JP2008185027A - Rotor for rotary internal combustion engine, rotor for wankel engine, rotary internal combustion engine and method for modifying combustion fuel/air flow - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a rotary internal combustion engine controlling flame propagation and fuel/air mixing in order to increase combustion efficiency. <P>SOLUTION: A rotor for use in the rotary internal combustion engine comprises: an opening 28 configured to receive an output shaft 18; a plurality of rotor faces 32, 34, 36 disposed circumferentially around the opening 28; a recessed pocket 46 disposed in one of the rotor faces; and a flow-modifying member 48 secured to the one rotor face. The flow-modifying member 48 modifies fuel/air flow within the recessed pocket 46, and controls the fuel/air mixing in a combustion chamber adjacent to the recessed pocket 46. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a Wankel type rotary internal combustion engine. In particular, the present invention relates to increasing and controlling the combustion rate of a rotary internal combustion engine.

  A Wankel type rotary internal combustion engine (engine) usually includes a three-sided rotor arranged in an epitrochoid housing. As the rotor rotates within the housing, the housing is divided into three working chambers. Each face of the rotor functions as efficiently as a piston in a piston engine. During rotation, the surface of the rotor continuously approaches and leaves the housing, compressing and expanding the gas contained in the working chamber.

  The rotor can rotate about the eccentric lobe shaft and move around the inner circumference of the housing to provide a typical Otto cycle or diesel cycle four stroke. During the intake stroke, the rotor draws the fuel / air mixture into the housing. As the rotor rotates, one of the rotor faces compresses the fuel / air mixture against the housing. The compressed mixture circulates around the inner circumference of the housing until it reaches an ignition source (eg, a spark plug) or until the compression ratio is high enough to cause combustion ignition. After ignition, the fuel / air mixture expands as combustion gas and the rotor goes into an explosion stroke. The rotor then circulates the expanded combustion gas to the exhaust port.

  During the combustion stroke, the combustion chamber defined by the rotor and the housing is typically narrow and long, creating a pinch point between the rotor and the housing. This limits flame propagation and reduces the amount of compressed fuel / air mixture available for combustion. Therefore, there is a need for a rotary engine that controls flame propagation and fuel / air mixing to increase combustion efficiency.

  The present invention relates to a rotor used in a rotary internal combustion engine. The rotor includes a plurality of rotor surfaces disposed circumferentially around the shaft opening, a concave pocket disposed on at least one of the rotor surfaces, and at least one fixed to the at least one rotor surface. Two flow changing members.

  FIG. 1 is a schematic front view of the engine 10. The engine 10 is a rotary internal combustion engine, and the rotary internal combustion engine includes a housing 12, an ignition source 14, a rotor 16, and an output shaft 18. The housing 12 includes an inner surface 20 that defines an epitrochoidal rotor chamber 22. Further, the housing 12 includes an intake port 24 that sucks the fuel / air mixture into the rotor chamber 22 and an exhaust port 26 that discharges exhaust gas from the rotor chamber 22.

  In an alternative embodiment, one or both of the intake port 24 and the exhaust port 26 are disposed within one end wall of the housing 12. In another alternative embodiment, engine 10 is a fuel injection engine. In this fuel injection engine, air is sucked into the rotor chamber 22 from the intake port 24, and the fuel is directly injected into the combustion chamber 44, which is a region in the rotor chamber 22 near the ignition source 14 where combustion occurs. A mixture of air is produced. Alternatively, fuel is injected into other areas of the rotor chamber 22 defined at other locations between the rotor 16 and the housing 12.

  The ignition source 14 is a pair of combustion inducing elements (eg, spark plugs) disposed generally opposite the intake port 24 and the exhaust port 26 in the housing 12. In an alternative embodiment, engine 10 is a compression ignition engine that does not require ignition source 14.

