Novel efficient engine

Abstract

A working unit of the novel efficient engine comprises a working cavity, a rotor body, a centering shaft and four blades, a working cavity air inlet and an air outlet are formed in the side face of the working cavity, the rotor body is arranged at the eccentric position in the working cavity and comprises four evenly-distributed sub-rotor bodies, and the two ends of the rotor body are connected with rotor supporting shaft sleeves; the centering shaft penetrates through a center hole of the rotor supporting shaft sleeve to be located at the geometric center of the working cavity and is located at the eccentric positions in the four rotor bodies at the same time; each blade is rotationally connected with the centering shaft through a connecting rod, each blade is correspondingly arranged in a spacing groove between the two sub-rotor bodies, a sealed working space is formed by every two adjacent blades, the sub-rotor body between the two blades, the cavity wall of the working cavity, the front end cover of the cylinder body and the rear end cover of the cylinder body, and the blades slide in the spacing grooves to drive the cylinder body to rotate. The size of the working space is changed, compressed air is mixed with fuel and then ignited to generate explosion, and sufficient power is provided for the engine.

Description

Technical Field

[0001] This invention relates to the field of engine technology, specifically a new type of high-efficiency engine. Background Technology

[0002] The engine, hailed as the "heart" of the Industrial Revolution, is a device that converts the chemical energy or other forms of energy from fuel into mechanical energy. Its technological development level is a crucial indicator of a nation's industrial base and scientific and technological strength. Since Watt's improvement of the steam engine, engine technology has undergone several revolutionary leaps, from external combustion engines to internal combustion engines, from piston engines to gas turbines. Its evolution has consistently revolved around the core goals of increasing efficiency, cleanliness, lightweight design, and intelligent operation.

[0003] Traditional piston engines rely primarily on natural aspiration for air intake. Even turbocharged engines utilize the residual energy of exhaust gases to drive the turbine, resulting in a very limited increase in intake volume. Consequently, traditional piston engines consistently suffer from insufficient air intake. Furthermore, regardless of engine speed, the piston in a piston engine undergoes a reciprocating linear motion. Older piston engines force the piston-connecting rod assembly into continuous reciprocating linear motion. Since the piston is the direct force-bearing component in the combustion of the fuel-air mixture, its strength must meet certain requirements. Higher strength leads to a heavier piston-connecting rod assembly, resulting in increased energy consumption. Therefore, existing piston engines struggle to avoid the energy loss caused by the reciprocating linear motion of the piston-connecting rod assembly. Summary of the Invention

[0004] The purpose of this invention is to provide a novel, high-efficiency engine to solve the above-mentioned problems.

[0005] The technical solution of this invention is: A novel high-efficiency engine includes a cylinder block comprising a compressor unit and a working unit, which are connected to each other for supplying compressed gas to the working unit. The compressor unit includes a compressor chamber and a compressor rotor. The working unit includes: a working chamber, which is a cylindrical chamber with a front end cover and a rear end cover of the cylinder block, and an air inlet and an exhaust outlet on its side; the compressor unit is located on the side of the working chamber and communicates with the air inlet; and a rotor, located at an eccentric position within the working chamber, comprising four sub-rotors evenly distributed in a circular array, each... Each rotor body is a fan-shaped cylindrical structure, with a spacer slot between every two rotor bodies. Rotor support bushings are bolted to both ends of each rotor body. A centering shaft, with its two ends passing through the center holes of the two rotor support bushings, is fixedly connected to the seat holes in the extensions of the second-layer front and rear covers. Its main body is located at the geometric center of the working chamber, and simultaneously at an eccentric position inside the four rotor bodies, with the centerline of the centering shaft's main body at the geometric center of the working chamber. Four blades are each rotatably connected to the centering shaft via a connecting rod. One end is rotatably connected to the outer surface of the centering shaft via the first connecting rod bearing, and the other end is rotatably connected to the blades via the second connecting rod bearing and the connecting rod shaft. The four blades are arranged one-to-one in the four spacer slots, with a clearance fit between the blades and the slots. Adjacent blades, the rotor body between two blades, the cavity wall of the working chamber, the front end cover of the cylinder, and the rear end cover of the cylinder form a sealed working space. The size of the working space is changed by the sliding of two blades in their respective spacer slots. The clearance fit between the blades and the spacer slots refers to the clearance fit between the width of the spacer slot and the thickness of the blade. To ensure smooth sliding of the blades within the slots formed between the two rotor bodies, the rotation of the rotor bodies drives the blades to rotate synchronously. The radial degree of freedom of the blades is controlled by the connecting rod and centering shaft, allowing the blades to slide and extend within the slots of the rotor bodies. Sealing is achieved through the tight fit between the rotor body sealing ring and the blades. A mounting groove is formed in the middle of the side of the blade closest to the inner wall of the working chamber. A sliding valve body is mounted within this groove via a sliding valve shaft and sliding valve bearing. The side of the sliding valve body that contacts the inner wall of the working chamber is a smooth, arc-shaped surface. A sliding valve sealing ring is embedded along the circumference of this arc-shaped surface. Thus, when the sliding valve body rotates at high speed, the sealing action of the sliding valve sealing ring opens and closes the air inlet and outlet of the working chamber.

