• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    In a rotary piston machine 1, the piston flank walls 11 have piston bosses 12 with a substantially rectangular basic shape whose longitudinal edges (20, 21) are curved inwards such that the contour of the piston recess 12 extends at a constriction point 24 extending between the two longitudinal edges (20, 21) with respect to its extension perpendicular to the direction of rotation is narrower than at the front edge 22 and at the rear edge 23. According to the invention, the width of the contour of the piston recess 12 at the constriction point 24 is at least half the length of the front edge 22 or the length of the trailing edge 23. This trough shape can be a particularly high turbulence level of the fuel-air mixture in the piston recess 12 and thus in the Combustion chamber can be achieved. This leads to a faster, more favorable flame propagation and thus to better combustion of the fuel-air mixture. As a result, the thermal efficiency of the rotary piston machine 1 can be increased and fuel can be saved.
    公开号:AT512369A1
    申请号:T1127/2011
    申请日:2011-08-04
    公开日:2013-07-15
    发明作者:Alexander Dipl Ing Machold；Andreas Dipl Ing Ennemoser；Josef Dipl Ing Fh Ruetz
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    5§218
    1
    The invention relates to a rotary piston machine with at least one rotating in a housing about a centrally or eccentrically mounted axis, one-piece or multi-part Rotationskoiben.
    In this case, a housing is generally understood to be fixed to the vehicle or vibration-damping within the vehicle, for example resiliently suspended element, which forms a cavity for accommodating the rotary piston. A rotary piston is understood to mean a centrically or eccentrically revolving element which can mechanically interact on its surface with a gas in its surroundings, for example in that the revolving element exerts a pressure on the gas by its movement, thereby compressing it or vice versa, by causing the Gas exerts pressure on the rotating element and thereby moves it.
    A rotary piston machine of the type considered is preferably used as the sole drive in a motor vehicle, but may for example also be provided in addition to an electric motor in a Hybridantrleb. In the latter case, the output shaft of the rotary piston machine can either be connected directly to the mechanical drive train, or the output shaft is connected to an electrical generator which generates electrical energy for operating the electric motor and / or for charging a battery.
    As part of a hybrid drive, the rotary piston machine can also be designed relatively small compared to the electric motor and, in conjunction with a generator, merely serve as an additional power source to allow continued operation of the motor vehicle in the case of an empty battery and thus the range and thus the reliability and to increase the availability of the motor vehicle. In this case we also speak of a use as a "Range Extender".
    A rotary piston engine of the type considered is operated as an internal combustion engine with a fuel-air mixture, which is either sucked into the combustion chamber and compressed there, or the fuel is injected directly into the combustion chamber. The combustion chamber is formed between the piston peripheral wall and the inner wall of the housing, wherein the inner wall is typically in the form of a Trochoide. This will cause the 2 • »» «··» * »» * *
    Combustion chamber during the eccentric rotation of the RotatibnilioJ   ih mfehßdre ^ divided with the rotation displacing and changing in size combustion chambers. In this - the fuel-air mixture is sucked in the case of a fuel-compressing machine, this is compressed there and ignited by means of one or more spark plugs, and the resulting combustion gases are discharged again from the combustion chamber.
    The rotary piston has in this case in the axial direction everywhere substantially the same cross-section and has on its peripheral wall at least two vertex edges, at least between two on the piston peripheral wall adjacent vertex edges a piston flank wall extends. Preferably, the rotary piston has three vertex surfaces and is referred to in this case as a triangular piston. Furthermore, the rotary piston has two parallel to its plane of rotation side surfaces.
    Furthermore, the piston flank wall of the rotary piston has a so-called piston recess, d. H. a trough-like depression in the surface of the Koibenflankenwand to selectively increase the combustion chamber formed between the piston skirt wall and the housing inner wall and to improve the course of the combustion of the fuel-air mixture after ignition. Preferably, each Koibenflankenwand of the rotary piston has a similar piston recess. For the piston recesses various shapes and arrangements are known, for example, triangular or rectangular, with a flat bottom or rounded inner surface, seen centrally disposed on the Koibenflankenwand in the direction of rotation or moved in a leading or trailing direction.
