RU2315189C2 - Rotary internal combustion engine (versions) - Google Patents

Abstract

FIELD: mechanical engineering; internal combustion engines.

SUBSTANCE: proposed rotary internal combustion engine has cylindrical body divided by cross partition into two sections with intake and discharge ports and two-section rotor with radial slots. Rotor is rigidly connected by common shaft and arranged in corresponding sections with surface contact in end face parts and linear contact in cylindrical parts of body. Member dividing working chamber between body and rotor, namely, gate, is installed in radial slot of each rotor for radial displacement to form variable-volume chambers for intake, compression, expansion and exhaust of gases. According to first design version, engine has two compression chambers arranged crosswise one over the other, with two side cutoff from corresponding variable-volume cambers by means of values adjusted for opening-closing. Camshaft is driven by power takeoff shaft through gear train. Engine is provided with two support shafts with rockers; spools in form of round rod with cutout to take in and discharge gases from each section, with toothed sectors, levers and springs; three-layer extensible gates with labyrinth seal; U-shaped seals in body in zone of constant of rotor with body over cylindrical generatrix and extension along end face surfaces from both sides to rotor shaft. All working processes take place in each section at two revolutions of shaft. According to second design version, engine has two parallel compression chambers arranged in thicker part of body, with two side cutoff from corresponding variable-volume chambers by means of valves adjusted for opening-closing. Camshaft is driven by power takeoff shaft through gear train. Engine is provided with two support shafts with rockers; three-layer extensible gates with labyrinth seal; U-shaped seals in body in zone of constant linear contact of rotor with body over cylindrical generatrix and extension along end face surfaces at both sides to rotor shaft.

EFFECT: improved reliability and increased efficiency of engine.

6 cl, 20 dwg

Description

Two-section rotary ICE with two compression chambers, located crosswise above the body and valves that can be locked on both sides; with a three-layer sliding gate, preventing the passage of gases between the gate and the housing; with a U-shaped seal that prevents the passage of gases between the rotor and the housing; with gas distribution mechanism including cam camshaft, two support rollers with rocker arms, valves and spools. In each section of the engine, all engine work processes are performed.

The second version of the engine also has two compression chambers, located in parallel in the thickened part of the body and valves that can be locked on both sides; with the same gate, U-shaped seal and gas distribution mechanism, but without spools. The engine can be used as a reversible one when interlocking the intake and exhaust systems by switching between them. Workflows are divided into sections.

Both engines achieve the possibility of obtaining a high degree of compression and reliable economical operation.

The invention relates to mechanical engineering of rotary engine.

Known rotary ICE, patent RU 2161708. The engine has a fixed housing with inlet and outlet windows, a rotor, cameras of variable volume.

The disadvantages of this engine are: the flow of gases from chambers of variable volume with high pressure into chambers with less pressure through the gaps of the contacting end surfaces of the rotor with the housing; through the gaps between the protrusions-pistons of the rotor with the housing; through the linear contact of the contact of the shutters with the rotor; through the gaps between the shutters and the end surfaces of the housing; through the gaps between the dampers and their cameras; small stroke of the rotor during gas expansion; the need for very stiff springs to the dampers for continuous contact of the dampers with the rotor when the protrusions-pistons go over the edges of the dampers, which causes a large friction force, significant wear of the contacting surfaces and energy consumption for overcoming friction and compressing the springs. With weak springs, the damper will create impact actions, which also entails the destruction of surfaces and mixing of ignited gases with the gases of the compression zone. Thus, it is impossible to create a high degree of compression in the design, the ability to work is problematic, and if it works, then it is uneconomical.

Known rotary ICE, patent RU 2056512, consisting of two sections, each of which includes one of two cylindrical parts of the rotor connected by a common axis, and contains a working cavity around the rotor, divided into two chambers of variable volume by the interface between the circumference of the rotor and the housing and the piston, protruding from the body of the rotor.