[0006] Furthermore, the central axis of the compressor chamber is orthogonal to the central axis of the working chamber. The compressor chamber is equipped with a compressor rotor body, and the outer surface of the compressor rotor body is provided with multiple parallel turbine blades at equal intervals along the axial direction.

[0007] Furthermore, the compressor chamber includes a cylindrical section and a funnel section. The wide end of the funnel section is smoothly connected to the bottom end of the cylindrical section. The top of the cylindrical section is provided with a first cross bridge, and the center of the first cross bridge is provided with a first seat hole. The narrow end of the funnel section is connected to the air inlet of the working chamber, and the narrow end of the funnel section of the compressor chamber is provided with a second cross bridge, and the center of the second cross bridge is provided with a second seat hole. The two ends of the compressor rotor are rotatably set in the first and second seats holes through the first and second bearings, respectively. The structure of the compressor rotor matches the structure of the compressor chamber. The inner wall of the compressor chamber has grooves along its axial direction corresponding to the position of each turbine blade. The turbine blades are inserted into the grooves corresponding to the same height position, and a gap is left between the blade surface of the worm gear blade and the groove wall. This improves the air compression effect of the compressor rotor and the compressor chamber. This helps prevent air backflow. When the compressor rotor rotates at high speed, outside air is forcibly drawn in by the turbine blades at the top of the compressor rotor through the four holes of the first cross bridge, and then transferred to the second turbine blade in turn, and then down to the next one. As the cross-sectional area of ​​the funnel-shaped compressor chamber below gradually decreases, the passage that can accommodate air also gradually becomes smaller. Furthermore, as time goes by, more and more air will accumulate under the compressor blade assembly, and the air pressure will rapidly increase. As the compressor rotor continues to rotate, air is continuously forced into the working chamber inlet through the four holes on the second cross bridge and enters the working chamber.

[0008] Furthermore, the larger radius end of the compressor rotor is rotatably connected to the first hole of the first cross bridge via a first bearing, and the smaller radius end of the compressor rotor is rotatably connected to the second hole of the second cross bridge via a second bearing. The first and second cross bridges provide support for both ends of the compressor rotor. The first cross bridge is bolted to the cylinder block, and the outer edge of the second cross bridge is integral with the cylinder block itself.

[0009] Furthermore, a sliding valve sealing ring is provided at the joint between the sliding valve body and the inner wall of the working chamber. The sliding valve sealing ring is a closed quadrilateral with a fan-shaped bend, which completely seals the sliding valve body and the inner wall of the working chamber. At a specific moment of rotation, it can completely close the air inlet of the working chamber, thereby ensuring accurate valve timing.

[0010] Furthermore, each sub-rotor body has a rotor body sealing ring groove at the edge of its outer surface near the inner wall of the working chamber. A rotor body sealing ring is embedded in the rotor body sealing ring groove. The rotor body sealing ring is a closed ring structure. The two arc-shaped end faces of each rotor body sealing ring are tightly fitted with the front end cover and the rear end cover of the cylinder body, respectively, to ensure the sealing of the rotor end face. The two blade surfaces of the blade in the spacer groove are tightly fitted with the rotor body sealing rings on the two adjacent sub-rotor bodies, thereby ensuring the sealing of the two planes of the blade. Therefore, the outer surface and the interior of each sub-rotor body are separated by the rotor body sealing ring.

[0011] Furthermore, a blade sealing strip is provided at the edge of the blade, and the blade sealing strip is in contact with the rotor body sealing ring. This ensures the sealing between the rotor body and the blade when the rotor body rotates. The position of the blade sealing strip on the side of the blade is always in close contact with the front end cover and rear end cover of the cylinder body, ensuring the sealing of the blade side. The edge of the blade sealing strip protrudes, and the width of the blade sealing strip is consistent with the thickness of the blade, thus tightly fitting with the rotor body sealing ring and ensuring the sealing at the blade edge.

[0012] Furthermore, because both ends of the rotor support bushing are blocked by two layers of front and rear covers, power cannot be directly output from the shaft end. To ensure the system can work normally, a transmission device is also included. There is one rotor support bushing on each side. The front and rear ends of the rotor body are supported by the third seat holes on the front and rear cylinder covers outside the rotor bearings. The transmission system includes: a gearbox housing located above the working chamber, with third seat holes on both sides; a rotor end gear fitted onto the shaft diameter of the rotor support bushing; and a power output shaft parallel to the rotor body's central axis, with both ends connected to the gearbox housing, and a synchronous gear mounted on the power output shaft. The rotor end gear meshes with the synchronous gear on the power output shaft, keeping the power output shaft and rotor support bushing rotating synchronously in opposite directions, thereby transmitting the rotational power of the rotor body to the power output shaft. Figure 5 As shown, the larger diameter end of the power output shaft is used for external equipment, such as a clutch, to output power, while the smaller diameter end is used for external systems such as generators, water pumps, oil pumps, electronic pulse ignition devices, fuel supply devices, and cooling fans.