    The shape and position of the piston recess in particular also affect the turbulence level during combustion in the combustion chamber, which in turn affects the combustion process, thereby the internal efficiency of the rotary piston engine and thus the fuel consumption, with a high turbulence level leads to improved combustion.
    In the prior art, it has been attempted to achieve such a high turbulence level by providing the piston recess with a 3-sharp, d. H. not rounded edge, connected with a scaffold feteili ^ i sloping emanating from this edge inner wall was provided. However, this design of the piston recess generates at its trailing end a relatively high aerodynamic resistance, whereby the drag torque of the rotary piston and thus in turn the fuel consumption of the rotary piston engine is increased.
    In the context of the present invention, only piston recesses are considered whose outline on the piston flank wall has a substantially rectangular basic shape with four contour edges, namely two substantially parallel to the direction of rotation extending longitudinal edges, a substantially perpendicular to the direction of rotation, seen in the direction of rotation front leading edge and a rear edge substantially perpendicular to the direction of rotation, seen in the direction of rotation rear edge. While the leading edge and the trailing edge are substantially straight according to the substantially rectangular basic shape, the longitudinal edges are curved inwardly such that the contour of the piston recess is narrower at a necking location extending between the two longitudinal edges with respect to its extension perpendicular to the direction of rotation than at the leading edge and is at the trailing edge.
    A constriction point thus refers in the present context to a substantially perpendicular to the rotational direction and thus substantially parallel to the leading and trailing edge extending connecting path between a point on one and a point on the other longitudinal edge of the piston recess, the outline of the piston recess with respect to its extension perpendicular to the direction of rotation between these two points is particularly narrow, preferably even at the narrowest, d. H. the length of said connecting path is shorter than the leading edge and shorter than the trailing edge of the piston recess.
    A piston recess with such a constriction is disclosed, for example, in German patent application DE 25 02 931 A1 in FIG. 18 A-D. FIGS. 19 to 22 show further embodiments of such a Koibenmulde. The piston recess is arranged here in the trailing part of the piston skirt wall and constricted at about the beginning of its rear third to about a quarter of its width (FIG. 18B). The piston recess has a flat 4 φ * · «·· * · ·« in the area before the constriction.
    At the bottom, in the area behind the constriction, a slightly truncated floor area of the constriction has a nearly semicircular profile (Figure 18C) with the depth of the piston well decreasing significantly towards the constriction point and being lowest at the constriction point (Figure 18A).
    DE 1 451 857 A1 (FIGS. 10 and 11) and JP 59 141727 A (FIG. 5) also show piston recesses with similar outlines, in which the course of the longitudinal edges at the constriction point does not occur, as in DE 25 02 931 Al, rounded, but has sharp corners. In both cases, both the width and the depth of the piston recess in the region of the constriction are significantly lower than in the region of the remaining piston recess.
    The present invention is based on the object to further improve the course of combustion in a rotary piston machine according to the preamble of claim 1 and thus to increase the efficiency of the rotary piston machine.
    A rotary piston machine according to the invention is characterized in that the width of the contour of the piston recess at the constriction is at least half the length of the leading edge or the length of the trailing edge, wherein the lengths of the leading and trailing edge substantially due to the rectangular basic shape of the outline of the piston recess are the same.
    As such investigations have shown on the part of the applicant, can be achieved by such a comparatively low constriction, a particularly high level of turbulence of the fuel-air mixture in the piston recess and thus in the combustion chamber. This in turn leads to a faster, more favorable flame propagation and thus to a better combustion of the fuel-air mixture. This can increase the thermal efficiency of the rotary piston engine and ultimately save fuel.
