A new type of dual-rotor engine

Abstract

The application discloses a novel double-rotor engine and belongs to the technical field of engines. The engine comprises a cylinder body with a circular inner cavity, an end cover, a rotating shaft, a first rotor, a second rotor and two one-way rotation constraint mechanisms. The first rotor is fixedly connected with the rotating shaft, and the second rotor is rotatably arranged on the rotating shaft through a rotating drum. Both the first rotor and the second rotor are fan-shaped structures, and two mutually isolated combustion grooves are arranged on the first rotor and the second rotor respectively. Two ratchet mechanisms respectively limit the rotating shaft and the rotating drum to rotate in a clockwise direction only. When working, the combustion grooves at the lower parts of the two rotors are combined to form a combustion chamber, and after ignition of fuel gas, the two rotors are directly pushed to rotate in the clockwise direction, and power is output through the rotating shaft. After rotating to the exhaust port to unload pressure, the rotors rely on inertia and pushing to reset, and a combustion chamber is reformed on the other side, so that circulation is realized. The application has the advantages of simple structure, stable operation, high rotating speed, large power density, high thermal efficiency and low cost, and solves various technical problems existing in the current reciprocating and rotor engines.

Description

Technical Field

[0001] This invention relates to the field of engine technology, and more specifically, to a novel dual-rotor engine. Background Technology

[0002] Traditional piston engines require a crankshaft and connecting rod mechanism to convert the reciprocating linear motion of the piston into rotational motion during operation. This conversion leads to problems such as bulky structure, severe vibration, difficulty in increasing speed, and low power density.

[0003] On the other hand, while existing rotary engines (such as Wankel engines) can directly output rotary motion, they have inherent defects such as poor sealing, low thermal efficiency, high processing precision requirements leading to high costs, low low-speed torque and short lifespan.

[0004] Therefore, developing a new type of engine that can balance high speed, high power density, high thermal efficiency, simple structure, and controllable cost is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0005] The present invention aims to solve at least one of the above-mentioned technical problems existing in existing engines and to provide a novel dual-rotor engine.

[0006] To achieve the above objectives, the present invention provides a novel dual-rotor engine, comprising a cylinder block with a circular inner cavity and an end cover for sealing the cylinder block, and a rotating shaft; a first rotor, the outer side of which has a fan-shaped structure adapted to the circular inner cavity wall, and the inner side is fixedly connected to the rotating shaft; a second rotor, the outer side of which has a fan-shaped structure adapted to the circular inner cavity wall, and the inner side is fixedly connected to a rotating cylinder, the rotating cylinder being rotatably mounted on the rotating shaft; a first unidirectional rotation constraint mechanism, disposed between the rotating shaft and the end cover, for restricting the first rotor to rotate only in a clockwise direction; a second unidirectional rotation constraint mechanism, disposed between the rotating cylinder and the cylinder block, for restricting the second rotor to rotate only in a clockwise direction; the first rotor has a first combustion chamber and a second combustion chamber that are isolated from each other; the second rotor has a third combustion chamber and a fourth combustion chamber that are isolated from each other; the cylinder block is provided with an air intake, an exhaust port, and a spark plug.

[0007] Furthermore, the first one-way rotation constraint mechanism includes a small ratchet and a small ratchet ring that cooperate with each other. The small ratchet is located at one end of the rotating shaft, and the small ratchet ring is located on the end cover. The second one-way rotation constraint mechanism includes a large ratchet and a large ratchet ring that cooperate with each other. The large ratchet is located at the outer end of the rotating cylinder, and the large ratchet ring is located at the bottom of the cylinder body.

[0008] Furthermore, it also includes a cam mechanism for controlling the opening and closing of the air intake and the starting and stopping of the spark plugs.

[0009] Furthermore, both rotor one and rotor two have a quarter-fan-shaped structure on their outer sides, so that after assembly, they together form a semi-circular structure that fits the circular inner cavity.

[0010] Furthermore, when the two rotors are in the first relative position, the second combustion groove of rotor one and the third combustion groove of rotor two are aligned to form the first combustion chamber; when the two rotors are in the second relative position, the first combustion groove of rotor one and the fourth combustion groove of rotor two are aligned to form the second combustion chamber.