[0013] Furthermore, since the engine requires high-pressure compressed air during operation, a stable high-pressure gas output from the compressor chamber is necessary. Therefore, the rotational speed of the compressor rotor needs to be increased to a certain level. In this embodiment, the transmission system also includes an acceleration and speed change device, comprising: a compressor rotor end bevel gear, located at the end of the compressor rotor body furthest from the working chamber; and a second compressor drive shaft, with a reversing bevel gear output end bevel gear and a compressor drive bevel gear input end bevel gear at both ends. The second compressor drive shaft is located at the top of the compressor chamber and perpendicular to the compressor rotor body, and the compressor drive bevel gear input end bevel gear and compressor rotor end bevel gear... The gears are meshed; a first air drive shaft is located on one side outside the air chamber and is perpendicular to the second air drive shaft. One end of the first air drive shaft is provided with a reversing bevel gear input end bevel gear, and the other end is located inside the transmission housing and is provided with a shift driven bevel gear. The input end bevel gear of the reversing bevel gear set and the output end bevel gear of the reversing bevel gear set mesh; a shift driving spur gear is sleeved on the power output shaft; a shift shaft is rotatably connected to the inner wall of the transmission housing and is parallel to the power output shaft. The shift shaft is provided with a shift driving bevel gear and a shift driven spur gear. The shift driven spur gear meshes with the shift driving spur gear, and the shift driving bevel gear meshes with the shift driven bevel gear.

[0014] Compared with the prior art, the beneficial effects of the present invention are: In this invention, the rotor body is located at an eccentric position inside the cylinder body, and the centering shaft is set inside the high-speed rotating rotor body. The blades are connected to the centering shaft. Through the sliding fit between the blades and the rotor body, and with the pulling force provided by the centering shaft and connecting rod to the blades, the blades can only rotate around the centering shaft while sliding within the slots of the rotor body. A sealed working space is formed between two adjacent blades, the rotor body between two blades, the cavity wall of the working chamber, and the cylinder end cover. By sliding the two blades in their respective slots, the size of the working space is changed, thereby achieving compression and expansion of the working space. This allows the compressed air to mix with the fuel and then ignite to produce an explosion, providing sufficient power to the engine and achieving the purpose of converting the chemical energy of the fuel into mechanical energy.

[0015] In this invention's engine, the working chamber within the cylinder receives compressed air from the compressor chamber. Because the intake and exhaust ports of the working chamber are briefly in the same space, the compressed air rapidly expels the exhaust gas. As the rotor rotates, the exhaust port closes, and the air is compressed again. Fuel injection and ignition occur when the volume is at its minimum. The working chamber contains four working spaces formed by the rotor and blades, each operating under the same mode. Under the same conditions, compared to existing cylinder piston engines (where each cylinder performs one power stroke for every 720 degrees of crankshaft rotation, totaling four strokes), the rotor of this invention, acting as the main shaft, performs four strokes for every 360 degrees of rotation, resulting in twice the power of a piston engine. Furthermore, the connecting rod in this invention only experiences small, intermittent oscillations during rotation, thus avoiding the impact vibrations of existing piston engines, reducing noise, eliminating significant reciprocating kinetic energy, and saving substantial fuel.

[0016] The engine rotor of this invention maintains a high-speed rotation at all times. Even when it encounters a knock shock wave in the radial direction, the high-speed rotation of the rotor will decompose the impact force, thereby changing the direction of the impact force and making it gentler. At the same time, the impact force is transformed into the driving force for the rotation of the rotor, which can effectively resist the negative effects of knocking of the air-fuel mixture caused by excessive compression ratio. Attached Figure Description

[0017] Figure 1 This is a front view of the internal structure of the present invention.

[0018] Figure 2 for Figure 1 Schematic diagram of the AA section structure.

[0019] Figure 3 for Figure 2 A cross-sectional view of the EE section.

[0020] Figure 4 This is a schematic diagram of the transmission system and the internal structure of the working chamber of the present invention.

[0021] Figure 5 This is a schematic diagram of the transmission system and acceleration / speed change device of the present invention.

[0022] Figure 6 This is a cross-sectional schematic diagram of the transmission system part of the present invention.

[0023] Figure 7 This is a schematic diagram of the rotor body structure of the present invention.

[0024] Figure 8 for Figure 7 Schematic diagram of the MM section structure.

[0025] Figure 9 This is a schematic diagram of the rotor body sealing ring groove structure of the present invention.

[0026] Figure 10 This is a schematic diagram of the rotor body sealing ring structure of the present invention.

[0027] Figure 11 This is a schematic diagram of the sliding valve body structure of the present invention.

[0028] Figure 12 This is a schematic diagram of the connection relationship between the sliding valve shaft and the sliding valve body of the present invention.

[0029] Figure 13 This is a schematic diagram of the sliding valve sealing ring structure of the present invention.

[0030] Figure 14 This is a perspective view of the cross-sectional view of the sliding valve body of the present invention. Figure 15 This is a cross-sectional view of the first cross-shaped bridge of the present invention.

[0031] Figure 16 This is a cross-sectional view of the second cross bridge of the present invention.

[0032] Figure 17 This is a schematic diagram of the internal structure of the air chamber of the present invention.

[0033] Figures 18-20 This is a schematic diagram of the working state of the present invention.

[0034] Figure 21 This is a schematic diagram of the rotor body of the present invention inside the working cavity.

[0035] Figure 22 This is a schematic diagram of the centering shaft and blade structure of the present invention.