    Furthermore, said high turbulence level is maintained over a wide ignition angle range in a piston mover having a shape according to the invention. In this case, the ignition angle is understood to be the angle of rotation of the rotary piston relative to a specific starting position, in which the ignition of the fuel-air mixture is to take place for a specific piston flank wall. 5
    Although the control of the rotary piston machine is so aiiscjfeiecjt; däisjdie.J »At ignition, theoretically always takes place at the same firing angle, but in practice this desired firing angle is not met exactly on each pass of a piston flank wall due to manufacturing or operational inaccuracies or disturbances. Therefore, the greater the firing angle range with a continuously high turbulence level, the higher the tolerance for such deviations of the actual from the planned firing angle, which in turn leads to a higher efficiency and associated fuel economy.
    In addition, can largely be dispensed with by the increased level of turbulence due to the constriction of the piston recess on the above-mentioned sharp edge at the trailing end of the piston recess, whereby the drag torque of the rotary piston is reduced and thereby reduces the fuel consumption of the rotary piston machine.
    Through a targeted combined use of both measures (constriction and sharp edge at the trailing end) even opens up the possibility, the drag torque of the rotary piston engine constructively "set". If the rotary piston engine is called " Range Extender " In the above sense, to be used in a hybrid vehicle, it is thereby possible to provide the rotary piston engine in towing mode as an additional brake. Hereby, the drive train of the hybrid vehicle is "inverted" by operating the electric drive motor as a generator, thereby generating power for driving the generator connected to the range extender, which in this case is used as a motor and mechanically drives the rotary piston machine running in tow mode and thereby generates the required mechanical resistance.
    In a particularly preferred embodiment of the invention, the depth of the piston recess increases in the direction of rotation from the point of constriction in the direction of the front edge and / or in the direction of the trailing edge. This also contributes to the formation of a high level of turbulence. However, the bottom of the piston recess can also be substantially planar, possibly up to a curvature which essentially corresponds to the curvature of the piston flank wall. 6 • «« · ♦ * «· * ·· *« «4 * ··· * # * · *
    Likewise, in a particularly preferred embodiment, it has been found to be advantageous for the level of turbulence when the constriction point is in the rear half of the piston recess in the direction of rotation with respect to the expansion of the piston recess.
    It is also advantageous in a particularly preferred embodiment of the invention, when the distance between the leading edge of the piston recess and the leading vertex edge of the piston skirt wall is less than the distance between the trailing edge of the piston recess and the trailing vertex edge of the piston skirt wall, d. H. the piston recess is displaced in the forward direction with respect to a central position, seen in the direction of rotation, on the piston flank wall. However, the piston recess can also be arranged centrally in the direction of rotation or moved in the trailing direction.
    In a further preferred embodiment of the invention, the piston recess is substantially symmetrical with respect to a median plane through the rotary piston, which runs parallel to the side walls of the rotary piston. This is expedient because the rest of the construction of the rotary piston and the housing inner wall and thus also the combustion chamber with respect to this center plane is symmetrical.
    In a further preferred embodiment of the invention, at least one extending from an outline edge of the piston recess downwardly extending wall of the piston recess to the interior of the piston recess is inclined. As a result of the " soft " Transition from the piston recess to the surface of the piston skirt wall, the aerodynamic resistance of the rotary piston can be reduced again.
    In a further preferred embodiment of the invention, the downwardly extending from the trailing edge of the piston recess wall of the piston recess is inclined to a certain depth to the interior of the piston recess and extends from this depth perpendicular or nearly vertical. This division of the inclination of the rear piston bowl wall in the manner described above offers the possibility of constructively "adjusting" the drag torque of the rotary piston. 7
    Furthermore, it has been found to be advantageous for the turbulence level at least one longitudinal edge of the piston recess to have a section extending from one end of the longitudinal edge to the point of constriction, which curve is outwardly curved.
    The invention can be applied in the same way to a mixture-compressing as well as to a fuel injection rotary piston engine.
