所有三个旋转部分之间同步的稳定速度和冲撞。
L-排气汽缸/活塞块,此处汽缸的冲程容积/面积比进气汽缸/活塞块的冲程容积/面积大X倍。
M-来自排气汽缸/活塞块的废气
N-同B,只不过是在另一端
O-从燃烧和膨胀室通过歧管到排气汽缸/活塞块的膨胀的气体/介质
P-通过旋转臂从发动机出来的过剩功率
Q-汽缸/活塞块和旋转臂之间的用于获取出自发动机的过剩功率的嵌齿轮
Z-将多个汽缸/活塞块连接在一起以完全地同步旋转并进入转换轮中的开口之间的杆
图5
歧管,此处出现的通往/来自汽缸/活塞块中的汽缸的空气/介质通道,恰好位于阳歧管下方。
10-阴歧管及其内部形式,此处出现的通往/来自汽缸的空气/介质通道恰好位于阳歧管下方。每个象限直接连接到1号汽缸。
11-安装固定到发动机机壳上并且位于阴歧管内部的阳歧管
12-离中心最近的活塞和活塞杆
13-主旋转轴,汽缸/活塞块和转换轮均在其上围绕其旋转。主旋转轴被固定到发动机机壳上。
14-主旋转轴上的在滚珠轴承上旋转的汽缸/活塞块
15-汽缸/活塞块顶部中的与邻近的阴歧管直接接触的用于通过气体/介质的流动通道
16-阴歧管中的各个汽缸通道开口之间的隔离区域
17-具有最大冲程容积的距主旋转轴最远的活塞和活塞杆
图6
在转换轮之前和之上的活塞杆接头
G来自活塞的活塞杆
I2活塞杆上的在转换轮之前的侧向摆动的第一接头
I1活塞杆和转换轮之间的允许围绕转换轮作旋转运动的第二接头
H在2号接头的中部的转换轮
6A-剖视图
6B-侧视图
6C-活塞杆接头之外的活塞杆
图7
歧管构造
18-阳歧管中的进气/排气通道
19-阳歧管中的进气通道和排气通道之间的隔离件
20-阳歧管上的紧固环
21-汽缸的空气/介质进气/排气通道
22-阴歧管中汽缸的进气通道/排气通道之间的隔离件
图7
No1和No2:示出彼此远离的歧管
No3:示出装配在阴歧管内部的阳歧管。由于紧固环现在位于内部,所以紧固环不可见。
具有旋转转换轮的发动机形式,所述旋转转换轮具有与旋转发动机块相比不同的旋转角度,所述旋转发动机块具有嵌入其内部的活塞,其中所述旋转转换轮和所述旋转发动机块两者均围绕相同的旋转轴(在本案例中为相同的主旋转轴)旋转。对于所述转换轮和所述发动机块两者而言,该***的所述主旋转轴是相同的,但是相对于所述主旋转轴的旋转角度是不同的。所述发动机块中的所述活塞通过活塞杆与转换轮接触。
用于不同运动部件的所述主旋转轴也可被固定到该***中的不同位置,并且不必穿过该***。
虽然该配置在我们的例示中未被示出。
本发动机/发明可被用于所有类型的运输车辆和需要从化学反应或者物理因数产生动能和运动的场合。
化学因数如同产生材料或者材料组合膨胀的碳氢化合物或其它物质,物理因数如同在膨胀室中产生膨胀的热、光或者其它物理能量波。
该发动机可被用于运动汽车和其它车辆、摩托车、自行车、飞行物体和其它装置。
此外,该***可被用于在不同***中泵送气体和流体以输送流体和气体,以及用于产生超压和低压,如在冰箱***中那样。
Claims (13)
1.一种基于容积的旋转活塞式发动机,该旋转活塞式发动机包括用于将介质朝向燃烧和膨胀室压缩的进气汽缸/活塞块,所述进气汽缸/活塞块包括多个汽缸、活塞和活塞杆,并且有转换轮连接到所述进气汽缸/活塞块,所述转换轮将活塞运动转换为所述转换轮的旋转和所述进气汽缸/活塞块的旋转,
其中所述转换轮的旋转角度与所述进气汽缸/活塞块的旋转角度不同,使得活塞和转换轮之间的距离根据位移而变化,
其中所述活塞杆能够沿两个不同的方向在所述转换轮上移位,既围绕所述转换轮行进,又相对于所述转换轮侧向行进,并且
其中,因为所述进气汽缸/活塞块和所述转换轮通过嵌齿轮和活塞杆相互连接以保持同步,所以所述进气汽缸/活塞块和所述转换轮具有相同的旋转速度。
2.根据权利要求1所述的基于容积的旋转活塞式发动机,进一步包括用于从所述燃烧和膨胀室中发生的反应获取能量的排气汽缸/活塞块,每个排气汽缸/活塞块均包括多个汽缸、活塞和活塞杆,并且在所述进气汽缸/活塞块和所述排气汽缸/活塞块之间有转换轮,所述转换轮将活塞运动转换为所述转换轮的旋转和所述进气汽缸/活塞块和所述排气汽缸/活塞块的旋转,
其中所述转换轮的旋转角度与所述进气汽缸/活塞块和所述排气汽缸/活塞块的旋转角度不同,以使活塞和转换轮之间的距离根据位移而变化,
其中所述活塞杆能够沿两个不同的方向在所述转换轮上移位,既围绕所述转换轮行进,又相对于所述转换轮侧向行进,
其中所述转换轮至所述进气汽缸/活塞块中所述活塞的距离,小于所述转换轮至所述排气汽缸/活塞块中所述活塞的距离,并且
其中,因为所述进气汽缸/活塞块、所述排气汽缸/活塞块和所述转换轮通过嵌齿轮和活塞杆相互连接以保持同步,所以所述进气汽缸/活塞块、所述排气汽缸/活塞块和所述转换轮具有相同的旋转速度。
3.根据权利要求2所述的基于容积的旋转活塞式发动机,其中所述排气汽缸/活塞块具有比所述进气汽缸/活塞块更大的冲程容积。
4.根据权利要求2或3所述的基于容积的旋转活塞式发动机,其中所述进气汽缸/活塞块和所述排气汽缸/活塞块围绕相同的主旋转轴在滚珠轴承上旋转。
5.根据权利要求2至3中任一项所述的基于容积的旋转活塞式发动机,其中稳定杆被布置在所述进气汽缸/活塞块和所述排气汽缸/活塞块之间。
6.根据权利要求1至3中任一项所述的基于容积的旋转活塞式发动机,其中所述燃烧和膨胀室包含催化剂。
7.根据权利要求1至3中任一项所述的发动机的用途,用于在不同***中泵送流体以输送流体,或者产生超压和低压。
8.根据权利要求7所述的发动机的用途,其中所述流体包括气体。
9.根据权利要求7所述的发动机的用途,用于在冰箱***中泵送流体以输送流体,或者产生超压和低压。
10.根据权利要求9所述的发动机的用途,其中所述流体包括气体。
11.根据权利要求2至3中任一项所述的发动机的用途,用于使汽车、摩托车、自行车、飞行物体和其它装置中的任意一种运动。
12.根据权利要求2至3中任一项所述的发动机的用途,用于需要从化学反应或者物理因数产生动能和运动的场合。
13.根据权利要求12所述的发动机的用途,用于所有类型的运输车辆。
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KR20160092997A (ko) | 2016-08-05 |
WO2015058767A1 (en) | 2015-04-30 |
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CA2926971A1 (en) | 2015-04-30 |
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HK1222691A1 (zh) | 2017-07-07 |
RU2679952C2 (ru) | 2019-02-14 |
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