![\"Birotary](\"https:\/\/knobgear.com\/wp-content\/uploads\/2024\/09\/Obrazek7.webp\")
<\/figure>\n\n\n\nPrincip simula\u010dn\u00edho modelu<\/h2>\n\n\n\n
Pro termodynamickou simulaci nen\u00ed pot\u0159eba \u0159e\u0161it kinematiku birota\u010dn\u00edho motoru, kdy\u017e se blok v\u00e1lc\u016f ot\u00e1\u010d\u00ed v pevn\u00e9 sk\u0159\u00edni a klikov\u00fd h\u0159\u00eddel se ot\u00e1\u010d\u00ed opa\u010dn\u00fdm sm\u011brem. Tento mechanismus si lze tak\u00e9 p\u0159edstavit jako stacion\u00e1rn\u00ed (zastaven\u00fd) blok v\u00e1lc\u016f motoru a motorov\u00e1 sk\u0159\u00ed\u0148 s kan\u00e1ly ot\u00e1\u010dej\u00edc\u00edmi se kolem bloku v\u00e1lc\u016f. Relativn\u00ed pohyb vrt\u00e1n\u00ed v\u00e1lce ve vztahu k v\u00fdfukov\u00fdm a sac\u00edm kan\u00e1l\u016fm je pro simulaci d\u016fle\u017eit\u00fd. Tento pohyb spole\u010dn\u011b s tvarem kan\u00e1l\u016f definuje k\u0159ivku plochy pr\u016ftoku kan\u00e1l\u016f v z\u00e1vislosti na \u00fahlu klikov\u00e9ho h\u0159\u00eddele klasick\u00e9ho \u010dty\u0159taktn\u00edho cyklu. Tato k\u0159ivka je v simulac\u00edch vytvo\u0159ena prost\u0159ednictv\u00edm virtu\u00e1ln\u00edch ventil\u016f. Takto je pro \u00fa\u010dely simulace mo\u017en\u00e9 p\u0159ev\u00e9st birota\u010dn\u00ed motorov\u00fd cyklus, kter\u00fd se zd\u00e1 b\u00fdt slo\u017eit\u00fd, na konven\u010dn\u00ed cyklus \u010dty\u0159taktn\u00edho motoru.<\/p>\n\n\n\n
V tomto p\u0159\u00edpad\u011b je jedin\u00fd rozd\u00edl oproti klasick\u00e9mu \u010dty\u0159taktn\u00edmu motoru ve skute\u010dnosti, \u017ee ka\u017ed\u00fd v\u00e1lec pou\u017e\u00edv\u00e1 pro sac\u00ed a v\u00fdfukov\u00fd cyklus ka\u017ed\u00fd druh\u00fd cyklus r\u016fzn\u00e9 kan\u00e1ly v z\u00e1vislosti na aktu\u00e1ln\u00ed pozici v\u00e1lce v motorov\u00e9 sk\u0159\u00edni. Aby bylo mo\u017en\u00e9 toto jev zaznamenat v simulaci, je ka\u017ed\u00fd v\u00e1lec vybaven \u010dty\u0159mi ventily, z nich\u017e ka\u017ed\u00fd se otev\u00edr\u00e1 do p\u0159\u00edslu\u0161n\u00e9ho sb\u011bra\u010de, a je vytvo\u0159eno ovl\u00e1d\u00e1n\u00ed pro deaktivaci a aktivaci jednotliv\u00fdch p\u00e1r\u016f ventil\u016f podle kinematiky birota\u010dn\u00edho motoru. T\u00edm je zaji\u0161t\u011bno, \u017ee dynamika plynu ve v\u00fdfukov\u00e9m a sac\u00edm syst\u00e9mu motoru odpov\u00edd\u00e1 jeho skute\u010dn\u00e9 funkci. Obr\u00e1zek n\u00ed\u017ee je diagram uspo\u0159\u00e1d\u00e1n\u00ed kan\u00e1l\u016f v simula\u010dn\u00edm modelu, kter\u00fd odpov\u00edd\u00e1 skute\u010dn\u00e9mu motoru. P\u0159i tomto p\u0159\u00edstupu je potrub\u00ed rozv\u011btveno na t\u0159i \u010d\u00e1st\u00ed. Toto rozd\u011blen\u00ed je pou\u017eito pouze kv\u016fli nahrazen\u00ed rotace bloku v\u00e1lc\u016f a proto jsou ztr\u00e1ty v t\u011bchto v\u011btv\u00edch nastaveny na nulu.