[0011] Furthermore, the intake port and spark plug are located at the lower part of the cylinder block, while the exhaust port is located at the upper part of the cylinder block. The intake port is used to inject combustible gas into the combustion chamber located at the lower part, and the exhaust port is used to discharge exhaust gas when the rotor rotates to the upper part.

[0012] The working principle of this invention is as follows: Initially, rotor one is located on the left and rotor two is located on the right, with their lower combustion chambers aligning to form a combustion chamber. A high-pressure air-fuel mixture is injected through the intake port, ignited by the spark plug, and the pressure generated by the gas expansion acts on both rotors simultaneously. Due to the constraint of the ratchet mechanism, neither rotor can rotate counterclockwise. Therefore, although rotor two (2) bears the gas pressure, its position remains stationary, while the gas pressure forces rotor one (1) to rotate clockwise. When rotor one rotates to the exhaust port position, exhaust gas is discharged, and the pressure drops. After losing its main gas thrust, rotor two (2) continues to rotate clockwise to the intake port position under its own weight and the subsequent push of rotor one. At this point, rotor one and rotor two exchange positions, and the first combustion chamber of rotor one and the fourth combustion chamber of rotor two re-align to form a new combustion chamber, and gas injection and ignition occur again, repeating the cycle.

[0013] The beneficial effects of this invention are as follows:

[0014] 1. High speed and high stability: It adopts a dual-rotor direct rotation output with no reciprocating moving parts, excellent dynamic balance characteristics, extremely high theoretical speed, and smooth operation.

[0015] 2. High power density: The dual-rotor structure significantly improves the utilization rate of the internal space of the cylinder block, and the combustion chamber volume can occupy more than 75% of the cylinder block volume, which significantly improves the power output per unit displacement.

[0016] 3. High thermal efficiency: The rotor and cylinder wall adopt a surface contact structure, which has better sealing performance than traditional rotary engines; and the combustion chamber volume is large, which is conducive to complete combustion, thereby improving thermal efficiency.

[0017] 4. Simple structure and low cost: The core components are only two sector rotors, cylinder block and ratchet mechanism. Compared with the complex valve train mechanism and crank connecting rod mechanism of traditional engine, the structure is greatly simplified and the manufacturing cost is reduced.

[0018] 5. Performance can be designed: By adjusting parameters such as the rotor sector angle and combustion chamber volume, the theoretical speed and torque output of the engine can be designed in a targeted manner. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the overall structure of a dual-rotor engine provided in an embodiment of the present invention;

[0020] Figure 2 for Figure 1 Schematic diagram of the structure of rotor one;

[0021] Figure 3 for Figure 1 Schematic diagram of the structure of the second rotor;

[0022] Figure 4 for Figure 1 Schematic diagram of the middle cylinder block;

[0023] Figure 5 for Figure 1 A schematic diagram of the middle end cap.

[0024] In the diagram: 1-Rotor 1; 2-Rotor 2; 3-Cylinder block; 4-End cover; 5-Exhaust port; 6-Spark plug; 7-Intake port; 8-Shaft; 9-Rotating cylinder; 10-Shaft hole; 11-Circular inner cavity; 12-Large ratchet ring; 13-Bottom of cylinder block; 14-Large ratchet wheel; 15-Small ratchet ring; 16-Small ratchet wheel; 17-First combustion chamber; 18-Second combustion chamber; 19-Third combustion chamber; 20-Fourth combustion chamber. Detailed Implementation

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. It should be noted that these embodiments are merely illustrative of the invention and not intended to limit the scope of protection of the invention.

[0026] Example

[0027] Please refer to Figures 1 to 5 This embodiment provides a novel dual-rotor engine.

[0028] The engine includes a circular cylinder block 3 and an end cap 4 for closing its opening. The cylinder block 3 has a cylindrical circular cavity 11. An exhaust port 5 is located at the top of the cylinder block 3, and an intake port 7 is located at the bottom, where a spark plug 6 is installed. A mounting hole is located at the center of the bottom 13 of the cylinder block 3, in which a large ratchet ring 12 is fixedly installed. Correspondingly, a mounting hole is also located at the center of the end cap 4, in which a small ratchet ring 15 is fixedly installed.

[0029] The core rotating components of the engine include the shaft 8, rotor 1, and rotor 2.