[0036] Figure 23 for Figure 22 Schematic diagram of the cross-sectional structure of the SS section.

[0037] The components are as follows: 1. Cylinder block; 2. Working chamber; 3. Compressed air chamber; 4. Rotor body; 5. Rotor support bushing; 6. Connecting rod; 7. Connecting rod shaft; 8. Sliding valve body; 9. Sliding valve shaft; 10. Vane; 11. Compressed air rotor body; 12. Centering shaft; 13. Power output shaft; 14. Transmission shaft; 15. First compressed air transmission shaft; 16. Second compressed air transmission shaft; 17. Rotor end gear; 18. Synchronizing gear; 19. Transmission drive spur gear; 20. Transmission driven spur gear; 21. Transmission drive bevel gear; 22. Transmission driven bevel gear; 23. Input bevel gear of reversing bevel gear set; 24. Output bevel gear of reversing bevel gear set; 25. Input bevel gear of compressed air transmission bevel gear set; 26. Compressed air rotor end bevel gear; 27. Working... 28. Inlet port; 29. ​​Exhaust port; 30. First cross bridge; 31. Second cross bridge; 32. Cylinder block front cover; 33. Cylinder block rear cover; 34. Second front cover; 35. Second rear cover; 36. Rotor bearing; 37. First connecting rod bearing; 38. Second connecting rod bearing; 39. Sliding valve bearing; 40. Power take-off shaft front bearing; 41. Power take-off shaft rear bearing; 42. First bearing; 43. Second bearing; 44. Vane seal; 45. Sliding valve seal; 46. Rotor body seal; 47. Rotor body seal ring groove; 48. First transmission bearing; 49. Second transmission bearing; 50. Transmission housing; 51. Transmission driven bevel gear bearing; 52. Reversing bevel gear set input bearing; 53. Reversing bevel gear set housing. Detailed Implementation

[0038] The following is combined Figures 1 to 23 The specific embodiments of the present invention will be described in detail below. In the description of the present invention, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0039] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature; in the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0040] Example A novel high-efficiency engine has a cylinder block 1 comprising a compressor unit and a working unit, which are connected to each other and used to supply compressed gas to the working unit. The compressor unit includes a compressor chamber 3 and a compressor rotor 11. The working unit includes a working chamber 2, a rotor 4, a centering shaft 12, and four blades 10. Figure 1 and Figure 2 As shown, the working chamber 2 is a cylindrical chamber with a cylinder front end cover 31 and a cylinder rear end cover 32. An air inlet 27 and an exhaust port 28 are provided on the side of the working chamber. The air compressor unit is located on the side of the working chamber 2 and communicates with the air inlet 27. Figure 2 and Figure 21 As shown, the rotor body 4 is positioned at an eccentric location within the working chamber 2, as... Figure 7 and Figure 8 As shown, the rotor body 4 includes four sub-rotor bodies, which are evenly distributed in a ring array. Each sub-rotor body is a fan-shaped cylindrical structure, and the interval between every two sub-rotor bodies is a spacer groove. Rotor support sleeves 5 are bolted to both ends of the rotor body 4. Figure 3 As shown, the centering shaft 12 passes through the center holes of the two rotor support bushings 5 ​​at both ends and is fixedly connected to the seat holes of the extension portions of the second-layer front cover 33 and the second-layer rear cover 34. Its main body is located at the geometric center of the working chamber 2, and at the same time, it is located at an eccentric position inside the four rotor bodies 4; as shown Figure 1 and Figure 3 As shown, in this embodiment, the extensions of the second-layer front cover 33 and the second-layer rear cover 34 of the engine pass through the central hole of the rotor support bushing 5 and are fixedly connected to the centering shaft 12. This creates a fixed component that is rigidly connected to the cylinder block 1 inside the movable rotor, ensuring a tight fit between the movable component and the fixed component. Figure 3 and Figure 22As shown, there are four blades 10, each of which is rotatably connected to the centering shaft 12 via a connecting rod 6. One end of the connecting rod 6 is rotatably connected to the outer surface of the centering shaft 12 via a first connecting rod bearing 37, and the other end is rotatably connected to the blade 10 via a second connecting rod bearing 38 and a connecting rod shaft 7. The four blades 10 are arranged one-to-one in four spacer slots, with the blades 10 and the spacer slots having clearance fit. Adjacent blades 10, the rotor body between two blades 10, the cavity wall of the working chamber 2, the front cover 31 of the cylinder, and the rear cover 32 of the cylinder form a sealed working space. Furthermore, the blades 10... The blades slide within their respective slots to change the size of the working space. The clearance fit between the blade 10 and the slot refers to the gap fit between the width of the slot and the thickness of the blade 10, ensuring smooth sliding of the blade 10 within the slot formed between the two rotor bodies. The rotation of the rotor body 4 drives the blade 10 to rotate synchronously, and the radial degree of freedom of the blade 10 is controlled by the connecting rod 6 and the centering shaft 12, thereby enabling the blade 10 to slide and extend within the slot of the rotor body 4. Sealing is achieved through the tight fit between the rotor body sealing ring 46 and the blade 10. Figure 22 As shown, a mounting groove is formed in the middle of the side of the blade 10 near the inner wall of the working chamber 2, and a sliding valve body 8 is disposed in the mounting groove, as shown. Figures 11-14 As shown, the sliding valve body 8 is installed into the mounting groove via the sliding valve shaft 9 and the sliding valve bearing 39. The side of the sliding valve body 8 that fits against the inner wall of the working chamber 2 is a smooth, arc-shaped surface. Figure 13 As shown, a sliding valve sealing ring 45 is embedded along the periphery of the arc-shaped surface, so that when the sliding valve body 8 rotates at high speed, the air inlet 27 and the exhaust port 28 of the working chamber are opened and closed by the sealing effect of the sliding valve sealing ring 45.

