RU46302U1 - ROTARY INTERNAL COMBUSTION ENGINE-RIVENER - Google Patents

Abstract

The invention relates to engine building, namely to rotary internal combustion engines. The objective of the invention is the creation of a simple and technologically advanced operation by adjusting the compression ratio of an internal combustion engine with a high PCD. The rotary internal combustion engine contains a stationary housing with a working cavity, inside of which is located a rotor with a dividing blade interacting simultaneously with the housing and the rotor, a compressor and a fuel supply device. New in the invention is that the rotary internal combustion engine is additionally equipped with a variator located on the same shaft with the rotor and driving the compressor, as well as a receiver installed between the compressor and the housing and connected via an inlet valve to the working chamber. Also, the fuel supply device is connected to the injection-metering device, and the working cavity is divided by a blade into adjustable working and exhaust chambers of variable volumes.

Description

The invention relates to engine building, namely to rotary internal combustion engines.

- Known rotary internal combustion engine containing a stationary housing with a working cavity, inside of which is a rotor partially interacting with the housing, a separator interacting with the housing and the rotor, combustion and expansion chambers, fuel and compressed air supply sources and an exhaust window [1].

The disadvantage of this engine is its low efficiency due to incomplete combustion of the working fluid at the time of its release into the atmosphere.

The closest in technical essence and the achieved effect to the proposed invention is a rotary internal combustion engine containing a stationary casing with a working cavity inside which is located a rotor with a separating blade interacting simultaneously with the casing and the rotor, a compressor with an inlet valve in the inlet pipe and a fuel supply device mounted on combustion chamber. The combustion chamber with the inlet and outlet valves is connected through the bypass pipes to the compressor and the expansion chamber with the exhaust window [2].

The specified engine has several disadvantages, namely.

The purge of the combustion chamber and the presence of a pipe between the combustion chamber and the expansion chamber create large aerodynamic drags and energy losses, which reduces engine efficiency. Control of purge valves complicates engine design. In addition, the rotor is rigidly connected to the compressor crankshaft, which makes it impossible to adjust the compression ratio.

The objective of the invention is to provide reliable, simple and technologically advanced internal combustion engine with high efficiency.

The technical result is achieved by the fact that the rotary internal combustion engine, comprising a stationary housing with a working one, a cavity inside of which is located a rotor with a dividing blade interacting simultaneously with the housing and the rotor, the compressor and the fuel supply device, is additionally equipped with a variator located on the same shaft with the rotor and driving the compressor, as well as a receiver installed between the compressor and the housing and connected via an inlet valve to the working chamber. In addition, the fuel supply device is connected to the injection-metering device, and the working

the cavity is divided by a blade into adjustable working and exhaust chambers of variable volumes.

The drawings of the cross section of the engine shows the main strokes of the rotary engine:

figure 1 - in the working chamber of variable volume (RCPO) the cycle of preparation of the fuel-air mixture, in the exhaust chamber of variable volume (VKPO) exhaust gas exhaust;

figure 2 - in RKPO ignition cycle of the fuel-air mixture and the beginning of the working stroke, in VKPO exhaust exhaust;

figure 3 - in RKPO the end of the stroke, in VKPO exhaust exhaust.

The internal combustion engine consists of a fixed stator housing 1 with an inner surface in contact at point A with the rotating surface of the rotor 2. A compressor 3 of any type, for example a piston or screw type, is driven by a variator 4 located on the same shaft with the rotor 2. The working body of the engine in the form of a blade 5 is movably in the rotor 2, describing a closed curve along the inner surface of the housing 1. The blade 5 is constantly pressed end to end on the inner surface of the housing 1 by a spring 6. The outer surface of the ora 2, together with the inner surface of the housing 1 form two chambers of variable volume working chamber 7 and the outlet chamber of variable volume separated by 8 rotating blades 5.

At the beginning of the formation of the chamber 7, there is an inlet valve 10 between it and the receiver 9. A fuel supply device (nozzle) 11 is located in the stator housing 1 in the closest proximity to the inlet valve 10 and is connected to a discharge-disinfection device 12 consisting of a fuel pump and any , for example, a mechanical or electronic metering device (not shown in the drawing). A spark plug 13 is located on the stator 1. At the end of the chamber 8 there is an exhaust window 14 connected to the muffler 15. At point A, there is a lubricating and sealing device 16, at the exit point of the blade 5 from the rotor 2 there is a lubricating device 17, and at the end of the separation blades 5 - sealing device 18.