[0030] The outer surface of rotor 1 is a quarter-sector-shaped surface that matches the curvature of the circular inner cavity 11. Its inner surface is fixedly connected to the rotating shaft 8 as a whole, so that rotor 1 can rotate synchronously with the rotating shaft 8. A small ratchet 16 is provided at one end of the rotating shaft 8 (the end near the end cover 4). The small ratchet 16 cooperates with the small ratchet ring 15 on the end cover 4 to form the first unidirectional rotation constraint mechanism, ensuring that the rotating shaft 8 and rotor 1 can only rotate clockwise and cannot rotate counterclockwise.

[0031] The outer surface of rotor 2 is also a quarter-sector-shaped surface that matches the curvature of the circular inner cavity 11. Its inner surface is fixedly connected to a rotating cylinder 9. The center of the rotating cylinder 9 has a shaft hole 10, through which the rotating cylinder 9 and rotor 2 are rotatably mounted on the rotating shaft 8. A large ratchet 14 is provided at the outer end of the rotating cylinder 9 (the end near the bottom of the cylinder 13). The large ratchet 14 cooperates with the large ratchet ring 12 at the bottom of the cylinder 13 to form a second unidirectional rotation constraint mechanism, ensuring that the rotating cylinder 9 and rotor 2 can only rotate clockwise and cannot rotate counterclockwise. When rotor 1 and rotor 2 are installed on the rotating shaft 8, they together form a semi-circular structure. The outer edge of the semi-circular structure slides against the wall of the circular inner cavity 11.

[0032] like Figure 2 and Figure 3 As shown, rotor 1 has two isolated grooves inside, namely the first combustion groove 17 and the second combustion groove 18. Rotor 2 also has two isolated grooves inside, namely the third combustion groove 19 and the fourth combustion groove 20. These combustion grooves align with each other when the rotor rotates to different positions, forming a combustion chamber with the wall of the circular inner cavity 11.

[0033] In addition, the engine is equipped with a cam mechanism that is linked to the rotating shaft 8 to precisely control the opening and closing timing of the intake port 7 valve and the ignition timing of the spark plug 6.

[0034] During work:

[0035] Initial position: such as Figure 1 As shown, rotor 1 is located on the left and rotor 2 is located on the right. At this time, the second combustion groove 18 at the bottom of rotor 1 and the third combustion groove 19 at the bottom of rotor 2 are precisely aligned, forming a closed combustion chamber in the lower part of cylinder 3. At this time, both the intake port 7 and the spark plug 6 are connected to this combustion chamber.

[0036] Power stroke: The cam mechanism controls the opening of the intake port 7, and the high-pressure oil-air mixture is injected into the combustion chamber, followed by ignition by the spark plug 6. The mixture undergoes detonation, and the resulting high-temperature, high-pressure gas expands rapidly. The gas pressure acts simultaneously on the right side of rotor 1 and the left side of rotor 2. Due to the unidirectional constraint of the small ratchet 16-small ratchet ring 15 and the large ratchet 14-large ratchet ring 12, neither rotor can rotate counterclockwise. Therefore, although rotor 2 bears the gas pressure, its position remains stationary, while the gas pressure forces rotor 1 to rotate clockwise.

[0037] Exhaust and Reset Strokes: As rotor 1 rotates clockwise, the combustion chamber volume increases, and the gas pressure decreases. When rotor 1 rotates to the upper position of cylinder 3, its second combustion groove 18 connects with the exhaust port 5, and the exhaust gas pressure in the combustion chamber rapidly decreases to near atmospheric pressure. At this time, the left side of rotor 2 loses gas pressure. Subsequently, rotor 1 continues to rotate clockwise due to its huge rotational inertia, pushing rotor 2 to rotate clockwise as well. When rotor 1 rotates to the right side of cylinder 3 and rotor 2 rotates to the left side of cylinder 3, the first combustion groove 17 at the bottom of rotor 1 and the fourth combustion groove 20 at the bottom of rotor 2 re-align, forming a new combustion chamber in the lower part of cylinder 3. At this time, intake port 7 reopens, injecting the air-fuel mixture, spark plug 6 ignites, and the next cycle begins.