  The rotor 16 is a three-plane rotor disposed in the rotor chamber 22, and includes a shaft opening (that is, a hole) 28, a front surface 30, rotor surfaces 32, 34, and 36 and apex (vertex) 38, 40 and 42. The shaft opening 28 is a central hole extending in the rotor 16 from the front surface 30 toward the opposite back surface (not shown). The rotor surfaces 32, 34, 36 are orthogonal to the front surface 30 and extend circumferentially around the shaft opening 28. As illustrated, the rotor surfaces 32, 34 intersect at an apex 38, the rotor surfaces 34, 36 intersect at an apex 40, and the rotor surfaces 32, 36 intersect at an apex 42.

  The output shaft 18 is an eccentric lobe shaft disposed within the housing 12 having an eccentric lobe extending through the shaft opening 28. Accordingly, the rotor 16 is eccentrically attached to the output shaft 18. By this eccentric mounting, the rotor 16 can rotate while the apex 38, 40, 42 is in contact with the inner surface 20 of the housing 12 in the epitrochoid rotor chamber 22.

  During operation of the rotary engine 10, the rotor 16 performs a four-stroke combustion cycle within the housing 12. As the rotor 16 rotates, the fuel / air mixture is drawn into the intake port 24 and then compressed against the inner surface 20 of the housing 12 as it circulates toward the ignition source 14 and its volume decreases.

  An ignition source 14 ignites the compressed fuel / air mixture. This ignition can be done simultaneously by a pair of ignition sources, or at different crank angles to control the flow rate and direction of the combustion gas flow through a pinch point formed between the rotor 16 and the housing 12. Performed at corresponding stepwise intervals. In an alternative compression-ignition embodiment of the engine 10 (described above), compression sufficiently heats the fuel / air mixture and causes ignition without the need for an ignition source 14.

  As the ignited fuel / air mixture (combustion gas) expands, the rotor 16 is further rotated until the expanded combustion gas is exhausted from the rotor chamber 22 through the exhaust port 26. The rotor 16 applies torque to the output shaft 18 via the eccentric mount to generate rotational energy.

  As shown in FIG. 1, the intersection of apex 38, 42 and inner surface 20 defines a combustion section (ie, combustion chamber) 44 between rotor surface 32 of rotor 16 and inner surface 20 of housing 12. Is done. Since the volume of the combustion section 44 is narrow and long, the flow is restricted in the combustion section 44, and the propagation of the front part of the combustion is slowed, resulting in a reduction in combustion efficiency. As described below, the rotor 16 is provided with at least one flow modifying member that controls fuel / air mixing and flame propagation. Thereby, the influence of the flow restriction can be reduced, the combustion efficiency can be increased, and the output can be increased.

  FIG. 2 is a top perspective view of the rotor 16 with each rotor surface 32, 34, 36 having a concave pocket 46 and a ramp (ramp) 48. The concave pocket 46 provides a pinch point when the rotor surfaces 32, 34, 36 each cooperate with the inner surface 20 to form a combustion portion (eg, the combustion portion / combustion chamber 44 shown in FIG. 1). It is a concave portion in the rotor surfaces 32, 34, 36 that reduces the risk of forming. In alternative embodiments, the one or more concave pockets 46 have other shapes (eg, pear-like) instead of the rectangle shown in FIG. In addition, the one or more concave pockets 46 may be apex (eg, apex 38, 40 or the like) instead of being centered within the rotor surface (eg, rotor surface 32, 34 or rotor surface 36) in some cases. It may be located near the apex 42).

  The ramp 48 is a set of substantially parallel ramp-like flow modifying members that extend from either the rotor surface 32, 34 or the rotor surface 36 along the associated concave pocket 46. The ramp 48 is advantageous for controlling fuel / air mixing and flame propagation by creating eddy currents in the compressed fuel / air mixture during combustion and increasing turbulence.

  In some embodiments, the ramp 48 is integrally formed with the rotor surfaces 32, 34 or the rotor surface 36 during molding or casting. In an alternative embodiment, a separately formed flow modifying member is secured to the rotor surface. In any embodiment, the flow-modifying member may be located at various locations, for example, may be located adjacent to the recessed pocket 46, may be fully disposed within the recessed pocket, or It may be partially disposed within the recessed pocket.