<\/p>\n\n\n\n Charakteristika pr\u016ftoku jednotliv\u00fdch kan\u00e1l\u016f v z\u00e1vislosti na rotaci bloku motoru je d\u016fle\u017eit\u00fdm vstupem do simulace. Tyto charakteristiky byly experiment\u00e1ln\u011b zm\u011b\u0159en\u00e9 a pot\u00e9 pou\u017eit\u00e9 v matematick\u00e9m modelu, stejn\u011b jako z\u00e1kladn\u00ed geometrie motoru a v\u00fdfukov\u00e9ho a sac\u00edho kan\u00e1lu. Profil otev\u00edr\u00e1n\u00ed port\u016f byl p\u0159evzat z CAD modelu a k tomuto profilu byly p\u0159i\u0159azeny koeficienty pr\u016ftoku.<\/p>\n\n\n\n Pro kompletn\u00ed kalibraci termodynamick\u00e9ho modelu je v\u00fdhodn\u00e9 experiment\u00e1ln\u011b zm\u011b\u0159it co nejv\u00edce dat, jako jsou pr\u016ftokov\u00e9 rychlosti, tlaky a teploty p\u0159i r\u016fzn\u00fdch provozn\u00edch bodech motoru. Nicm\u00e9n\u011b kv\u016fli f\u00e1zi v\u00fdvoje motoru tato data nemohla b\u00fdt z\u00edsk\u00e1na. Proto bylo nutn\u00e9 pro \u00fa\u010dely simulace pou\u017e\u00edt empirick\u00e9 v\u00fdpo\u010detn\u00ed modely, kter\u00e9 jsou odvozeny od konven\u010dn\u00edch spalovac\u00edch motor\u016f. V n\u011bkter\u00fdch p\u0159\u00edpadech jsou tyto modely tak\u00e9 aplikovateln\u00e9 na birota\u010dn\u00ed motor \u2013 nap\u0159. model pro v\u00fdpo\u010det p\u0159enosu tepla ve v\u00e1lcov\u00e9m motoru a proces spalov\u00e1n\u00ed. V jin\u00fdch oblastech je kv\u016fli specifi\u010dnosti motoru m\u00e9n\u011b vhodn\u00fd \u2013 v\u010detn\u011b modelu pro v\u00fdpo\u010det teploty st\u011bny v\u00e1lce a modelu pro v\u00fdpo\u010det mechanick\u00fdch ztr\u00e1t. Bez t\u011bchto dat je sice mo\u017en\u00e9 odhadnout potenci\u00e1l motoru z hlediska termodynamiky, ale je t\u0159eba o\u010dek\u00e1vat ur\u010dit\u00fd stupe\u0148 nejistoty, kter\u00e1 by mohla b\u00fdt zintenzivn\u011bna kv\u016fli inovativn\u00edmu designu tohoto motoru.<\/p>\n\n\n\n V\u00fdkon motoru bez mechanick\u00fdch ztr\u00e1t lze p\u0159esn\u011b p\u0159edpov\u011bd\u011bt. Mechanick\u00e9 ztr\u00e1ty mus\u00ed b\u00fdt ur\u010deny experiment\u00e1ln\u011b nebo komplexn\u011bj\u0161\u00edmi v\u00fdpo\u010dty. Pro hrub\u00fd odhad efektivn\u00edho v\u00fdkonu motoru byly konstanty standardn\u00edho modelu t\u0159en\u00ed Chen-Flynn upraveny na horn\u00ed limit, co\u017e znamen\u00e1, \u017ee se jedn\u00e1 o nejpessimisti\u010dt\u011bj\u0161\u00ed dostupn\u00fd odhad.