CN106640358B - A kind of end face inlet duct for rotary engine - Google Patents
A kind of end face inlet duct for rotary engine Download PDFInfo
- Publication number
- CN106640358B CN106640358B CN201610890850.2A CN201610890850A CN106640358B CN 106640358 B CN106640358 B CN 106640358B CN 201610890850 A CN201610890850 A CN 201610890850A CN 106640358 B CN106640358 B CN 106640358B
- Authority
- CN
- China
- Prior art keywords
- air intake
- intake duct
- rotor
- bearing
- duct
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
- F02B53/04—Charge admission or combustion-gas discharge
- F02B53/08—Charging, e.g. by means of rotary-piston pump
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Abstract
A kind of end face inlet duct for rotary engine disclosed by the invention, belongs to engine art.The present invention includes crankshaft, bearing, the first rotor, bolt, drive end bearing bracket shell, cylinder, fourth bearing, internal gear, external gear, 5th bearing, rear end cap, the second rotor, the first air intake duct, the second air intake duct, third air intake duct and combustion chamber.Drive end bearing bracket includes drive end bearing bracket shell and the first rotor, and the first rotor is placed in drive end bearing bracket shell, and drive end bearing bracket shell arranged on left and right sides has third air intake duct and the first air intake duct, and the first rotor is provided with the second air intake duct；First bearing and the first rotor cooperate, and second bearing, 3rd bearing cooperate with drive end bearing bracket shell respectively in arranged on left and right sides；Third air intake duct is located above the first air intake duct；Third air intake duct gas outlet is greater than air inlet；The air inlet diameter of second air intake duct is greater than the first air intake duct.The present invention can be realized the resistance for reducing fluid and improve air inflow, to improve volumetric efficiency and mean effective pressure.
Description
Technical field
The present invention relates to ancillary equipments for miniature rotor engine more particularly to a kind of for rotary engine
End face inlet duct, belongs to engine art.
Background technique
With the development of microelectromechanical systems (MEMS) and the proposition of a variety of micromation military equipment concepts, volume is developed
Small, light weight, energy density be high, can the micro-energy system of continuous service have become various countries' focus of attention.With it is conventional portable
Formula power supply is compared, and micro-satellite cluster is used as fuel using hydrocarbon, and energy density wants high more, and voltage is also able to maintain stabilization,
Also have the advantages that low in cost.Therefore micro-satellite cluster is in all trades and professions such as industry, agricultural, environmental protection, health cares
Electronic device will have wide practical use, can be directly also minicar, the micromachines such as miniplane, micropump provide
Power.
The current research for miniature rotor engine is concentrated mainly on structure and mechanism study, and is ignored to auxiliary
Help the research of equipment.The inlet and exhaust system of rotary engine and traditional piston-mode motor has very big difference, traditional
Piston-mode motor has independent inlet and outlet accelerator control system, and between can controlling inlet and outlet respectively, rotary engine can only
By adjusting inlet and outlet mouth at the time of the position on cylinder is to adjust inlet and outlet, and rotary engine
Two kinds of air inlet arrangement form peripheral intake, end face air inlet, due to the turn sharp of air-flow, fluid resistance is larger for end face air inlet, and
And the duration angle that side inlet port is opened is smaller, causes volumetric efficiency smaller with mean effective pressure.
Summary of the invention
For the turn sharp of end face charge air flow, fluid resistance are larger existing for rotary engine in prior art, fill
Gas coefficient and the lesser problem of mean effective pressure.A kind of end face inlet duct for rotary engine disclosed by the invention is wanted
The technical issues of solution, is to provide a kind of structurally reasonable, efficient work end face inlet duct for rotary engine, realizes
It reduces the resistance of fluid and improves air inflow, to improve volumetric efficiency and mean effective pressure.