  The rotor 16 rotates clockwise with respect to the engine housing 12 of FIG. The fuel / air mixture also moves in a generally clockwise direction, in the space between the rotor surface 32 and the inner surface 20, in the space between the rotor surface 34 and the inner surface 20, and between the rotor surface 36 and the inner surface 20. Advance in the space between. However, relative to the rotor surface 32, the fuel / air mixture in the combustion chamber 44 is directed from the apex seal 42 to the apex seal 38 or apex seal 38, depending on where combustion begins, the combustion rate and the expansion rate. From one direction to the apex seal 42.

  In general, the ramp 48 starts from the side end of the concave pocket 46 corresponding to the upstream side with respect to the relative fuel / air flow, extends to the downstream end, and suddenly cuts off at this downstream end, that is, ends abruptly. This design is in contrast to a conventional design in which the flow-modifying member extends in another direction and in contrast to a conventional design in which the flow-changing member does not have a suddenly terminating downstream end. While these conventional designs are intended for flow modification within the recessed pocket, the ramp 48 and other flow modification structures described herein provide flow modification within the pocket and flow modification across adjacent combustion chambers. ,It is an object.

  FIG. 3A is a top view of the rotor 16 showing the back surface 54, which is the surface opposite the front surface 30. The direction of fuel / air flow is indicated by arrow 60. The ramp 48 creates vortices and increases turbulence in this fuel / air flow.

  As shown, the concave pocket 46 has a length (indicated by reference numeral 56) along the rotor surface 32, and each ramp 48 has a length (indicated by reference numeral 58) within the concave pocket 46. Have. A suitable value for the length 58 of the ramp 48 is in the range of about 25-75% of the length 56 of the concave pocket 46. A particularly suitable value for the length 58 of the ramp 48 is in the range of about 30-50% of the length 56 of the concave pocket 46.

  In other embodiments, the one or more lamps 48 have a different length than the other lamps 48. Although the rotor 16 having four ramps 48 is shown, the rotor 16 may alternatively include a smaller or greater number of ramps 48 based on the desired rate of combustion.

  3B and 3C are alternative cross-sectional views taken along line 3B-3B of FIG. 3A. As shown in FIG. 3B, the recessed pocket 46 has a peripheral edge with the rotor surface 32 represented by the rim 62. In this embodiment, the ramp portions 48 a do not extend above the rim 62, and these ramps 48 are fully contained within the recessed pocket 46. On the other hand, in the embodiment of FIG. 3C, the ramp portions 48b extend above the rim 62, and these ramps 48 extend beyond the recessed pocket 46 (ie, protrude).

  Each of these embodiments provides a different flow path for the compressed fuel / air mixture. In additional embodiments, the ramps 48 may each extend either above or below the rim 62 to obtain other desired flow patterns. In general, the length and height of each lamp 48 can be individually set to control the fuel / air mixture and flame propagation rate. This control of the fuel / air mixture and flame propagation rate is done both for the recessed pocket 46 and the combustion chamber adjacent to the recessed pocket (eg, the combustion portion / combustion chamber 44 as shown in FIG. 1).

  Each ramp 48 defines a protruding surface that is different from the rotor surface and different from the concave pocket. By causing the flow to overflow from the protruding surface and propagate throughout the combustion chamber, flow vortices can be created, thereby creating a rapid and controlled flame propagation outside the concave pocket. This design differs from conventional designs where the flow-modifying member extends flush with the pocket rim, i.e., the rotor surface, or extends along the bottom of the concave pocket, and the flow-changing member is within the concave pocket, ridge or passage. It is different from the conventional design for the flow of This unique feature is not limited to the particular configuration of the lamp 48 and is common to each of the flow altering members and flow altering structures described herein.

  The protruding surface defined by the ramp 48 also terminates abruptly. This causes flow separation, vortices and turbulence. These flow separations, vortices and turbulences propagate downstream and mix the combustion gases three-dimensionally throughout both the pocket 46 and the combustion chamber between the rotor face 32 and the housing wall 20. This structure differs from previous structures that do not abruptly terminate, as well as conventional structures intended for two-dimensional flow modification that are defined substantially parallel to the rotor surface.