[0041] like Figure 1 As shown, the central axis of the air compressor chamber 3 is orthogonal to the central axis of the working chamber 2. The air compressor chamber 3 is equipped with an air compressor rotor 11, and the outer surface of the air compressor rotor 11 is provided with multiple parallel turbine blades at equal intervals along the axial direction.

[0042] like Figure 2 and Figure 17As shown, the compressor chamber 3 includes a cylindrical section and a funnel section. The wide end of the funnel section is smoothly connected to the bottom end of the cylindrical section. A first cross bridge 29 is provided at the top of the cylindrical section, and a first seat hole is provided at the center of the first cross bridge 29. The narrow end of the funnel section is connected to the air inlet 27 of the working chamber. A second cross bridge 30 is provided inside the narrow end of the funnel section of the compressor chamber 3, and a second seat hole is provided at the center of the second cross bridge 30. The two ends of the compressor rotor 11 are rotatably mounted in the first seat hole and the second seat hole respectively through the first bearing 42 and the second bearing 43. The structure of the compressor rotor 11 matches the structure of the compressor chamber 3. The inner wall of the compressor chamber 3 has grooves along its axial direction corresponding to the position of each turbine blade. The turbine blades are inserted into the grooves corresponding to the same height position, and a gap is left between the blade surface of the worm gear blade and the groove wall. This improves the air compression effect of the compressor rotor 11 and the compressor chamber 3. This helps to prevent air backflow. When the compressor rotor 11 rotates at high speed, the outside air is forcibly drawn in by the turbine blades at the top of the compressor rotor 11 through the four holes of the first cross bridge 29, and then transferred to the second turbine blade in turn, and then down one by one. As the cross-sectional area of ​​the funnel-shaped compressor chamber 3 below gradually decreases, the passage that can accommodate air also gradually becomes smaller. Moreover, as time goes by, more and more air will accumulate under the compressor blade assembly, and the air pressure will rapidly increase. As the compressor rotor 11 continues to rotate, the air is continuously forced into the working chamber inlet 27 below through the four holes on the second cross bridge 30 and enters the working chamber 2.

[0043] Specifically, such as Figure 15 and Figure 16 As shown, the larger radius end of the compressor rotor 11 is rotatably connected to the first hole of the first cross bridge 29 via the first bearing 42, and the smaller radius end of the compressor rotor 11 is rotatably connected to the second hole of the second cross bridge 30 via the second bearing 43. The first cross bridge 29 and the second cross bridge 30 provide support for the two ends of the compressor rotor 11, respectively. The first cross bridge 29 is bolted to the cylinder body 1 to form a single unit, and the outer edge of the second cross bridge 30 is integral with the cylinder body 1 itself.

[0044] like Figure 11 , Figure 13 and Figure 14 As shown, the sliding valve sealing ring 45 is a closed quadrilateral with a fan-shaped bend, which completely seals the sliding valve body 8 with the inner wall of the working chamber 2, and can completely seal the air inlet 27 of the working chamber at a specific moment of rotation, thereby ensuring accurate valve timing.

[0045] like Figure 8 and Figure 9As shown, each sub-rotor body has a rotor body sealing ring groove 47 at the edge of the outer surface near the inner wall of the working chamber 2. A rotor body sealing ring 46 is embedded in the rotor body sealing ring groove 47. The rotor body sealing ring 46 is a closed ring structure. The two arc-shaped end faces of each rotor body sealing ring 46 are tightly fitted with the front end cover 31 and the rear end cover 32 of the cylinder body, respectively, to ensure the sealing of the rotor end face. The two blade surfaces of the blade 10 located in the spacer groove are tightly fitted with the rotor body sealing rings 46 on the two adjacent sub-rotor bodies, thereby ensuring the sealing of the two planes of the blade 10. Therefore, the outer surface of each sub-rotor body and the interior of the rotor body 4 are separated by the rotor body sealing ring 46.

[0046] like Figure 22 and Figure 23 As shown, a blade sealing strip 44 is provided at the edge of the blade 10, and the blade sealing strip 44 and the rotor body sealing ring 46 are in contact with each other. This ensures the sealing between the rotor body 4 and the blade 10 when the rotor body 4 rotates. The position of the blade sealing strip 44 on the side of the blade 10 is always in close contact with the front end cover 31 and the rear end cover 32 of the cylinder body, ensuring the sealing of the side of the blade 10. The edge of the blade sealing strip 44 protrudes, such as... Figure 23 As shown in the SS cross section, the width of the blade sealing strip 44 at the edge of the blade 10 is consistent with the thickness of the blade 10, thus fitting tightly with the rotor body sealing ring 46 and ensuring the sealing performance at the edge of the blade 10.