The purpose of the present invention is what is be achieved through the following technical solutions:
A kind of end face inlet duct for rotary engine disclosed by the invention, including crankshaft, bearing, the first rotor,
Bolt, drive end bearing bracket shell, cylinder, fourth bearing, internal gear, external gear, 5th bearing, rear end cap, the second rotor, the first air inlet
Road, the second air intake duct, third air intake duct and combustion chamber.Drive end bearing bracket includes drive end bearing bracket shell and the first rotor, before the first rotor is placed in
In end cap shell, drive end bearing bracket shell arranged on left and right sides has third air intake duct and the first air intake duct, and the first rotor is provided with the second air inlet
Road；The bearing includes first bearing, second bearing and 3rd bearing；First bearing and the first rotor cooperate, second bearing,
3rd bearing cooperates with drive end bearing bracket shell respectively in arranged on left and right sides.Crankshaft passes sequentially through fourth bearing and 5th bearing, first axle
It holds, second bearing, 3rd bearing are connected with the first rotor, drive end bearing bracket shell, the second rotor, rear end cap respectively.The first rotor and
Second rotor is rotated with the rotation of crankshaft, and the revolving speed of the first rotor and crankshaft is consistent, bitrochanteric revolving speed
Depending on the rotating ratio foundation internal gear of crankshaft, the gear ratio of external gear.By crankshaft drive the first rotor rotation so that
First air intake duct, the second air intake duct, third air intake duct are connected, so that gas be made to enter in combustion chamber from third air intake duct.
It is preferred that the third air intake duct is located above the first air intake duct, controlled by the second air intake duct on the first rotor
The time that the second air intake duct is connected to the first air intake duct, third air intake duct respectively is made, to adjust the volumetric efficiency of rotary engine
And aeration quantity.
For the resistance for reducing fluid, the preferably curved air intake duct of second inlet channel cross-sectional, by adjusting curved air inlet
The angle in road can adjust end face intake resistance, and curved preferably 1/8 circular arc, the first inlet channel cross-sectional is preferably rectangle.
To improve air inflow, the preferred gas outlet of third inlet channel cross-sectional is greater than trapezoidal, the gas outlet face of air inlet
Product is 1.5 times of air inlet.
In order to control inlet period, the preferably air inlet diameter of second air intake duct is greater than the first air intake duct, second into
The air inlet open area of air flue is 2 times of the first air intake duct outlet open area.
The rotating ratio preferably bitrochanteric revolving speed of the bitrochanteric revolving speed and crankshaft is the one third of crankshaft.
The course of work of a kind of end face inlet duct for rotary engine disclosed by the invention are as follows: crankshaft and first turn
Son rotates together, when the first air intake duct is connected to the second air intake duct first, at this time the second air intake duct not with third air intake duct phase
Connection, gas begins to flow into the second air intake duct by the first air intake duct, with continuing to rotate for the first rotor, the first air intake duct and
The connection area of second air intake duct constantly increases, and air inflow is also gradually increased, and the first rotor continues to rotate, the first air intake duct with
The connection area of second air intake duct starts to reduce, so that the gas pressure in the second air intake duct starts to increase, the first rotor after
Continuous rotation, the second air intake duct are connected with third air intake duct, since the second inlet pressure is higher than third air intake duct, bulk gas
Third air intake duct and combustion chamber are poured, the first rotor continues to rotate, and the second air intake duct is connected to the disconnection of third air intake duct, then
The connection of first air intake duct and the second air intake duct is also switched off.
Third air intake duct air inlet open area is less than outlet open area, so that gas more smoothly enters in combustion chamber, thus
It improves the volumetric efficiency of engine and reduces intake resistance.
First air intake duct is first connected to the second air intake duct, then continuing to rotate with the first rotor, the first air intake duct with
The connection area of second air intake duct constantly increases, and air inflow is also gradually increased, and the pressure in the second air intake duct starts to increase, and first
Rotor continues to rotate, and the connection area of the first air intake duct and the second air intake duct starts to reduce, thus the gas in the second air intake duct
Body pressure gradually rises, and the first rotor continues to rotate, and the second air intake duct is connected with third air intake duct, due to the second air intake duct
Pressure is higher than third air intake duct, and bulk gas pours third air intake duct and combustion chamber, so that guaranteeing the pressure of the second air intake duct is
Much larger than the gas pressure of air intake duct and combustion chamber, to improve the volumetric efficiency of engine.
It is preferred that the third air intake duct is located above the first air intake duct, the first air intake duct is first connected to the second air intake duct,
With continuing to rotate for the first rotor, the second air intake duct is connected with third air intake duct, and the first rotor continues to rotate, second into
Air flue is connected to the disconnection of third air intake duct, and the connection of subsequent first air intake duct and the second air intake duct is also switched off.Pass through the first rotor
On the second air intake duct control the time that the second air intake duct is connected to the first air intake duct, third air intake duct respectively, turn to adjust
The volumetric efficiency and aeration quantity of sub- engine.
Port area by improving the second air intake duct and third air intake duct increases the Lifetime of gas, to increase
The duration angle that air inlet is opened so as to improve volumetric efficiency and improves aeration quantity.