<\/p>\n\n\n\n Hodnoty to\u010div\u00e9ho momentu a v\u00fdkonu, kter\u00e9 jsou nadpr\u016fm\u011brn\u00e9, lze dos\u00e1hnout d\u00edky p\u0159\u00edzniv\u00e9mu rychl\u00e9mu otev\u00edr\u00e1n\u00ed a zav\u00edr\u00e1n\u00ed sac\u00edch a v\u00fdfukov\u00fdch kan\u00e1l\u016f a jejich velk\u00fdm pr\u016f\u0159ez\u016fm. Tento v\u00fdkon je neobvykl\u00fd pro sou\u010dasn\u00e9 konven\u010dn\u00ed motory s pohybliv\u00fdmi ventily. Kdy\u017e jsou sac\u00ed a v\u00fdfukov\u00e9 potrub\u00ed spr\u00e1vn\u011b nalad\u011bny na po\u017eadovan\u00e9 ot\u00e1\u010dky motoru, doch\u00e1z\u00ed k maxim\u00e1ln\u00edmu napln\u011bn\u00ed v\u00e1lce (oblast max. to\u010div\u00e9ho momentu). Mimo tuto optimalizovanou oblast jsou tlakov\u00e9 podm\u00ednky v kan\u00e1lech m\u00e9n\u011b p\u0159\u00edzniv\u00e9, doch\u00e1z\u00ed k nadm\u011brn\u00e9 vnit\u0159n\u00ed recirkulaci plynu a m\u016f\u017ee b\u00fdt pozorov\u00e1n pokles to\u010div\u00e9ho momentu. Toto chov\u00e1n\u00ed je typick\u00e9 pro atmosfericky pln\u011bn\u00e9 motory a je pravd\u011bpodobn\u011b zna\u010dn\u00e9 zlep\u0161en\u00ed d\u00edky velk\u00fdm pr\u016f\u0159ez\u016fm a rychlostem otev\u00edr\u00e1n\u00ed sac\u00edch a v\u00fdfukov\u00fdch kan\u00e1l\u016f.<\/p>\n\n\n\n Nejv\u00fdznamn\u011bj\u0161\u00edm zji\u0161t\u011bn\u00edm je, \u017ee hodnota maxim\u00e1ln\u00edho pr\u016fm\u011brn\u00e9ho efektivn\u00edho tlaku je v\u00fdrazn\u011b vy\u0161\u0161\u00ed ne\u017e pr\u016fm\u011brn\u00e9 v\u00fdsledky u atmosf\u00e9rick\u00fdch s\u00e1\u017eehov\u00fdch motor\u016f. Grafy pro pln\u00e9 zat\u00ed\u017een\u00ed, pr\u016fm\u011brn\u00fd efektivn\u00ed tlak a spot\u0159ebu paliva byly simulov\u00e1ny ve dvou verz\u00edch. Prvn\u00ed verze zahrnuje b\u011b\u017en\u00e9 hodnoty v\u00fdpo\u010detn\u00edch konstant, kter\u00e9 mohou ovlivnit p\u0159esnost v\u00fdpo\u010dtu. Pesimistick\u00e1 verze v\u00fdpo\u010dtu uva\u017euje m\u00e9n\u011b p\u0159\u00edzniv\u00e9 hodnoty v\u00fdpo\u010detn\u00edch konstant, kter\u00e9 le\u017e\u00ed na horn\u00edm rozmez\u00ed pro n\u011bkter\u00e9 modely. Tyto dv\u011b verze definuj\u00ed ur\u010dit\u00fd rozsah, ve kter\u00e9m lze o\u010dek\u00e1vat skute\u010dn\u00e9 hodnoty parametr\u016f motoru. V\u00fdsledky jsou podm\u00edn\u011bny p\u0159edpokladem dostate\u010dn\u00e9 kvality tvorby sm\u011bsi, rychlosti spalov\u00e1n\u00ed a \u00fa\u010dinnosti, co\u017e jsou standardy pro sou\u010dasn\u00e9 \u010dty\u0159taktn\u00ed motory, a d\u00e1le podm\u00edn\u011bny p\u0159edpokl\u00e1dan\u00fdm \u00fasp\u011b\u0161n\u00fdm designem v\u0161ech d\u00edl\u016f, kter\u00e9 ovliv\u0148uj\u00ed termodynamick\u00fd cyklus motoru.<\/p>\n\n\n\n Birotary Engine simulations were performed using GT-SUITE software. Two versions of the engine were simulated, a variant with narrow valve timing parameters, designed for aircraft application and a variant with wide valve timing parameters designed to maximize the gain of potential of the engine. The mathematical simulation of the Birotary engine cycle involved the evaluation […]<\/p>\n","protected":false},"author":2,"featured_media":0,"parent":59,"menu_order":0,"comment_status":"closed","ping_status":"closed","template":"","meta":{"site-sidebar-layout":"default","site-content-layout":"","ast-site-content-layout":"","site-content-style":"default","site-sidebar-style":"default","ast-global-header-display":"","ast-banner-title-visibility":"","ast-main-header-display":"","ast-hfb-above-header-display":"","ast-hfb-below-header-display":"","ast-hfb-mobile-header-display":"","site-post-title":"","ast-breadcrumbs-content":"","ast-featured-img":"","footer-sml-layout":"","ast-disable-related-posts":"","theme-transparent-header-meta":"","adv-header-id-meta":"","stick-header-meta":"","header-above-stick-meta":"","header-main-stick-meta":"","header-below-stick-meta":"","astra-migrate-meta-layouts":"default","ast-page-background-enabled":"default","ast-page-background-meta":{"desktop":{"background-color":"var(--ast-global-color-4)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"ast-content-background-meta":{"desktop":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"tablet":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""},"mobile":{"background-color":"var(--ast-global-color-5)","background-image":"","background-repeat":"repeat","background-position":"center center","background-size":"auto","background-attachment":"scroll","background-type":"","background-media":"","overlay-type":"","overlay-color":"","overlay-opacity":"","overlay-gradient":""}},"footnotes":""},"class_list":["post-488","page","type-page","status-publish","hentry"],"_links":{"self":[{"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/pages\/488","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/pages"}],"about":[{"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/types\/page"}],"author":[{"embeddable":true,"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/comments?post=488"}],"version-history":[{"count":0,"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/pages\/488\/revisions"}],"up":[{"embeddable":true,"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/pages\/59"}],"wp:attachment":[{"href":"https:\/\/knobgear.com\/cs\/wp-json\/wp\/v2\/media?parent=488"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}![\"\"\/](\"https:\/\/knobgear.com\/wp-content\/uploads\/2024\/09\/Birotary-engine-simulation.webp\")
<\/figure>\n\n\n\nV\u00fdsledky simulace<\/h2>\n\n\n\n
![\"\"\/](\"https:\/\/knobgear.com\/wp-content\/uploads\/2024\/09\/Birotary-engine-external-characteristic.webp\")
<\/figure>\n\n\n\n![\"\"\/](\"https:\/\/knobgear.com\/wp-content\/uploads\/2024\/09\/Birotary-engine-mean-effective-pressure.webp\")
<\/figure>\n\n\n\n![\"\"\/](\"https:\/\/knobgear.com\/wp-content\/uploads\/2024\/09\/Birotary-engine-fuel-consumption-full-throttle.webp\")
<\/figure>","protected":false},"excerpt":{"rendered":"