[0047] like Figure 1 and Figure 3 As shown, both ends of the rotor support bushing 5 are blocked by the two-layer front end cover 33 and the two-layer rear end cover 34, preventing power from being directly output from the shaft end. To ensure the system can work normally, a transmission system is provided in this embodiment, as follows: Figure 4 and Figure 5 As shown, there is one rotor support bushing 5 on each side. The front and rear ends of the rotor body 4 are supported by the third seat hole on the front cylinder cover 31 and the rear cylinder cover 32 outside the rotor bearing 36. To solve the problem of power output and power source for the compressor rotor body 11, the engine in this embodiment also includes: a transmission system, such as... Figure 4As shown, the transmission system includes: a transmission housing 50, a rotor end gear 17, and a power output shaft 13. The transmission housing 50 is located above the working chamber 2 on one side, and both sides of the transmission housing 50 have third mounting holes. The rotor end gear 17 is fitted onto the shaft diameter of the rotor support sleeve 5. The power output shaft 13 is parallel to the central axis of the rotor body 4, with its two ends respectively located on both sides of the transmission housing 50. A synchronous gear 18 is mounted on the power output shaft 13. The rotor end gear 17 meshes with the synchronous gear 18 on the power output shaft 13. This allows the power output shaft 13 and the rotor support sleeve 5 to rotate synchronously in opposite directions, thereby transmitting the rotational power of the rotor body 4 to the power output shaft 13. Figure 5 As shown, the larger diameter end of the power output shaft 13 is used for external equipment, such as a clutch, to output power, while the smaller diameter end is used for external systems such as generators, water pumps, oil pumps, electronic pulse ignition devices, fuel supply devices, and cooling fans.

[0048] Because the engine requires high-pressure compressed air to operate, the compressor chamber 3 needs a stable high-pressure gas output. Therefore, the rotational speed of the compressor rotor needs to be increased to a certain level, such as... Figure 1 , Figure 5 and Figure 6 The transmission system shown in this embodiment also includes an acceleration and speed change device, which includes: a compressor rotor end bevel gear 26, a second compressor drive shaft 16, a first compressor drive shaft 15, a speed change drive spur gear 19, and a speed change shaft 14. The compressor rotor end bevel gear 26 is located at the end of the compressor rotor body 11 away from the working chamber 2. The second compressor drive shaft 16 has a reversing bevel gear output end bevel gear 24 and a compressor drive bevel gear input end bevel gear 25 at both ends. The second compressor drive shaft 16 is located at the top of the compressor chamber 3 and is perpendicular to the compressor rotor body 11, and the compressor drive bevel gear input end bevel gear 25 meshes with the compressor rotor end bevel gear 26. The first compressor drive shaft 15 is located outside the compressor chamber 3. On one side of the first compressor drive shaft 15, which is perpendicular to the second compressor drive shaft 16, one end of the first compressor drive shaft 15 is provided with a reversing bevel gear 23 at the input end of the reversing bevel gear set, and the other end is located inside the transmission housing 50 and is provided with a transmission driven bevel gear 22. The reversing bevel gear 23 at the input end of the reversing bevel gear set and the reversing bevel gear 24 at the output end of the reversing bevel gear set mesh. The transmission drive spur gear 19 is sleeved on the power output shaft 13. One end of the transmission shaft 14 is rotatably connected to the inner wall of the transmission housing 50 and is parallel to the power output shaft 13. The transmission shaft 14 is provided with a transmission drive bevel gear 21 and a transmission driven spur gear 20. The transmission driven spur gear 20 meshes with the transmission drive spur gear 19, and the transmission drive bevel gear 21 meshes with the transmission driven bevel gear 22.

[0049] like Figure 5As shown, the transmission housing 50 is located on one side above the working chamber 2 and is itself an extension of the cylinder block rear end cover 32. Specifically, the transmission housing 50 has a fourth, fifth, sixth and seventh seat hole on one side. The fourth seat hole is used to support the front bearing 40 of the power output shaft, the fifth seat hole is used to support the first transmission bearing 48, the sixth seat hole is used to support the second transmission bearing 49, the seventh seat hole is used to support the transmission driven bevel gear bearing 51, and the eighth seat hole is opened on the extension of the second rear end cover 34 to support the rear bearing 41 of the power output shaft. The power output shaft 13 is provided with a front bearing 40 and a rear bearing 41 at both ends. The synchronous gear 18 and the transmission drive spur gear 19 are located between the front bearing 40 and the rear bearing 41. The first transmission bearing 48 and the second transmission bearing 49 are provided on the transmission shaft 14. One end of the first air transmission shaft 15 rests on the transmission housing 50 through the transmission driven bevel gear bearing 51.

[0050] The other end of the first air drive shaft 15 is seated on the seat hole of the reversing bevel gear housing 53 extending from the first cross bridge 29 via the input end bearing 52 of the reversing bevel gear set. The input end bevel gear 25 of the air drive bevel gear set transmits power by meshing with the air rotor end bevel gear 26. The air rotor end bevel gear 26 is seated on the center seat hole of the first cross bridge 29 via the first bearing 42, which supports the large end of the air rotor body 11. The small end of the air rotor body 11 is seated on the center seat hole of the second cross bridge 30 via the second bearing 43, which also provides support. Through the meshing transmission between the input end bevel gear 25 of the air drive bevel gear set and the air rotor end bevel gear 26, the air rotor body 11 obtains power, thereby providing sufficient pressure of compressed air to the working chamber 2 below.