The utility model has the advantages that
1. a kind of end face inlet duct for rotary engine disclosed by the invention, mechanically fills to adjust
Gas coefficient, Lifetime and turn-off time by control channel can preferably improve air inflow and volumetric efficiency, reduce whole
The pressure oscillation of a device.
2. a kind of end face inlet duct for rotary engine disclosed by the invention, since the second inlet channel cross-sectional is song
Shape air intake duct can reduce the resistance of fluid, and the angle by adjusting curved air intake duct can adjust end face intake resistance.
3. a kind of end face inlet duct for rotary engine disclosed by the invention, by improving the second air intake duct and the
The port area of three air intake ducts increases the Lifetime of gas, to increase the duration angle of air inlet unlatching, so as to improve filling
Gas coefficient and raising aeration quantity.
4. a kind of end face constant pressure inlet duct for rotary engine disclosed by the invention, can be by improving inflation system
Number and raising aeration quantity, reduce the waste and consumption of energy.
5. a kind of end face inlet duct for rotary engine disclosed by the invention, the first air intake duct and the second air intake duct
It being first connected to, then continuing to rotate with the first rotor, the connection area of the first air intake duct and the second air intake duct constantly increases, into
Tolerance is also gradually increased, and the pressure in the second air intake duct starts to increase, and the first rotor continues to rotate, the first air intake duct and second
The connection area of air intake duct starts to reduce, so that the gas pressure in the second air intake duct gradually rises, the first rotor continues to turn
Dynamic, the second air intake duct is connected with third air intake duct, and since the second inlet pressure is higher than third air intake duct, bulk gas is poured
Third air intake duct and combustion chamber, thus guarantee that the pressure of the second air intake duct is much larger than the gas pressure of air intake duct and combustion chamber,
Engine can be entered by improving the pressure of intermediate air flue come more gases, preferably control air inflow and volumetric efficiency,
So as to improve engine performance.
Detailed description of the invention
Fig. 1 is a kind of installation diagram for rotary engine of the invention.
Fig. 2 is a kind of end face inlet duct structural schematic diagram for rotary engine of the invention.
Fig. 3 is a kind of course of work structural schematic diagram for rotary engine of the invention.
Wherein: 1-crankshaft, 2-bearings, 3-the first rotors, 4-bolts, 5-drive end bearing brackets, 6-cylinders, the 7-the four axis
Hold, 8-internal gears, 9-external gears, 10-5th bearings, 11-rear end caps, the 12-the second rotor, the 13-the first air intake duct,
14-the second air intake duct, 15-third air intake ducts, 16-combustion chambers, 2.1-first bearings, 2.2-second bearings, 2.3-the
Three bearings.
Specific embodiment
The present invention is described in more detail presently in connection with attached drawing, these attached drawings are simplified schematic diagram, only
The basic structure that the invention is illustrated in a schematic way, therefore it only shows the composition relevant to the invention.
Embodiment 1:
As shown in Figure 1, 2, a kind of end face inlet duct for rotary engine disclosed in the present embodiment, including crankshaft 1,
Bearing 2, the first rotor 3, bolt 4, drive end bearing bracket shell 5, cylinder 6, fourth bearing 7, internal gear 8, external gear 9,5th bearing 10, after
End cap 11, the second rotor 12, the first air intake duct 13, the second air intake duct 14, third air intake duct 15 and combustion chamber 16.Drive end bearing bracket includes
Drive end bearing bracket shell 5 and the first rotor 3, the first rotor 3 are placed in drive end bearing bracket shell 5, and 5 arranged on left and right sides of drive end bearing bracket shell has third
Air intake duct 15 and the first air intake duct 13, the first rotor 3 are provided with the second air intake duct 14；The bearing 2 include first bearing 2.1,
Second bearing 2.2 and 3rd bearing 2.3；First bearing 2.1 and the first rotor 3 cooperate, and second bearing 2.2,3rd bearing 2.3 exist
Arranged on left and right sides cooperates with drive end bearing bracket shell 5 respectively.Crankshaft 1 pass sequentially through fourth bearing 7 and 5th bearing 10, first bearing 2.1,
Second bearing 2.2,3rd bearing 2.3 are connected with the first rotor 3, drive end bearing bracket shell 5, the second rotor 12, rear end cap 11 respectively.The
One rotor 3 and the second rotor 12 are rotated with the rotation of crankshaft, and the first rotor 3 and the revolving speed of crankshaft 1 are consistent, the
It is the one third of crankshaft 1 that the revolving speed of two rotors 12 and the rotating ratio of crankshaft 1, which are the revolving speed of the second rotor 12,.