The disadvantages of this engine are: the inability to obtain a stable high pressure in the compression chamber, because gases from this chamber will constantly flow into both sections through the bypass channel, and in sections into the chambers of variable volume with lower pressure through the gaps between the rotor and the housing along the end surfaces and along the cylindrical generatrix of their contact line; as well as gas passes will be through the leaks of the contacts of the piston dividing the working area into chambers of variable volume, with the housing, and also along the end surfaces and along the cylindrical generatrix of their contact line from the chamber of variable volume with high pressure into the chamber with lower pressure. In addition to the gas pressure drop, they will mix. The springs in the pistons will not work due to high temperatures. Therefore, not only profitability, but the performance of the design is doubtful.

The purpose of the invention is the creation of a workable and reliable engine with high efficiency.

The goal is achieved in a rotary internal combustion engine comprising a cylindrical body divided by a transverse partition into two sections with inlet and outlet windows; a two-section rotor with radial grooves, rigidly connected by a common shaft and placed in the corresponding sections with surface contact in the end and linear in the cylindrical parts of the housing; the separation element of the working chamber between the housing and the rotor is a gate mounted in the radial groove of each rotor with the possibility of radial movement to form chambers of variable volume, respectively, for the inlet, compression, expansion and exhaust of gases. According to the invention, the engine has two compression chambers, crosswise located one above the other, with two-sided clipping them from the respective chambers of variable volume by means of valves adjustable for opening and closing; camshaft driven by a power take-off shaft through a gear transmission; two support rollers with rocker arms; spools in the form of a round rod with a cutout for the inlet and outlet of gases in each section with gear sectors, levers and springs; three-layer sliding gates with a labyrinth seal; U-shaped seals in the housing in the area of constant linear contact of the rotor with the housing along the cylindrical generatrix and continued along the end surfaces from both sides to the rotor shaft; in each section, all engine work processes are completed in two shaft rotations. The gate can consist of three plates made up of eight elements, which can be moved by sets of elements in both axial and radial directions, and also can be moved apart between the individual elements, ensuring the impermeability of gases through the gate contact with the housing due to the constant three-linear contact of the gate elements with the housing both along the cylindrical generatrix and along the end surfaces, and at any position of the rotor, forming a labyrinth seal at the points of contact with the housing. A U-shaped seal can consist of horizontal and two vertical sealants in the form of rectangular rods with labyrinth grooves, movably interacting with each other; the horizontal seal at each end has a lever rigidly connected to it at right angles with an inclined window, with the vertical seal included in the last pin, to move the vertical seal to the rotor end when lowering the horizontal seal after exiting the gate contact with the seals; at the docking point of the seals there are channels for the passage of gases from the chambers of variable volume into the grooves of the seals and the impact of these gases on the seals from the back in order to press them to the surfaces of the rotor; the horizontal seal has a wedge-shaped two-leaf lift arm, and the vertical sealants have a bevel for smoothly entering the gate into contact with the gaskets and pressing them into their grooves while the gate passes through them.

In another embodiment, the goal is achieved in a rotary internal combustion engine comprising a cylindrical body divided by a transverse partition into two sections with inlet and outlet windows; a two-section rotor with radial grooves, rigidly connected by a common shaft and placed in the corresponding sections with surface contact in the end and linear in the cylindrical parts of the housing; the separation element of the working chamber between the housing and the rotor is a gate mounted in the radial groove of each rotor with the possibility of radial movement to form chambers of variable volume, respectively, for the inlet, compression, expansion and exhaust of gases. According to another embodiment of the invention, the engine has two parallel compression chambers located in the thickened part of the housing, with two-sided cutting them from the respective chambers of variable volume by means of valves that are adjustable for opening and closing; camshaft driven by a power take-off shaft through a gear transmission; two support rollers with rocker arms; three-layer sliding gates with a labyrinth seal; U-shaped seals in the housing in the area of constant linear contact of the rotor with the housing along the cylindrical generatrix and continued along the end surfaces from both sides to the rotor shaft. The valves of the compression chambers can be located two in one section on a line parallel to the axis of the shaft, and two in another section on a line symmetrical with respect to the vertical axis of the engine and also parallel to the axis of the shaft. When switching the engine windows from supplying air or a combustible mixture to the exhaust pipe in one section, and in the other window with the exhaust pipe to supplying a fresh charge, the engine will work with the shaft rotating in the opposite direction, i.e. the engine becomes reversible, without any other additional switching of the gas distribution valves.