[0051] The meshing transmission of the drive spur gear 19 and the driven spur gear 20 increases the speed of the transmission shaft 14 by 2.5 times. The meshing transmission of the drive bevel gear 21 and the driven bevel gear 22 further increases the speed of the first compressor drive shaft 15 by 2 times compared to the transmission shaft 14. Therefore, the final speed of the first compressor drive shaft 15 is 5 times the speed of the power output shaft 13. Subsequent transmissions are synchronous, with no speed difference. In other words, when the engine is idling at approximately 2000 r / min, the compressor rotor 11 reaches a speed of 10000 r / min. When the engine speed reaches 3000 r / min or higher, the compressor rotor 11 reaches a speed of 15000 r / min or higher. This ensures that the air pressure at the bottom of the compressor chamber remains at a consistently high level.

[0052] When the engine in this embodiment is working: When rotor body 4 rotates to Figure 18 At position II, the working chamber inlet 27 is open and the exhaust port 28 is closed. Compressed air from the upper compression chamber 3 is continuously entering the space through the working chamber inlet 27. As the rotor 4 rotates, the space continues to shrink, undergoing secondary compression. When it rotates to... Figure 18 When the space reaches position I as shown, the volume of the space is at its minimum, which is top dead center. At this point, the fuel injector injects fuel, the spark plug ignites, and the air-fuel mixture explodes. Since the inner wall of cylinder 1, the outer surface of rotor 4, the front cover 31 of cylinder 1, and the rear cover 32 of cylinder 1 are relatively rigid among the six units in the three-dimensional space, only the two blades 10 rotate at high speed. Therefore, the pressure generated by the explosion of the air-fuel mixture can only be released on the two blades 10. Because rotor 4 is located in an eccentric position within cylinder 1, the blades 10 will be exposed as rotor 4 rotates. The resulting area difference, due to the counter-clockwise rotation of rotor 4, means that in the current space I, the exposed area of ​​the front blade 10 will gradually increase to the area of ​​the rear blade 10. Since pressure equals the product of pressure and area, the pressure on the front blade 10 will be greater than the pressure on the rear blade 10, thus generating a huge thrust on the rotor and creating positive feedback for the engine, accelerating the rotation of rotor 4. As rotor 4 continues to rotate, when this wave of explosive gas reaches... Figure 19 At position III, the driving force on the two blades 10 is significantly different. Therefore, the driving force propels the rotor 4 to rotate faster. When it rotates to... Figure 19 At position II, as shown, the air-fuel mixture has reached its final stage, and the volume of the space has reached its maximum. At this point, exhaust port 28 is opened, and exhaust gas is discharged from exhaust port 28. Continue rotating to... Figure 20 When the engine is positioned as shown in position I, the intake port 27 of the working chamber is about to open. It's easy to see that the intake port 27 and the exhaust port 28 will briefly be in the same space. Because high-pressure air enters through the intake port 27, the exhaust gas is quickly compressed, thus improving exhaust efficiency. Simultaneously, a certain amount of fresh air is mixed into the exhaust gas, facilitating secondary combustion and resulting in cleaner combustion, leading to greater energy savings and emission reductions – something that older piston engines cannot achieve. As the rotor 4 continues to rotate, the exhaust port 28 closes, and the air in the space is compressed again, forming a cycle. The other three spaces within the cylinder block 1 operate in the same manner. It is worth noting that... Figure 20As shown, spaces III and II are both filled with explosive mixtures of gas, which drive rotor 4 to rotate. The two adjacent working spaces work simultaneously, resulting in a superposition of forces, a technical effect that old-fashioned piston engines could not achieve.

[0053] The above-disclosed embodiments are merely preferred embodiments of the present invention. However, the embodiments of the present invention are not limited thereto, and any variations that can be conceived by those skilled in the art should fall within the protection scope of the present invention.

Claims

1. A novel high-efficiency engine, characterized in that, The cylinder body (1) includes a compressor unit and a working unit, the compressor unit and the working unit being connected and used to provide compressed gas to the working unit, including a compressor chamber (3) and a compressor rotor body (11), the working unit including: The working chamber (2) is a cylindrical chamber with a cylinder front end cover (31) and a cylinder rear end cover (32). The working chamber air inlet (27) and exhaust port (28) are opened on the side. The air compressor unit is located on the side of the working chamber (2) and is connected to the working chamber air inlet (27). The rotor body (4) is located at an eccentric position in the working chamber (2). The rotor body (4) includes four sub-rotor bodies. The four sub-rotor bodies are evenly distributed in a ring array, and each sub-rotor body is a fan-shaped cylindrical structure. The interval between every two sub-rotor bodies is an interval groove. The rotor body (4) is connected to rotor support bushings (5) at both ends of the axial direction. The centering shaft (12) is located at an eccentric position inside the four rotor bodies (4) at both ends, passing through the center holes of the two rotor support bushings (5) respectively, and the main body centerline of the centering shaft (12) is located at the geometric center inside the working cavity (2). Four blades (10) are rotatably connected to the centering shaft (12) via a connecting rod (6). One end of the connecting rod (6) is rotatably connected to the shaft of the centering shaft (12), and the other end is rotatably connected to the blade (10). The four blades (10) are arranged in four corresponding slots. The blades (10) are fitted with the slots with clearance. The two adjacent blades (10), the rotor body between the two blades (10), the cavity wall of the working chamber (2), the front end cover (31) of the cylinder and the rear end cover (32) of the cylinder form a sealed working space. The two blades (10) slide in their respective slots to change the size of the working space.