  The flow modification structure described here differs from conventional designs aimed at directing the fuel / air mixture stream into features on the rotor surface, such as grooves, passages or soots, as well as concave pockets in the rotor surface. It differs from conventional designs that aim to increase the vortices in the concave chamber. In contrast, the flow-modifying member described here is intended to obtain a three-dimensional flow effect that propagates in the downstream direction and extends not only within the recessed pocket but also within the region of the combustion chamber located outside the recessed pocket. Yes.

  Further, the flow modification design described herein is not limited to stopping the flow or swirling the flow, nor is it limited to creating turbulence in the passages and concave pockets. In fact, these structures are via overflow from abrupt ends and overflow from surfaces that protrude into the fuel / air mixture stream from the rotor surface (different from the bottom of the concave pocket and from the rotor surface). Causes flow separation and vortices.

  4-7 are top views of alternatives to the rotor 16 indicated by corresponding reference numbers plus reference numerals 100, 200, 300, 400. FIG. Each of these alternative rotors includes alternative flow-modifying members that are different from conventional designs.

  As shown in FIG. 4, the rotor 116 includes a tapered ramp 148, which is a set of tapered ramp-like flow modifying members that extend from the rotor surface 132 within the concave pocket 146. The appropriate length and height of the tapered lamp 148 includes the appropriate length and height described above for the lamp 48, but the tapered lamp 148 provides a different flow pattern than the lamp 48.

  As shown in FIG. 5, the rotor 216 includes a V-shaped bar 248 that is a set of V-shaped flow-modifying members extending perpendicularly from the recessed pocket 246. In this embodiment, each V-bar 248 has a vertex directed into the compressed fuel / air stream. The flow path branches at each V-shaped bar 248 and is peeled off at each steep end. This increases the flame propagation rate and causes vortices and turbulence in the fuel / air mixture as described above.

  The dimensions of the V-bar 248 can be changed to obtain the desired burn rate. In particular, the individual V-bars 248 may extend either above or below the rim of the concave pocket 246, thereby defining a level that differs from the level of the rotor face and the concave pocket. Although a rotor 216 having three V-bars 248 is shown in FIG. 5, the rotor 216 may alternatively be provided with more V-bars, for example, in parallel or zigzag rows. There may be multiple V-bars arranged differently, or even fewer V-bars, for example a pair of V-bars 248 or a single V-bar 248.

  As shown in FIG. 6, the rotor 316 includes a bluff body 348, which is a set of rectangular flow-modifying members that extend orthogonal to the concave pocket 346. The bluff body 348 obstructs the compressed fuel and air flow paths and moves the mixture laterally, facilitating flow separation at the abrupt end of the downstream end. This can increase flame propagation in both the concave pocket and in the combustion chamber / combustion section adjacent to the concave pocket, creating vortices and increasing turbulence in the fuel / air mixture.

  As with the other flow modifying members described herein, the size of the bluff body 348 can be varied as necessary to achieve the desired burn rate (eg, extending above or below the rim of the recessed pocket 346). May be) In general, the flow-modifying member can be configured to extend along a surface that is different from the rotor surface and different from the bottom of the concave pocket. Although a rotor 316 having three bluff bodies 348 is shown in FIG. 6, the rotor 316 may alternatively include more or fewer bluff bodies, for example, a single bluff body 348, or multiple bluff bodies 348 arranged in parallel or zigzag rows.

  As shown, each ramp, V-bar and bluff body terminates abruptly, creating flow separation, vortices and turbulence. These flow separations, vortices and turbulence are separated from the flow modifying member and propagate downstream, mixing the combustion gases three-dimensionally throughout the pocket 346. These flow separations, vortices and turbulence effects can be attributed to the combustion chamber adjacent to the recessed pocket defined between the rotor face and the housing wall (eg, the combustion chamber / combustion portion 44 of FIG. 11 combustion chamber / combustion portion 812). This design differs from conventional designs that do not terminate abruptly and differs from conventional designs intended for two-dimensional flow modification that does not extend substantially beyond the recessed pocket and into the adjacent combustion chamber.