    Further advantages of the invention will be explained below with reference to partially schematic representations of a rotary piston engine and embodiments of the invention together with the accompanying description. Showing:
    1 shows a section through a rotary piston machine according to the invention;
    2 shows an oblique view of a rotary piston with three different embodiments of a piston recess according to the invention and a comparative form of the prior art;
    FIG. 3 shows a plan view of the piston flank walls shown in FIG. 2; FIG.
    4 shows a diagram in which the indicated torque of the rotary piston machine is plotted as a function of the firing angle for piston barrel molds according to the invention in contrast to those of the prior art;
    5 shows a diagram in which the kinetic energy of the turbulence in the combustion chamber is plotted as a function of the angle of rotation of the rotary piston for the same piston mold shapes as in FIG. 4.
    In the sectional view in Fig. 1 of a mixture-compacting rotary piston machine 1, in which the invention can be used, as essential components, the housing 2 having a plurality of cooling channels, an inlet opening 7 for the fuel-air mixture and a Ausiassöffnung 8 for the Combustion gases and the rotary piston 3, which has three vertex edges and corresponding to three piston flank walls 11, each with a piston recess 12 shown. The rotary piston 3 eccentrically rotates about a fixed axis 4 with an external toothing 5, wherein it rolls on the external toothing 5 with an internal toothing 6 8. The rotary piston 8 rblieitlhtöiibei in ϊ * ϊ Μ · * Ι ··· Μ **
    Clockwise.
    Approximately diametrically opposite the inlet opening 7 and the outlet opening 8, two spark plugs are arranged in the housing wall at the positions designated 9 and 10. Due to the rotational position of the rotary piston 3 in the interior of the housing 2 (again in a clockwise direction) four combustion chambers 13, 14, 15 and 16 are defined, which in this order the intake, compression, ignition or. Output stroke are assigned.
    Fig. 2 shows in an oblique view four - for better clarity, axially juxtaposed - triangular rotary piston 3 with the internal teeth 6 and with three piston flank walls 11, in each of which a piston recess 12 is inserted. It is assumed that the rotary piston 3 rotates forwards and downwards (see arrow).
    The four trough shapes are labeled A, B, C and D from left to right. The trough forms A, B and C are trough forms according to the invention, while the triangular trough form D is known from the prior art and serves only for comparison purposes.
    FIG. 3 shows an enlarged plan view of the piston flank walls 11 from FIG. 2, in which the four trough shapes can be seen from above. In this illustration, the rotary piston 3 rotates downwards (see arrow).
    The three trough molds A, B and C according to the invention have a substantially rectangular shape with two longitudinal edges 20 and 21, a front edge 22 and a rear edge 23. They each have different degrees of constrictions, the width of the piston recess 12 in the troughs A, B and C at the constriction 24 corresponds to approximately 80, 75 or 60% of the non-constricted width.
    In all three trough shapes, the constriction 24 is in the trailing half of the piston recess 12. In contrast, the piston recesses 12 are compared with a central position seen in the direction of rotation on the piston flank wall 11 clearly shifted in the forward direction, which is particularly visible in Fig. 3. 9
    The inner side walls of the piston recess 12 fall in the direction of the drfei ^ liJd ^ jOriper > A} B and C at the longitudinal edges 20 and 21 and at the front edge 22 always relatively flat into the hollow interior. Only at the rear edge 23, the inner side wall of the piston recess 12 falls steeper, especially in the troughs B and C. In the mold A, the inner side wall at the trailing edge 23 from the surface of the piston skirt wall 11 from initially also relatively flat from then from about half the depth to the bottom of the Koibenmulde steeper fall off. In the mold A, moreover, the trailing edge 23 is relatively strongly curved outwards, while the edge at the transition of the flat to the steep part of the inner wall at the trailing edge 23 is again almost straight.