SUMMARY OF THE INVENTION The cylindrical two-section housing, the outer and inner circles of which are eccentric, has two compression chambers, located crosswise one above the other and locked by valves on both sides. In the groove of each rotor there is a three-layer composite gate that fits tightly three-linearly with the labyrinth to the surfaces of the working chamber along the cylindrical generatrix and along the end surfaces, which prevents the passage of gases between the gate and the housing. To eliminate the passage of gases between the rotor and the housing along the cylindrical generatrix of their touch and along the end surfaces, a U-shaped seal is installed in the groove of the housing. The engine has a gas distribution mechanism with cam camshaft, two support rollers with rocker arms, valves and spools. In each section of the engine, all the internal combustion engine working processes take place over two shaft turns.

In another embodiment of the engine, two compression chambers are located in parallel in the thickened part of the housing and are locked on both sides by valves. The working processes in the sections are divided and constant, which, although it causes uneven heating in the sections, but the proposed engine along with the advantages of the first option for sealing contact surfaces can be used as a reversible one when interlocking the suction and exhaust systems to switch them to mutually reverse gas movement and vice versa shaft rotation. Moreover, gas distribution is easier without spools with their sectors and levers. The goal is achieved as a result of reliable separation of chambers of variable volume by a three-linear gate with labyrinth channels with a snug fit to the working surfaces of the housing in both radial and axial directions, as well as reliable contact without gaps along the contact line of the rotor with the cylindrical generatrix of the housing and in the continuation of this line under Due to the U-shaped seal and also with labyrinths, a right angle in the end surfaces to the rotor shaft allows achieving a high compression ratio, and in combination with locking Mixing from two sides with valves of compression chambers and variable gas distribution for reliable and economical operation of the engine in both versions.

List of figures:

figure 1 - engine with a cut of the right section;

figure 2 - engine, top view;

figure 3 - engine, view of the transmission mechanism of the camshaft and spools. Section AA;

figure 4 - engine cross section. Section BB and BB;

figure 5 - the gate assembly;

6 and 7 - halves of the outer plate of the gate;

8-11 - elements of the middle plate of the gate;

Fig - U-shaped seal assembly;

Fig - horizontal seal;

Fig - vertical seal / left /;

Fig - 19 - shows a second variant of the engine;

Fig - view of the engine from above, on the compression chamber without a cover;

Fig - protrusions in the groove of the rotor for the grooves of the gate. The cross section GG is shown without a gate.

The proposed engine (option one) consists of a cylindrical two-sectional fixed body 1, the outer and inner circles of which are eccentric, divided into sections by a partition 2, closed at both ends by covers 3, with two compression chambers 4 and 5; in each section, a rotor 6 is placed eccentrically relative to the inner circumference of the casing, in the groove of which a slide 7 is movably placed, dividing the working chamber between the surfaces of the rotor and the casing into two chambers of variable volume 8 and 9. The rotor shaft 10 of both sections has a spline or fork connection in the area of the partition and relies on rolling bearings in the end caps of the housing and in the partition 2. The shaft of the rotor is a continuation of the rotor shaft. The gas distribution mechanism includes a camshaft 11 with a gear 12, two backup rollers 13 with rocker arms, valves 14 and 15 for the intake of gases into the compression chambers, valves 16 and 17 for the release of gases from the compression chambers, spools 18 in the form of round rods with cutouts in the vicinity of the case windows for fresh charge inlet and 19 for exhaust gas discharge with corresponding drive levers and gear sectors 20.