2. The novel high-efficiency engine according to claim 1, characterized in that, The central axis of the air compressor chamber (3) is orthogonal to the central axis of the working chamber (2). The air compressor chamber (3) is provided with an air compressor rotor body (11). The outer surface of the air compressor rotor body (11) is provided with multiple parallel turbine blades at equal intervals along the axial direction.

3. The novel high-efficiency engine according to claim 2, characterized in that, The air compressor chamber (3) includes a cylindrical section and a funnel section. The wide end of the funnel section is smoothly connected to the bottom end of the cylindrical section. The top of the cylindrical section is provided with a first cross bridge (29). The center of the first cross bridge (29) is provided with a first seat hole. The narrow end of the funnel section is connected to the air inlet (27) of the working chamber. The narrow end of the funnel section of the air compressor chamber (3) is provided with a second cross bridge (30). The center of the second cross bridge (30) is provided with a second seat hole. The two ends of the air compressor rotor (11) are respectively rotated and set in the first seat hole and the second seat hole. The structure of the air compressor rotor (11) matches the structure of the air compressor chamber (3). The inner wall of the air compressor chamber (3) is provided with a groove along its axial direction corresponding to the position of each turbine blade. The turbine blade is inserted into the groove corresponding to the same height position. A gap is left between the blade surface of the worm gear blade and the groove wall.

4. The novel high-efficiency engine according to claim 1, characterized in that, The blade (10) has an installation groove in the middle of the side of the inner wall of the working chamber (2). A sliding valve body (8) is installed in the installation groove. The side of the sliding valve body (8) that is in contact with the inner wall of the working chamber (2) is a smooth arc surface. A sliding valve sealing ring (45) is provided on the arc surface. The sliding valve sealing ring (45) is a closed quadrilateral with a fan-shaped bend.

5. A novel high-efficiency engine according to claim 1, characterized in that, Each sub-rotor body has a rotor body sealing ring groove (47) at the edge of the outer surface of the inner wall of the working chamber (2). The rotor body sealing ring (46) is embedded in the rotor body sealing ring groove (47). The rotor body sealing ring (46) is a closed ring structure. Each rotor body sealing ring (46) is tightly fitted to the front end cover (31) and the rear end cover (32) of the cylinder body respectively. The two blade surfaces of the blade (10) in the spacer groove are tightly fitted to the rotor body sealing rings (46) on the two adjacent sub-rotor bodies respectively.

6. A novel high-efficiency engine according to claim 5, characterized in that, A blade sealing strip (44) is provided at the edge of the blade (10), and the blade sealing strip (44) and the rotor body sealing ring (45) are in contact with each other.

7. A novel high-efficiency engine according to claim 1, characterized in that, Also includes: The transmission system includes: The transmission housing (50) is located on one side above the working chamber (2); The rotor end gear (17) is sleeved on the shaft diameter of the rotor support sleeve (5); The power output shaft (13) is parallel to the central axis of the rotor body (4), and its two ends are respectively connected to the transmission housing (50). The power output shaft (13) is equipped with a synchronous gear (18); the rotor end gear (17) meshes with the synchronous gear (18) on the power output shaft (13).

8. A novel high-efficiency engine according to claim 7, characterized in that, The transmission system further includes an acceleration and speed change device, which includes: A bevel gear (26) is disposed at the end of the compressor rotor body (11) away from the working chamber (2); The second air drive shaft (16) is provided with a reversing bevel gear output end bevel gear (24) and an air drive bevel gear input end bevel gear (25) at both ends. The second air drive shaft (16) is located at the top of the air chamber (3) and is perpendicular to the air rotor body (11). The air drive bevel gear input end bevel gear (25) and the air rotor end bevel gear (26) mesh with each other. The first air drive shaft (15) is located on the outside side of the air chamber (3) and is perpendicular to the second air drive shaft (16). One end of the first air drive shaft (15) is provided with a reversing bevel gear input end bevel gear (23), and the other end is located in the transmission housing (50) and is provided with a transmission passive bevel gear (22). The reversing bevel gear input end bevel gear (23) and the reversing bevel gear output end bevel gear (24) mesh. A variable speed drive spur gear (19) is sleeved on the power output shaft (13); The gearbox shaft (14) is rotatably connected at one end to the inner wall of the transmission housing (50) and is parallel to the power output shaft (13). The gearbox shaft (14) is provided with a gearbox drive bevel gear (21) and a gearbox drive spur gear (20). The gearbox drive spur gear (20) meshes with the gearbox drive spur gear (19), and the gearbox drive bevel gear (21) meshes with the gearbox drive bevel gear (22).

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