    The bottom of the molds A, B and C has in the region of the constriction point 24 in each case its highest point and falls from there in the direction of the front edge 22 and the trailing edge 23 with approximately constant slope. The portions of the longitudinal edges 20 and 21 between the constriction point 24 and the leading edge 22 and the trailing edge 23 are not straight, but slightly curved outward in all three trough shapes A, B and C.
    All three mold shapes A, B and C are symmetrical with respect to the center plane of the Rotationskoibens 3 parallel to the rotational direction.
    In Fig. 4 the qualitative course of the indicated torque of the rotary piston machine 1 is plotted as a function of the firing angle for three different trough shapes, wherein the curves shown reflect the course from an earlier to a later ignition timing. In Fig. 4, the " base " the solid curve corresponds to a triangular well shape of the prior art, while the " variant 1 " and " Variant 2 " designated, dotted or dotted curves correspond to different variants of the invention Muldenformen.
    It can be seen that the indexed moment in the first half of the plotted ignition angle range is approximately the same for all illustrated well shapes. In the second half of the applied ignition angle range, however, the torque falls relatively quickly for the well mold from the prior art, while it remains even longer for the dump molds according to the invention at approximately the same level and thereafter also decreases only relatively slowly. 10
    In Fig. 5, the kinetic energy of turbulence in the Brernk Smarfin ί depending on the rotation angle of the rotary piston 3 (referred to therein as " rotor angle ") is plotted qualitatively over a range of 60 degrees, with the assignment of the curves to well shapes being the same as in Figs FIG. 4. Here, too, one can see the significant increase in the kinetic energy of the turbulence generated by the trough molds according to the invention compared to that produced by the prior art trough mold, which is in some cases more than twice over large parts of the applied rotor angle range.
    FIGS. 4 and 5 therefore prove that with the aid of the trough molds according to the invention it is possible to keep the indicated moment at a high level over a wide ignition angle range or to significantly increase the kinetic energy of the turbulence. 11
    REFERENCE SIGNS LIST 1 rotary piston machine 2 housing 3 rotary piston 4 fixed axle 5 external toothing 6 internal toothing 7 inlet opening 8 outlet opening 9, 10 spark plug 11 piston flank wall 12 piston recess 13 intake combustion chamber 14 compression combustion chamber 15 ignition combustion chamber 16 outlet combustion chamber 20, 21 longitudinal edges 22 leading edge 23 trailing edge 24
    Einschnürungssteile
    权利要求:
    Claims (6)
    [1]
    Rotary piston machine (1) with at least one in a housing (2) about a centrically or eccentrically mounted axis (4) rotating, one-piece or multi-part rotary piston (3) which has substantially the same cross-section in the axial direction everywhere and which on its peripheral wall has at least two apex edges, wherein extending at least between two on the Koibenumfangswand vertex edges a piston skirt wall (11) having a piston recess (12), wherein the outline of the piston recess (12) on the piston skirt wall (11) has a substantially rectangular basic shape has four outline edges, namely two substantially parallel to the direction of rotation extending longitudinal edges (20, 21), a substantially perpendicular to the rotation direction, viewed in the direction of rotation front leading edge (22) and a substantially perpendicular to the direction of rotation, seen in the direction of rotation behind trailing edge (23), and in that the longitudinal edges (20, 21) are curved inwards such that the outline of the piston recess (12) extends at an intersecting point (24) between the two longitudinal edges (20, 21) with respect to its extension perpendicular to the direction of rotation is narrower than at the leading edge (22) and at the trailing edge (23), characterized in that the width of the contour of the bulb groove (12) at the constriction point (24) is at least half the length of the leading edge (22) or the length of the Trailing edge (23) is. Rotary piston machine (1) according to claim 1, characterized in that the depth of the piston recess (12) seen in the direction of rotation of the constriction (24) towards the front edge (22) and / or in the direction of the trailing edge (23) increases, rotary piston machine (1 ) according to one of the preceding claims, characterized in that the constriction point (24) is located in the rear half of the piston recess (12) with respect to the extent of the piston recess in the direction of rotation. 4. A rotary piston machine (1) according to one of the preceding claims, characterized in that the piston recess (12) is substantially symmetrical with respect to a median plane through the rotary piston (3) ) which is parallel to the side walls of the rotary piston (3).