To prevent the passage of gases through the gaps and leaks of the mating parts, the engine has sealing devices - a composite gate and a U-shaped seal, both with labyrinths from protrusions with grooves.

The gate 7 consists of three composite plates, which are formed of eight elements, and they all mutually overlap the joints in both axial and radial directions, i.e. interconnected by a movable locking method, Fig.5-11. Each half of the outer plates has a window 21 with a pin 22 of the middle plate that enters this window. The middle plate consists of four parts. The two upper ones, when considering the gate above the rotor axis, together with the outer halves, are combined into two packages of three elements with the help of pins 22. These packages can be moved both in the radial and axial directions. In the axial direction, they move by the amount of wear of the slide plates and the end surfaces of the housing, together with the lower parts / elements / middle plate, Fig. 10, 11, for which there are grooves 23 and protrusions 24, Fig. 20, at the rotor 6, in the bulges not allowing the movement of the lower parts of the middle plate in the radial direction. Moreover, all the outer halves of the plates can be shifted relative to the average in the radial direction in both directions, for which the windows 21 are oval in shape, allowing such displacements.

The gate 7 moves in the groove of the rotor 6 in the radial direction under the action of centrifugal inertia forces and gas pressure of the working chamber on the outer plates from the axis of the rotor 6 to the periphery, where the gases penetrate along the installed channel 25 between the halves of the outer plates. The same gases act on the same outer plates in the channel 25 and in the axial direction, i.e. move these halves, and therefore both packages of plate elements making up the gate, providing a tight movable contact of all the gate elements with the surfaces of the working chamber at any position of the rotor 6.

The assembly of the gate 7 with the rotor 6. The halves of the lower part of the middle plate are installed, FIGS. 10, 11, 20, with the protrusions 24 entering the grooves 23 in the grooves of the rotor 6 on both sides of the rotor. Then the assembled two active-movable package of the outer and upper parts of the middle plate, connected by a pin 22, Fig.6-9, are installed in the groove of the rotor 6 from above. Then the assembled rotor 6 with the gate 7 is installed in the working chamber of the housing 1.

In engines of higher power, in the places where the rotor touches the cylindrical generatrix of the housing and in the direction to the axis of the shaft 10 in the end surfaces, a U-shaped seal, Fig. 12, comprising a horizontal seal, Fig. 13, and two vertical, Fig. 14 . Horizontal has a deviation from parallelism with gate 7 by its width and a wedge-shaped two-leaf lift 26. Vertical have a bevel 27, decreasing with distance from the shaft 10. The lift 26 and the bevels 27 serve to smoothly press the seals by the gap between the rotor and the housing, in their grooves with the gate 7 for the time it passes through the seals. The slope of the horizontal seal serves to prevent jamming it with the gate and from destroying them. Labyrinths serve to prevent leakage of gases through contacting surfaces from chambers of variable volume with high pressure into chambers with lower pressure.

The horizontal seal, Fig. 13, on both sides has levers rigidly connected to it at right angles with an inclined window 28, for the vertical seal pin 29 entering this window, which serves to move the vertical seal to the rotor end when lowering the horizontal seal after exiting the contact there is a gate 7. with it at the joint of the seals, horizontal with vertical, there are channels 30 for the passage of gases from the chambers of variable volume into the grooves of the seals and the impact of these gases on the seals on the back side, with the purpose of pressing them to the surfaces of the rotor. The horizontal seal also has its own weight.

The design minimum angle in the projection of the cross section of the engine between the gas inlet and exhaust valves of the compression chamber when the engine is operating especially on heavy fuel depends on the optimal engine speed and on the quality of the fuel used according to the required amount of fuel self-ignition delay. The maximum angle is limited to a small extent by efficiency.