The device operates as follows.

When the rotor 2 rotates clockwise from point A and the separation blade 5 reaches angle a (Fig. 1), the inlet valve 10 opens and the air compressed by compressor 3 from the receiver 9 flows under pressure into the working chamber of variable volume 7. At the same time, it is fed into the working chamber of variable volume injection metering device 12 through the device for

fuel supply 11 fuel for the formation in the working chamber of a variable volume of the fuel-air mixture. As the rotor 2 rotates and the separation blade 5 reaches angle β (Figure 2), the fuel supply through the fuel supply device 11 is stopped, the intake valve 10 closes and a high voltage is supplied to the spark plug 13, which ignites the fuel-air mixture in a variable volume working chamber and the working fluid formed from the combustion products acts on the dividing blade 5 and causes the rotor 2 to rotate. At the same time, as the rotor 2 rotates, the blade 5 pushes out of the exhaust chamber of variable volume through exhaust window 14 exhaust gases from the previous cycle (figure 3). The rotation of the compressor 3 from the rotor is transmitted through the variator 4. The adjustment of the output characteristics of the compressor 3 is controlled on the variator manually or automatically (mechanically, electronically, etc.). Compressed by the compressor 3, the air enters the receiver 9, while the pressure in it, using an adjustable variator 4, is supported by the most optimal. When the vane 5 passes through the exhaust window 14, the working fluid in the form of exhaust gases from the chamber 7 begins to exit through it and the exhaust gases are ejected from the chamber 8. When the vane 5 is rotated by an angle γ and it reaches the starting point A, the full cycle will end and the next one will begin.

Thus, the cycle of preparing the fuel-air mixture in the chamber 7 begins when the blade reaches the angle α, i.e. the smallest angle of rotation of the blade at which the inlet valve for compressed air and the fuel supply device are already behind the back of the blade and air and fuel are injected into the expanding chamber 7. As already mentioned, the inlet valve can be actuated mechanically from the rotor, pneumatically, electronically or in any other way (the intake valve actuator is not shown in the drawings). Due to the use of an adjustable variator between the rotor and the compressor, the air pressure in the receiver is regulated so that the air entering the chamber 7 has the optimal pressure for the working volume of the chamber, the type of fuel and its amount to achieve maximum efficiency. The heat released during air compression in the compressor is removed by the compressor itself and partially by the receiver. Moreover, compressed air, getting from the receiver with high pressure into the working chamber with lower pressure, expanding, additionally loses its temperature, which allows the use of high pressure (in other ICEs - the compression ratio) of the fuel-air mixture with cheap low-octane fuel. The angle β, when the working fluid is formed, is a variable and adjustable for the required indicators, i.e. engine power, torque, speed and mode of operation (economical,

cruising, forced, etc.) is easily regulated by the air pressure in the receiver, the type and amount of fuel supplied, the opening and closing times of the inlet valve, the moment of supplying a high voltage to the spark plug, the ratio of chamber 7 and chamber 8, which is almost inaccessible to other internal combustion engines . The above advantages of the proposed engine also allow you to start the engine with residual compressed air from the receiver or from another external source without a battery. Since there are only two chambers of variable volume in the engine in which only certain cycles inherent in them occur, there is no dead volume and the exhaust gases are completely cleaned of both chambers of variable volume, and all internal surfaces of the engine are self-cleaning. Having an exhaust port instead of a valve softens the engine. The engine can be converted to gas fuel with virtually no alterations. The presence of an on-board compressor provides a number of amenities on the car - tire inflation, air jacks, air brakes and steering, etc.

Claims (3)

1. A rotary internal combustion engine containing a stationary housing with a working cavity, inside of which is located a rotor with a separating blade, interacting simultaneously with the housing and the rotor, a compressor and a fuel supply device, characterized in that it is additionally equipped with a variator located on the same shaft with the rotor and the driving compressor, as well as the receiver, installed between the compressor and the casing and connected through the inlet valve to the working chamber. 2. The rotary internal combustion engine according to claim 1, characterized in that the fuel supply device is connected to a pressure-metering device. 3. The rotary internal combustion engine according to claim 1, characterized in that the working cavity is divided by a blade into adjustable working and exhaust chambers of variable volumes.