    [2]
    5. Rotary piston machine (1) according to one of the preceding claims, characterized in that the distance between the front edge (22) of the piston recess (12) and the leading vertex edge of the piston skirt wall (11) is less than the distance between the trailing edge (23) of Piston recess (12) and the trailing vertex edge of the piston skirt wall (11).
    [3]
    6. Rotary piston machine (1) according to one of the preceding claims, characterized in that at least one of an outline edge of the piston recess (12) downwardly extending wall of the piston recess (12) to the interior of the piston recess (12) is inclined towards.
    [4]
    7. Rotary piston machine (1) according to one of the preceding claims, characterized in that extending from the trailing edge (23) of the piston recess (12) downwardly extending wall of the piston recess (12) to a certain depth to the interior of the piston recess ( 12) is inclined towards and runs perpendicular or nearly perpendicular from this depth.
    [5]
    8. Rotary piston machine (1) according to one of the preceding claims, characterized in that at least one longitudinal edge (20, 21) of the piston recess (12) has a section extending from one end of the longitudinal edge (20, 21) to the constriction point (24), which is curved outwards.
    [6]
    9. Rotary piston machine (1) according to one of the preceding claims, characterized in that the Rotationskoibenmaschine (1) is a mixture-compacting Rotationskoibenmaschine (1). 10. Rotationskoibenmaschine (1) according to one of claims 1 to 9, characterized in that the Rotationskoibenmaschine (1) is a fuel-injection Rotationskoibenmaschine (1). Patent Attorney 2011 08 04 Dipi.-Inq.

    Λ-1150 Wkn, Μβ *! & * ΜίίβΠ £ θΓΐ. »Ι 3t Tjl; < .vAj 1) r. '»3 d'3 43-0 333 59 331
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    同族专利:
    公开号 | 公开日
    WO2013017232A3|2013-10-10|
    AT512369B1|2013-10-15|
    WO2013017232A2|2013-02-07|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US3359955A|1966-04-18|1967-12-26|Curtiss Wright Corp|Rotary engine combustion chamber|
    JPS4927709A|1972-07-10|1974-03-12|
    JPS49123406U|1973-02-23|1974-10-23|
    JPS49117812A|1973-03-15|1974-11-11|
    JPS50135412A|1974-04-16|1975-10-27|
    DE1401994A1|1962-07-25|1968-11-21|Daimler Benz Ag|Rotary piston internal combustion engine in trochoid design|
    DE1296872B|1962-08-25|1969-06-04|Krupp Gmbh|Rotary piston internal combustion engine|
    DE1451857A1|1965-12-15|1969-08-21|Ustav Pro Vyzkum Motorovych Vo|Rotary or rotary piston internal combustion engine|
    DE2502931A1|1974-01-25|1975-07-31|Siak Hoo Ong|Rotary piston engine of epitrochoid design - fuel injection and combustion occurs in two stages|
    US3976035A|1974-09-26|1976-08-24|Texaco Inc.|Rotary engine and method of operation|
    JPS59141727A|1983-02-03|1984-08-14|Fujio Inoue|Rotary engine|US10526961B2|2017-02-09|2020-01-07|Pratt & Whitney Canada Corp.|Rotary internal combustion engine with unequal volumetric ratios|
    JP2020012411A|2018-07-17|2020-01-23|マツダ株式会社|Rotary piston engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA1127/2011A|AT512369B1|2011-08-04|2011-08-04|ROTARY PISTON MACHINE|ATA1127/2011A| AT512369B1|2011-08-04|2011-08-04|ROTARY PISTON MACHINE|
    PCT/EP2012/003184| WO2013017232A2|2011-08-04|2012-07-26|Shaping the piston recess of a rotary piston engine|
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