The engine (second option) contains a housing 31, separated by a partition 32, closed at both ends by covers 33, and has two compression chambers 34 and 35 located parallel to each other in the thickened part of the housing 31; the rotor 36, in the groove of which the slide 37 is movably placed, dividing the working chamber between the surfaces of the rotor and the housing into two chambers of variable volume 38 and 39; shaft 40. The gas distribution mechanism includes a camshaft cam 41 with gear 42, two support rollers with rocker arms, valves 44 and 45 in one section of the engine located on one line parallel to the axis of the shaft, and valves 46 and 47 in the other section, but on the other side of the vertical axis of symmetry of the engine, in the projection of the cross section of the engine; there are no spools with their sectors and levers, because windows for fresh charge inlet in one section and exhaust gas discharge in another do not overlap. The design is simpler.

The engine (option one) works as follows. When the shaft and rotor 6 rotate in chambers of variable volume / KPO /, processes occur: in the first section in KPO 8 - suction, in KPO 9 - exhaust, in the other section, respectively, stroke and compression. In this case, the valves 15, 16 and the spools 18, 19 of the first section are open. In the first section, fresh charge in KPO 8 enters through the open valve 18, and exhaust gases are displaced from the KPO 9 through the valve 19. In the second section, gases or the gas mixture from KPO 9 through the open valve 15 enter the compression chamber / КС / 5, and the gases from KS 4 through the open valve 16 enter KPO 8.

When the valves 7 in both sections pass through the windows of the valves 14, 15 and spools 19 in both sections, the valve 15 closes, after which the spool 19 of the second section opens, through which the exhaust begins. Valves 14 and 17 are closed and 16 is open. Spools 18 and 19 of the first section are open, and 18 of the second section is closed. In COP 5, a portion of the fuel is fed through the nozzle or spark.

When the shutters 7 pass the windows of the valves 16, 17 and the spools 18 in both sections, the spools 18, 19 of the first section and the valve 16 of the second section are closed, after which the valves 14, 17 and the spool 18 of the second section are opened. The valve 15 is closed, and the spool 19 of the second section is open. Ignited gases in KS 5 through an open valve 17 rush to KPO 8, where the expansion of gases occurs, i.e. working stroke. In KPO 9, gas is displaced in KS 4 through valve 14 — the compression process. In the second section, in KPO 8, the suction process through the spool 18, and in KPO 9, the exhaust gas through the spool 19 of the second section, the exhaust.

When the gates 7 pass through the windows of the valves 14, 15 and the spools 19, the valve 14 closes, after which the spool 19 of the first section for the exhaust opens. The valve 17 and the spools 18, 19 of the second section are open. Closed valves 15, 16 and valve 18 of the first section. At COP 4, a fuel or spark is supplied.

When the windows 7 of the valves 16, 17 and the spools 18 originate with gates, the valve 17 and the spools 18, 19 of the second section are closed, after which the valves 16, 15 and the spool 18 of the first section open. The valve 14 is closed, the spool 19 of the first section is open. At the first section, in KPO 8, the suction process takes place through the valve 18, and in KPO 9, the exhaust through the valve 19. In the second section, in KPO 8 there is a working stroke, gases come from KS 4 through valve 16, and in KPO 9, compression and displacement gases in COP 5 through valve 15.

Further actions and processes are repeated. Forcing a fresh charge, i.e. gases or mixtures in KS comes from one section, and the release of gases ignited in it to another. In the subsequent rotation of the shaft, the injection of fresh charge from another section into the second compressor station, and the gases ignited in it, exit to the first section, etc. So, for two turns of the shaft in each section, all ICE processes are performed. And for each revolution, these processes occur in both sections.

When the rotor rotates, the contact of the gate 7 with the inner surface of the housing 1, the area of their contact changes from the maximum width of the gate to linear. The proposed design of the gate allows you to increase this contact three times, because all three plates of the gate constantly have such contact at any position of the rotor, with the possibility of displacement of the outer plates relative to the middle in both directions due to the presence of windows 21 in the outer plates, Fig.6, 7, for the pins 22, Fig.8, 9, with a clearance of such a displacement, and the labyrinth formed between the plates, further increases the reliability of the impermeability of gases through the contacting surfaces of the gate with the housing.