Drive the rotation of the first rotor 3 so that the first air intake duct 13, the second air intake duct 14, third air inlet by crankshaft 1
Road 15 is connected, so that gas be made to enter in combustion chamber 16 from third air intake duct.
The third air intake duct 15 is located at 13 above the first air intake duct, passes through the second air intake duct 14 on the first rotor 3
The time that the second air intake duct 14 is connected to the first air intake duct 13, third air intake duct 15 respectively is controlled, to adjust rotary engine
Volumetric efficiency and aeration quantity.
For the resistance for reducing fluid, 14 section of the second air intake duct is the curved air intake duct of 1/8 circular arc, bent by adjusting
The angle of shape air intake duct can adjust end face intake resistance, and 13 section of the first air intake duct is rectangle.
To improve air inflow, the 15 section gas outlet of third air intake duct is greater than trapezoidal, the outlet open area of air inlet
It is 1.5 times of air inlet.
In order to control inlet period, the air inlet diameter of second air intake duct 14 is greater than the first air intake duct 13, second into
The air inlet open area of air flue 14 is 2 times of 13 outlet open area of the first air intake duct.
A kind of course of work of the end face inlet duct for rotary engine disclosed in the present embodiment are as follows: crankshaft 1 and
One rotor 3 rotates together, and when the first air intake duct 13 is connected to the second air intake duct 14 first, the second air intake duct 14 is not at this time
Three air intake ducts 15 are connected, and gas begins to flow into the second air intake duct 14 by the first air intake duct 13, with the continuation of the first rotor 3
Rotation, the connection area of the first air intake duct 13 and the second air intake duct 14 constantly increase, and air inflow is also gradually increased, the first rotor 3
Continue to rotate, the connection area of the first air intake duct 13 and the second air intake duct 14 starts to reduce, thus in the second air intake duct 14
Gas pressure starts to increase, and the first rotor 3 continues to rotate, and the second air intake duct 14 is connected with third air intake duct 15, due to
Two air intake ducts, 14 pressure is higher than third air intake duct 15, and bulk gas pours third air intake duct 15 and combustion chamber, the first rotor 3 after
Continuous rotation, the second air intake duct 14 are connected to the disconnection of third air intake duct 15, the company of subsequent first air intake duct 13 and the second air intake duct 14
It is logical to be also switched off.
15 air inlet open area of third air intake duct is less than outlet open area, so that gas more smoothly enters in combustion chamber, from
And it improves the volumetric efficiency of engine and reduces intake resistance.
First air intake duct 13 is first connected to the second air intake duct 14, then continuing to rotate with the first rotor 3, the first air inlet
Road 13 and the connection area of the second air intake duct 14 constantly increase, and air inflow is also gradually increased, and the pressure in the second air intake duct 14 is opened
Beginning to increase, the first rotor 3 continues to rotate, and the connection area of the first air intake duct 13 and the second air intake duct 14 starts to reduce, thus
Gas pressure in second air intake duct 14 gradually rises, and the first rotor 3 continues to rotate, the second air intake duct 14 and third air intake duct
15 are connected, and since 14 pressure of the second air intake duct is higher than third air intake duct 15, bulk gas pours third air intake duct 15 and burning
Room, to guarantee that the pressure of the second air intake duct 14 is much larger than the gas pressure of air intake duct and combustion chamber, to improve engine
Volumetric efficiency.
The third air intake duct 15 is located above the first air intake duct, and the first air intake duct 13 first connects with the second air intake duct 14
Logical, with continuing to rotate for the first rotor 3, the second air intake duct 14 is connected with third air intake duct 15, and the first rotor 3 continues to turn
Dynamic, the second air intake duct 14 is connected to the disconnection of third air intake duct 15, the connection of subsequent first air intake duct 13 and the second air intake duct 14
It closes.Controlled by the second air intake duct 14 on the first rotor 3 second air intake duct 14 respectively with the first air intake duct 13, third into
The time that air flue 15 is connected to, to adjust the volumetric efficiency and aeration quantity of rotary engine.
Port area by improving the second air intake duct 14 and third air intake duct 15 increases the Lifetime of gas, thus
Increase the duration angle that air inlet is opened, so as to improve volumetric efficiency and improves aeration quantity.