  As shown in FIG. 7, the rotor 416 includes a ramp or sweep ramp 448 that is a set of substantially parallel inclined ramp-like flow modifying members extending from the rotor surface 432 within the concave pocket 446. The ramp ramp 448 is advantageous for inducing vortices in the compressed fuel / air mixture in the combustion chamber. Appropriate dimensions for the ramp ramp 448 include those previously described for the ramp 48 of FIGS. 2 and 3A-3C.

  FIG. 8A is a top view of a rotor 516 that is another alternative to the rotor 16 indicated by the corresponding reference number plus reference number 500. The rotor 516 includes a recessed pocket 546 and a ramp 548. The ramp 548 is a single ramp-like flow modifying member that extends from the rotor surface 532 adjacent to the recessed pocket 546.

  In this embodiment, ramp 548 impedes the compressed fuel / air mixture stream and directs this mixture into concave pocket 546 and above concave pocket 546. This is advantageous for creating vortex and turbulence that extends into the recessed pocket 546 and also extends into the combustion chamber adjacent to the rotor face 532 as indicated by arrow 560.

  In particular, FIG. 8A shows that the effect of the flow modifying member described herein is not limited to a substantially two-dimensional flow modification parallel to the rotor surface, but a three-dimensional flow component substantially orthogonal to the rotor surface. It is also shown to extend to. This structure is different from the structure intended to change the flow in the concave pocket and different from the structure intended to generate vortex or turbulence substantially parallel to the rotor surface. These unique factors are characteristic of each of the flow modification members and flow modification structures described herein.

  8B is a cross-sectional view taken along line 8B-8B of FIG. 8A to further illustrate the recessed pocket 546 and the lamp 548. FIG. As shown, the ramp 548 extends above the rim 562 (shown in dashed lines) of the concave pocket 546. As a result, the flow path of the compressed fuel / air mixture is guided into the recessed pocket 546 and also above the recessed pocket 546.

  FIG. 8C is another cross-sectional view along line 8B-8B of FIG. 8A showing an alternative embodiment of rotor 516 with raised ramp 564 instead of ramp 548. FIG. The raised ramp 564 is a single raised flow-modifying member that is disposed adjacent to the recessed pocket 546 and extends from the rotor surface 532. The raised ramp 564 functions similarly to the ramp 548 and generates vortices and turbulence adjacent to the rotor surface 532 as well as in and above the concave pocket 546.

  FIG. 9A is a top view of a rotor 616 that is an alternative to rotor 16 indicated by the corresponding reference number plus reference number 600. The rotor 616 includes a ramp 648 that is located between the pockets 646 a and 646 b and is a single ramp-like flow modifying member that extends from the rotor surface 632.

  In this embodiment, the compressed fuel / air mixture is directed laterally around the ramp 648 and is directed into and above the recessed pockets 646a, 646b. This configuration produces vortices and turbulence by elements orthogonal to adjacent rotor surface 632 and, as indicated by arrows 660, within the recessed pockets 646a, 646b and adjacent to the recessed pockets 646a, 646b. And change the flow in both.

  FIG. 9B is a cross-sectional view taken along line 9B-9B of FIG. 9A to further illustrate the recessed pocket and lamp 648. FIG. The ramp 648 extends above the rim 662 of both concave pockets, indicated generically as pockets 646 (shown in dashed lines). With this configuration, fuel / air flow is directed into and above each concave pocket. In an alternative embodiment, the ramp 648 may be replaced with the raised ramp 564 of FIG. 8C. In this case, the same effect can be obtained.

  FIG. 10 is a top view of a rotor 716 that is an alternative to the rotor 16 indicated by the corresponding reference number plus the reference number 700. The rotor 716 includes a dimple 748 that is a set of recessed flow altering members disposed in a recessed pocket 746. The dimple 748 can increase the flame propagation rate by creating vortices and turbulence in the fuel / air mixture.

  As shown in FIG. 10, the rotor 716 includes regions of dimples 748 arranged in a zigzag manner in the recessed pocket 746. In other embodiments, the number of dimples 748 may be varied and the dimples 748 may be provided in the pocket, adjacent to the pocket, or in the pocket and adjacent to the pocket. It may be provided. In embodiments having multiple dimples 748, these dimples may be variously arranged in a single row or multiple rows, for example, in a zigzag row, a linear row, or an aperiodic row. May be provided.