When the end surfaces of the gate 7 and the housing 1 are worn, the appearance of a gap is prevented by sliding the halves of the gate in the axial direction, for which grooves 23 are formed at the lower parts / elements / middle plates of the gate, 10, 11, for the protrusions 24 of the rotor 6 included in them, FIG. .twenty.

The interaction of the sealing elements. When approaching the gate 7 with the U-shaped seal, Fig. 12, the gate runs on the wedge-shaped two-leaf lift 26 of the horizontal sealing and on the bevels 27 of the vertical seal, smoothly squeezes these seal in its grooves by the amount of clearance between the rotor and the housing. After the gate escapes from the seals, the horizontal seal, Fig. 13, is lowered to contact the rotor under the action of its own weight and pressure of gases penetrating the back of the seals through the channels 30, Fig. 12, from the side of KPO 9; simultaneously pressed to the ends of the rotor and vertical seals, because when lowering the horizontal seal, the inclined windows 28 in its vertical arms act on the pins 29 of the vertical seal, as well as under the influence of gas pressure from the back of the same channels 30, pressing them to the rotor.

The operation of the engine in the second embodiment is distinguishing features. When the shaft 40 is rotated, FIGS. 15-19, processes occur in the KPO: in the first section, in KPO 38, gas expansion, in KPO 39, exhaust, in the other section, respectively, in KPO 38, suction, and in KPO 39, compression. In this case, valves 46 are open in the first section and 45 in the second. Fresh charge in the second section in the KPO 38 constantly enters through the window 48, and the exhaust gases in the first section from the KPO 39 exit through the window 49, and also constantly. Valves 44 and 47 are closed.

When the gate 37 passes through the windows of the valves 44 and 45 of the second section and the window 49 of the first section, the valve 45 closes, connecting KS 35 with KPO 39 of the second section. Valves 47 and 44 are closed. At COP 35, a fuel or spark is supplied.

When the gate 37 passes through the windows of the valves 46 and 47 of the first section and the window 48 of the second section, the valve 46 closes and the valve 47 opens, releasing ignited gases from the KS 35 to the KPO 38 of the first section, where the stroke takes place, and the valve 44 connecting the KS 34 with KPO 39 of the second section, where gas or a combustible mixture is compressed.

When the gate 37 passes through the windows of the valves 44 and 45 and the windows 49, the valve 44 closes. A fuel or ignition spark is supplied to KS 34.

When gate 41 passes through the windows of valves 46, 47 and windows 48, valve 47 closes and valve 46 opens, releasing ignited gases from KS 34 to KPO 38, where the gases expand, and valve 45 connecting KS 35 to KPO 39 of the second section, where compression occurs .

Further actions are repeated. A fresh charge of air or a combustible mixture is pumped from one section into the compression chambers, alternating through each revolution of the shaft, and the ignited gases from the compression chambers enter the other section, then are displaced after expansion, i.e. exhaust occurs. Thus, the processes in the section are constant, for each revolution of the shaft in one section there is suction and compression at the same time, in the other - expansion and exhaust.

An engine of this design can be made reversible by blocking the intake and exhaust manifolds, just to switch the supply of fresh charge from one section to another, i.e. to the exhaust window, and the exhaust pipe of another section to the previous one, i.e. to the suction window. And compression cameras will also work in reverse order. For example, with the considered direction of rotation of the shaft 40, the valves 46 and 47 of the first section release gases ignited in the compression chambers in the KPO 38, and the valves 44 and 45 of the second section pass the fresh charge to these KS from the KPO 39, when switching, i.e. when the direction of rotation of the shaft is reversed, valves 46 and 47 will let fresh charge into the compression chambers from KPO 38, and valves 44 and 45 will release ignited gases from the compression chambers in KPO 39 of the second section. Moreover, any other valve switching is not required. Not only reverse is simple, but the design is simpler. When combined with other constructive proposals of the first option, i.e. positive advantages, the engine and the second option will find its application.