Above-described specific descriptions have carried out further specifically the purpose of invention, technical scheme and beneficial effects
It is bright, it should be understood that above is only a specific embodiment of the present invention, being used to explain the present invention, it is not used to limit this
The protection scope of invention, all within the spirits and principles of the present invention, any modification, equivalent substitution, improvement and etc. done should all
It is included within protection scope of the present invention.
Claims (8)
1. a kind of end face inlet duct for rotary engine, including crankshaft (1), bearing (2), the first rotor (3), bolt
(4), drive end bearing bracket shell (5), cylinder (6), fourth bearing (7), internal gear (8), external gear (9), 5th bearing (10), rear end cap
(11), the second rotor (12), the first air intake duct (13), the second air intake duct (14), third air intake duct (15) and combustion chamber (16)；Its
Be characterized in that: drive end bearing bracket includes drive end bearing bracket shell (5) and the first rotor (3), and the first rotor (3) is placed in drive end bearing bracket shell (5), front end
Lid shell (5) arranged on left and right sides has a third air intake duct (15) and the first air intake duct (13), the first rotor (3) be provided with second into
Air flue (14)；The bearing (2) includes first bearing (2.1), second bearing (2.2) and 3rd bearing (2.3)；First bearing
(2.1) with the first rotor (3) cooperate, second bearing (2.2), 3rd bearing (2.3) arranged on left and right sides respectively with drive end bearing bracket shell
(5) cooperate；Crankshaft (1) pass sequentially through fourth bearing (7) and 5th bearing (10), first bearing (2.1), second bearing (2.2),
3rd bearing (2.3) is connected with the first rotor (3), drive end bearing bracket shell (5), the second rotor (12), rear end cap (11) respectively；First
Rotor (3) and the second rotor (12) are rotated with the rotation of crankshaft, and the first rotor (3) and the revolving speed of crankshaft (1) are kept
Unanimously, depending on the gear ratio of the rotating ratio of the revolving speed of the second rotor (12) and crankshaft foundation internal gear, external gear；Pass through crankshaft
(1) drive the first rotor (3) rotation so that the first air intake duct (13), the second air intake duct (14), third air intake duct (15) phase
Connection, so that gas be made to enter in combustion chamber (16) from third air intake duct.
2. a kind of end face inlet duct for rotary engine as described in claim 1, it is characterised in that: the third
Air intake duct (15) is located above the first air intake duct (13), controls second by the second air intake duct (14) on the first rotor (3)
The time that air intake duct (14) is connected to the first air intake duct (13), third air intake duct (15) respectively, to adjust filling for rotary engine
Gas coefficient and aeration quantity.
3. a kind of end face inlet duct for rotary engine as claimed in claim 1 or 2, it is characterised in that: to reduce
The resistance of fluid, the second air intake duct (14) section are curved air intake duct, and the angle by adjusting curved air intake duct can
Adjust end face intake resistance, it is described it is curved be 1/8 circular arc, the first air intake duct (13) section is rectangle.
4. a kind of end face inlet duct for rotary engine as claimed in claim 1 or 2, it is characterised in that: to improve
Air inflow, third air intake duct (15) the section gas outlet are greater than air inlet, and outlet open area is 1.5 times of air inlet.
5. a kind of end face inlet duct for rotary engine as claimed in claim 1 or 2, it is characterised in that: for control
Inlet period, the air inlet diameter of second air intake duct (14) are greater than the first air intake duct (13), the second air intake duct (14) into
Port area is 2 times of the first air intake duct (13) outlet open area.
6. a kind of end face inlet duct for rotary engine as claimed in claim 1 or 2, it is characterised in that: described
It is the one third of crankshaft (1) that the revolving speed of second rotor (12) and the rotating ratio of crankshaft (1), which are the revolving speed of the second rotor (12),.
7. a kind of end face inlet duct for rotary engine as described in claim 1, it is characterised in that: the course of work
For crankshaft (1) rotates together with the first rotor (3), when the first air intake duct (13) is connected to the second air intake duct (14) first, at this time
Second air intake duct (14) is not connected with third air intake duct (15), gas by the first air intake duct (13) begin to flow into second into
Air flue (14), with continuing to rotate for the first rotor (3), the connection area of the first air intake duct (13) and the second air intake duct (14) is not
Disconnected to increase, air inflow is also gradually increased, and the first rotor (3) continue to rotate, the first air intake duct (13) and the second air intake duct (14)
Connection area start to reduce, so that the gas pressure in the second air intake duct (14) starts to increase, the first rotor (3) continues to turn
Dynamic, the second air intake duct (14) is connected with third air intake duct (15), since the second air intake duct (14) pressure is higher than third air intake duct
(15), bulk gas pours third air intake duct (15) and combustion chamber, and the first rotor (3) continue to rotate, the second air intake duct (14)
It disconnects and being connected to third air intake duct (15), subsequent first air intake duct (13) and the connection of the second air intake duct (14) are also switched off.