  In yet another alternative embodiment, the dimple 748 is in the form of one or more grooves or ridges. In these embodiments, the plurality of grooves or ridges may be distributed in a zigzag region, a single row, a plurality of parallel rows, or aperiodically aligned.

  In each of these embodiments, the flow modifying member defines a surface that is different from the level of the rotor face and different from the level of the concave pocket. These flow modification members generate three-dimensional vortex and turbulence by elements perpendicular to the surface of the rotor surface, and change the combustion gas flow both in the concave pocket and in the combustion chamber adjacent to the concave pocket.

  FIG. 11 is a cross-sectional perspective view of an engine 800 that is a rotor combined internal combustion engine used with the rotor described herein. Engine 800 includes a housing 802, an output shaft 804, a precompression rotor 806 and a combustion rotor 808.

  The output shaft 804 passes through the precompression compartment 810 and the combustion compartment 812 defined by the housing 802. Pre-compression rotor 806 and combustion rotor 808 are disposed in pre-compression section 810 and combustion section 812, respectively, and are each eccentrically attached to output shaft 804 as described above. Pre-compression rotor 806 partially compresses air or a fuel / air mixture within pre-compression section 810. The combustion rotor 808 performs a four-stroke internal combustion engine cycle utilizing one or more flow modification members to improve combustion efficiency, as described above.

  Specifically, the pre-compression rotor 806 rotates and draws air or fuel / air mixture into the pre-compression section 810, and the air or fuel / air mixture is partially compressed by the pre-compression rotor 806 in the pre-compression section 810. Is done. This partially compressed air or fuel / air mixture is directed to the combustion section 812 where it is fully compressed and then ignited. The flow altering member of the combustion rotor 808 controls fuel / air mixing, flame propagation, and other aspects of the combustion process, as described above. The combustion rotor 808 then expels exhaust gas into the precompression section 810 where the exhaust gas expands and helps rotate the precompression rotor 806. This pre-compression increases the efficiency of engine 800, thereby increasing rotational power and reducing fuel consumption.

  The present invention has been described above with reference to preferred embodiments. The terminology is used for the purpose of description and is not intended to limit the invention, and those skilled in the art may make changes in form and detail without departing from the spirit and scope of the invention. I will admit.

It is a schematic front view of the rotary engine which has a rotor of the present invention. It is a top perspective view of the rotor in FIG. FIG. 3 is a top view of the rotor of FIG. 2 showing a set of ramp-like flow altering members disposed in a recessed pocket. 3B is a cross-sectional view along line 3B-3B of FIG. 3A showing one of the ramp-like members disposed in the recessed pocket. FIG. FIG. 3B is another cross-sectional view along line 3B-3B of FIG. 3A showing an alternative ramp-like member extending above the concave pocket. FIG. 5 is a top view of a first alternative rotor having a set of tapered ramp-like flow modifying members disposed in a recessed pocket. FIG. 6 is a top view of a second alternative rotor having a set of V-shaped flow altering members disposed in a recessed pocket. FIG. 6 is a top view of a third alternative rotor having a set of bluff body flow altering members disposed in a recessed pocket. FIG. 10 is a top view of a fourth alternative rotor having a set of ramped ramp-like flow altering members disposed in a recessed pocket. FIG. 10 is a top view of a fifth alternative rotor having a ramp-like flow modifying member disposed adjacent to a concave pocket. FIG. 8B is a cross-sectional view taken along line 8B-8B of FIG. 8A to further illustrate the lamp and concave pocket of FIG. 8A. FIG. 8B is another cross-sectional view taken along line 8B-8B of FIG. 8A showing an alternative raised lamp positioned adjacent to the concave pocket. FIG. 10 is a top view of a sixth alternative rotor having a ramp-like flow altering member disposed between a pair of concave pockets. FIG. 9B is a cross-sectional view taken along line 9B-9B of FIG. 9A to further illustrate the lamp and concave pocket of FIG. 9A. FIG. 10 is a top view of a seventh alternative rotor having a plurality of recessed flow modifying members disposed in a recessed pocket. It is a section perspective view of the double rotor type rotary engine which has the rotor of the present invention.

Claims (25)

A rotor used in a rotary internal combustion engine,
An opening configured to receive the output shaft;
A plurality of rotor surfaces disposed circumferentially around the opening;
A concave pocket disposed in at least one of the plurality of rotor surfaces;
A flow changing means provided on the at least one rotor surface to change the fluid flow path in the concave pocket and to generate turbulent flow in the combustion chamber adjacent to the concave pocket;
A rotor comprising:   The rotor of claim 1, wherein the flow modifying means is at least partially disposed within the recessed pocket.   The rotor according to claim 1, wherein the flow changing means is disposed adjacent to the concave pocket.   The rotor according to claim 1, wherein the flow changing means includes a ramp-shaped member.   The rotor according to claim 1, wherein the flow changing means includes a set of ramp-shaped members. A rotor for a Wankel engine,
A plurality of rotor surfaces, wherein one rotor surface defines a combustion chamber between the one rotor surface and the rotor housing;
A concave pocket disposed on the one rotor surface;
A flow changing member provided on the one rotor surface;
With
The rotor, wherein the flow changing member generates a three-dimensional vortex propagating downstream from the flow changing member.   The rotor according to claim 6, wherein the flow changing member protrudes into a fuel / air mixture stream.   The rotor of claim 7, wherein the flow modifying member defines a surface that is different from the one rotor surface and different from the concave pocket.   The rotor according to claim 8, wherein the flow changing member has a downstream end that is abruptly terminated.   The rotor according to claim 7, wherein the flow changing member includes a ramp.   The rotor according to claim 10, wherein the flow changing member includes a plurality of lamps.   The rotor of claim 10, wherein the flow-modifying member extends over a length that is in the range of about 25-75% of the length of the concave pocket.   The rotor of claim 12, wherein the flow-modifying member extends over a length that is in a range of about 30-50% of the length of the concave pocket.   The rotor according to claim 6, wherein the flow changing member includes at least one bluff body.   The rotor of claim 6, wherein the flow-modifying member includes at least one V-shaped structure having a vertex directed into the fuel / air mixture stream.   The rotor according to claim 6, wherein the flow changing member is disposed adjacent to the concave pocket.   The rotor of claim 6, wherein the flow modifying member is at least partially disposed within the concave pocket. An engine housing;
An output shaft passing through the engine housing;
A rotor attached eccentrically to the output shaft;
A rotary internal combustion engine comprising:
The rotor is
The rotor surface,
A concave pocket disposed on the rotor surface;
A flow changing member disposed on the rotor surface;
With
The rotor surface rotates to define a combustion chamber between the rotor surface and the engine housing;
The rotary internal combustion engine, wherein the flow changing member generates turbulent flow so as to control combustion in the concave pocket and in the combustion chamber.   The rotary internal combustion engine of claim 18, wherein the flow modification member projects into a fuel / air flow.   The rotary internal combustion engine according to claim 19, wherein the flow changing member has a downstream end that abruptly terminates.   The rotary internal combustion engine of claim 18, wherein the flow changing member includes a ramp.   The rotary internal combustion engine of claim 18, further comprising a second rotor eccentrically attached to the output shaft to provide pre-compression. A method for changing the combustion fuel / air flow in a rotary internal combustion engine comprising:
Providing a rotor having a plurality of rotor surfaces;
Providing a concave pocket in at least one of the rotor surfaces;
Providing a flow altering member proximate to the recessed pocket;
Including
The flow-modifying member projects into the fuel / air flow and terminates abruptly to change the fuel / air flow in the concave pocket and in the combustion chamber adjacent to the concave pocket. Method.   24. The method of claim 23, wherein providing the flow modifying member comprises providing at least one ramp that defines a surface that is different from the rotor surface and different from the concave pocket.   The changing method according to claim 23, wherein the step of providing the flow changing member includes forming the flow changing member as an integral structure with the rotor surface.

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