Claims (6)

1. A rotary internal combustion engine comprising a cylindrical body divided by a transverse partition into two sections with inlet and outlet windows; a two-section rotor with radial grooves, rigidly connected by a common shaft and placed in the corresponding sections with surface contact in the end and linear in the cylindrical parts of the housing; the separation element of the working chamber between the housing and the rotor is a gate mounted in the radial groove of each rotor with the possibility of radial movement, for the formation of chambers of variable volume, respectively, for the inlet, compression, expansion and exhaust of gases, characterized in that it has two compression chambers, one located crosswise above the other, with their bilateral cutoff from the corresponding chambers of variable volume with the help of valves that are adjustable for opening and closing; camshaft driven by a power take-off shaft through a gear transmission; two support rollers with rocker arms; spools in the form of a round rod with a cutout for the inlet and outlet of gases in each section with gear sectors, levers and springs; three-layer sliding gates with a labyrinth seal; U-shaped seals in the housing in the area of constant linear contact of the rotor with the housing along the cylindrical generatrix and continued along the end surfaces from both sides to the rotor shaft; in each section, all engine work processes are completed in two shaft rotations. 2. The engine according to claim 1, characterized in that the gate consists of three plates composed of eight elements, having the ability to move sets of elements in both axial and radial directions, as well as move apart between the individual elements, ensuring the impermeability of gases through contact the gate with the housing due to the presence of a constant three-line contact of the gate elements with the housing both along the cylindrical generatrix and on the end surfaces and at any position of the rotor, forming in places of contact with the housing catfish labyrinth seal. 3. The engine according to claim 1, characterized in that the U-shaped seal consists of a horizontal and two vertical seals in the form of rectangular rods with labyrinth grooves, movably interacting with each other; the horizontal seal at each end has a lever rigidly connected to it at right angles with an inclined window, with the vertical seal included in the last pin to move the vertical seal to the end of the rotor when lowering the horizontal seal after exiting the gate contact with the seals; at the docking point of the seals there are channels for the passage of gases from the chambers of variable volume into the grooves of the seals and the impact of these gases on the seals from the back in order to press them to the surfaces of the rotor; the horizontal seal has a wedge-shaped two-leaf lift arm, and the vertical sealants have a bevel for smoothly entering the gate into contact with the gaskets and pressing them into their grooves while the gate passes through them. 4. A rotary internal combustion engine comprising a cylindrical body divided by a transverse partition into two sections with inlet and outlet windows; a two-section rotor with radial grooves, rigidly connected by a common shaft and placed in the corresponding sections with surface contact in the end and linear in the cylindrical parts of the housing; the separation element of the working chamber between the housing and the rotor is a gate mounted in the radial groove of each rotor with the possibility of radial movement, for the formation of chambers of variable volume, respectively, for the inlet, compression, expansion and exhaust of gases, characterized in that it has two parallel compression chambers, placed in the thickened part of the body, with two-sided cutting them from the respective chambers of variable volume using valves that are adjustable for opening and closing; camshaft driven by a power take-off shaft through a gear transmission; two support rollers with rocker arms; three-layer sliding gates with a labyrinth seal; U-shaped seals in the housing in the area of constant linear contact of the rotor with the housing along the cylindrical generatrix and continued along the end surfaces from both sides to the rotor shaft. 5. The engine according to claim 4, characterized in that the valves of the compression chambers are located two in one section on a line parallel to the axis of the shaft, and two in another section on a line symmetrical with respect to the vertical axis of the engine and also parallel to the axis of the shaft. 6. The engine according to claim 4, characterized in that when the engine windows are switched from the air or combustible mixture to the exhaust pipe, and the windows with the exhaust pipe to the fresh charge supply, the engine will work with the shaft rotating in the opposite direction, i.e. the engine becomes reversible, without any other additional switching of the gas distribution valves.

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