[0038] In this way, the two rotors, driven directly by the gas and guided by the ratchet mechanism, achieve continuous, unidirectional, intermittent clockwise rotational motion, and output torque to the outside through the rotating shaft 8.

[0039] In summary, the dual-rotor engine provided by this invention ingeniously utilizes a dual-rotor structure and a one-way ratchet mechanism to directly and efficiently convert gas thrust into continuous rotary motion. It has a compact structure and a novel principle, and is expected to overcome many shortcomings of existing engines, possessing extremely high industrial practical value and broad application prospects.

[0040] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Those skilled in the art can make various improvements and equivalent substitutions without departing from the spirit and principles of the invention, and these improvements and equivalent substitutions should also be considered within the scope of protection of the present invention.

Claims

1. A novel dual-rotor engine, comprising a cylinder block (3) having a circular inner cavity (11) and an end cap (4) for closing said cylinder block (3), characterized in that, Also includes: Rotating shaft (8); Rotor 1 (1) has a fan-shaped structure on its outer side that is adapted to the wall of the circular inner cavity (11), and its inner side is fixedly connected to the rotating shaft (8); The rotor 2 (2) has a fan-shaped structure on its outer side that is adapted to the wall of the circular inner cavity (11), and its inner side is fixedly connected to a rotating cylinder (9). The rotating cylinder (9) is rotatably mounted on the rotating shaft (8). The first unidirectional rotation constraint mechanism is disposed between the rotating shaft (8) and the end cover (4) to restrict the rotor (1) to rotate only in the clockwise direction; The second unidirectional rotation constraint mechanism is disposed between the rotating drum (9) and the cylinder (3) to restrict the rotor (2) to rotate only in the clockwise direction; The rotor one (1) is provided with a first combustion chamber (17) and a second combustion chamber (18) that are isolated from each other; the rotor two (2) is provided with a third combustion chamber (19) and a fourth combustion chamber (20) that are isolated from each other. The cylinder block (3) is provided with an air inlet (7), an exhaust port (5) and a spark plug (6).

2. The novel dual-rotor engine according to claim 1, characterized in that, The first unidirectional rotation constraint mechanism includes a small ratchet (16) and a small ratchet ring (15) that cooperate with each other. The small ratchet (16) is located at one end of the rotating shaft (8), and the small ratchet ring (15) is located on the end cap (4).

3. The novel dual-rotor engine according to claim 1, characterized in that, The second unidirectional rotation constraint mechanism includes a large ratchet (14) and a large ratchet ring (12) that cooperate with each other. The large ratchet (14) is located at the outer end of the rotating cylinder (9), and the large ratchet ring (12) is located at the bottom (13) of the cylinder body (3).

4. The novel dual-rotor engine according to claim 1, characterized in that, It also includes a cam mechanism for controlling the opening and closing of the air intake (7) and the starting and stopping of the spark plug (6).

5. The novel dual-rotor engine according to claim 1, characterized in that, Both rotor one (1) and rotor two (2) have a quarter-fan-shaped structure on their outer sides, so that after assembly, they together form a semi-circular structure that is compatible with the circular inner cavity (11).

6. The novel dual-rotor engine according to claim 1, characterized in that, When the first rotor (1) and the second rotor (2) are in the first relative position, the second combustion groove (18) of the first rotor (1) and the third combustion groove (19) of the second rotor (2) are aligned to form the first combustion chamber; when the first rotor (1) and the second rotor (2) are in the second relative position, the first combustion groove (17) of the first rotor (1) and the fourth combustion groove (20) of the second rotor (2) are aligned to form the second combustion chamber.

7. The novel dual-rotor engine according to claim 1 or 6, characterized in that, The air inlet (7) and the spark plug (6) are located at the lower part of the cylinder (3), and the exhaust port (5) is located at the upper part of the cylinder (3). The air inlet (7) is used to inject combustible gas into the combustion chamber located at the lower part of the cylinder (3), and the exhaust port (5) is used to discharge exhaust gas when the rotor rotates to the upper part of the cylinder (3).

8. The novel dual-rotor engine according to claim 1, characterized in that, The rotor one (1) and the rotor two (2) are configured to alternately act as the active rotor and the driven rotor in the cylinder (3) under the action of gas thrust, their own gravity and inertia, so as to achieve intermittent propulsion clockwise rotation.

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