8. a kind of end face inlet duct for rotary engine as claimed in claim 7, it is characterised in that: third air intake duct
(15) air inlet open area is less than outlet open area, so that gas more smoothly enters in combustion chamber, to improve filling for engine
Gas coefficient and reduction intake resistance.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610890850.2A CN106640358B (en) | 2016-10-12 | 2016-10-12 | A kind of end face inlet duct for rotary engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610890850.2A CN106640358B (en) | 2016-10-12 | 2016-10-12 | A kind of end face inlet duct for rotary engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN106640358A CN106640358A (en) | 2017-05-10 |
| CN106640358B true CN106640358B (en) | 2019-02-22 |
Family
ID=58856671
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610890850.2A Active CN106640358B (en) | 2016-10-12 | 2016-10-12 | A kind of end face inlet duct for rotary engine |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN106640358B (en) |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3987760A (en) * | 1973-07-07 | 1976-10-26 | Toyo Kogyo Co., Ltd. | Rotary piston type engine |
| US4759324A (en) * | 1985-12-27 | 1988-07-26 | Mazda Motor Corporation | Intake system for rotary piston engine |
| JPS63179132A (en) * | 1986-10-29 | 1988-07-23 | Mazda Motor Corp | Rotary piston engine with pumping loss reducing device |
| CN100478552C (en) * | 2007-06-14 | 2009-04-15 | 符晓友 | All-rotation engine |
| US8893684B2 (en) * | 2011-07-28 | 2014-11-25 | Pratt & Whitney Canada Corp. | Rotary internal combustion engine with exhaust purge |
| US10145243B2 (en) * | 2013-11-06 | 2018-12-04 | Planetary Rotor Engine Company | Planetary rotary engine with rotary ring valves |
| CN104791086B (en) * | 2015-04-03 | 2017-12-08 | 金勤杨 | Dual rotor internal combustion engine |
-
2016
- 2016-10-12 CN CN201610890850.2A patent/CN106640358B/en active Active
Also Published As
| Publication number | Publication date |
|---|---|
| CN106640358A (en) | 2017-05-10 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN201763438U (en) | Turbo charging device with variable outlet area of an exhaust pipe | |
| CN104989458B (en) | A kind of compressed air engine complete variable intake and exhaust mechanism and its method | |
| CN102562271A (en) | Turbocharging system with two rotating plates in front of turbine inlet | |
| CN106640358B (en) | A kind of end face inlet duct for rotary engine | |
| CN2816402Y (en) | Air powered generator assembly | |
| CN205876480U (en) | Can strengthen engine intake swirl's compound tangential gas inlet way | |
| CN204458121U (en) | A kind of automobile engine intake tube | |
| CN103603716A (en) | Back-pressure exhausting pipe capable of generating power | |
| CN202690208U (en) | Device capable of improving engine power and reducing exhaust gas emission | |
| CN204357553U (en) | A kind of car engine air admittance regulating system | |
| CN204402660U (en) | The petrol engine that a kind of compact structure performance is superior | |
| CN206234004U (en) | A kind of door in electrojet solar terms | |
| CN203296895U (en) | Vortex exhaust system of automobile engine | |
| CN203321666U (en) | Volute air intake and exhaust system of automobile engine | |
| CN101413428B (en) | Exhausting pipe volume-adjustable turbocharging system with baffle shaft at side | |
| CN203296894U (en) | Vortex exhaust system of automobile engine | |
| CN206175064U (en) | Engine | |
| CN201401222Y (en) | Water-inlet preventing device of vehicle exhaust pipe | |
| CN103306802A (en) | Gas inlet and exhaust system of automobile engine | |
| CN217206676U (en) | Motorcycle carbon tank capable of controlling oil and gas amount | |
| CN203114350U (en) | Spiral type compressed-air power engine for vehicle | |
| CN104061060B (en) | Tee joint rotation adjustment device | |
| CN203430665U (en) | Length-variable intake manifold | |
| CN204492966U (en) | Stream regulating system is rolled in petrolic differential air inlet | |
| CN206655738U (en) | A kind of Pneumatic booster device |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |