WO2021002608A1

WO2021002608A1 - Rotary engine

Info

Publication number: WO2021002608A1
Application number: PCT/KR2020/007692
Authority: WO
Inventors: 오휘성; 박건영; 장수호; 이윤희
Original assignee: 엘지전자 주식회사
Priority date: 2019-07-04
Filing date: 2020-06-15
Publication date: 2021-01-07
Also published as: KR102202336B1

Abstract

The present invention relates to a rotary engine which includes a turbulence formation unit for increasing the turbulence intensity of fuel supplied to the engine. The turbulence formation unit may be disposed inside an intake device into which fuel is injected.

Description

Rotary engine

The present invention relates to a rotary engine. More specifically, it relates to a rotary engine capable of changing the flow of fuel input to the rotary engine.

In general, a rotary engine refers to an engine that generates power through rotational motion. Rotary engines have a simpler structure compared to piston engines, so they are easy to miniaturize, and because they allow continuous combustion strokes, they produce high output with a small displacement. In addition, the rotary engine has the advantage of having less vibration and noise than the piston engine because the rotational power is uniform, and that it emits less nitrogen oxides.

Therefore, in recent years, due to the advantages of such a rotary engine, it is not only applied to major engines such as automobiles, bicycles, aircraft, and jet skis, but also applied to compressors of heat pump systems due to its simple structure.

1 shows a Bankel engine that can represent a conventional rotary engine. (See Japanese Patent Laid-Open Publication No. 2017-44078) The rotary engine is composed of an epitrochoid curved housing 100 and a triangular rotor 200 inscribed thereto. The housing 100 corresponds to a cylinder and the rotor 200 serves as a piston.

Fig. 1(a) shows the structure of a conventional rotary engine. The housing 100 accommodates the rotor 200 and includes a rotor housing 130 that forms a combustion chamber provided with an epitropic curve, and a first housing 110 coupled to shield one surface of the rotor housing 130 And, a second housing 120 provided to shield the other surface of the rotor housing 130.

The rotary engine further includes an intake part 140 provided to inject fuel into the housing 100 and an exhaust part 150 provided to discharge fuel burned in the housing 100.

The conventional rotary engine 1 is installed so that the intake unit 140 communicates with the rotor housing 130 as shown. Accordingly, the fuel is injected along a direction in which one surface of the rotor 200 rotates, thereby preventing the injection of the fuel from being obstructed by the rotor 200.

Fig. 1(b) shows an operation method of a conventional rotary engine. Referring to FIG. 1(b), there are three spaces between the housing 100 and the rotor 200, and the volume of each space changes every moment as the rotor 200 rotates.

Specifically, when one surface of the rotor 200 opens the intake part 140, the fuel F from the intake part 140 is injected into the housing 100. (Intake stroke) The fuel F injected into the housing 100 is compressed while moving along the inner circumferential surface of the housing 100 together according to the rotation direction of the rotor 200. (Compression stroke) The fuel F is compressed. When it reaches the vicinity of the ignition device 400, the ignition device 400 generates sparks and the like to explode the fuel F. (Explosion stroke) The rotor 200 generates a rotational force by the exploded fuel. It rotates by receiving and opening the exhaust port 150 to discharge the burned fuel F. (Exhaust stroke)

In other words, in the conventional rotary engine, four cycles of intake, compression, explosion, and exhaust are completed while the rotor 200 rotates once.

In such a rotary engine, there is no valve for suction and compression, and the rotor 200 rotates and opens and closes the intake and exhaust ports such as two cycles, and since there is no crank, there is an advantage of miniaturization.

2 shows a combustion situation of a conventional rotary engine.

Referring to FIG. 2A, the rotor 200 rotates in the I direction, and the fuel F flows from the intake part 140 in the II direction corresponding to the I direction. Because the fuel (F) flowing in the II direction has no resistance, it is introduced in the form of a laminar flow or a flow with a weak turbulent intensive flow. The fuel F flowing in the direction II is intensively compressed toward the ignition device 400.

2(b), the ignition device 400 of a conventional rotary engine includes a first ignition device 410 and a second ignition device spaced apart from the first ignition device 420 in a direction opposite to the rotation direction of the rotor. Device 420. At this time, since more fuel is compressed in the first ignition device 410, primary ignition occurs in the first ignition device 410, and when the remaining fuel is compressed according to the rotation of the rotor 200, the second Secondary ignition occurs in the ignition device 420.

At this time, the fuel ignited by the first ignition device 410 explodes and the flame propagates in a direction III opposite to the II direction. The propagating flame moves and explodes all the fuels that are not ignited by the ignition device 400 in a chain.

However, in the conventional rotary engine, since the fuel moves in a direction different from the flame propagation direction, there is a problem that the flow of fuel itself interferes with the propagation of the flame.

In addition, the fuel F is introduced into a flow having a weak degree of laminar or turbulent flow, thereby reducing the degree of propagation of the flame.

Therefore, in the conventional rotary engine, there is a problem in that the engine efficiency is reduced than the intended efficiency because not all of the fuel F is burned or sufficiently burned.

Moreover, unlike conventional rotary engines, when the ignition device is provided in a single number, the degree of flame propagation is further reduced, and the engine efficiency is sharply reduced.

In addition, since the combustion of fuel is relatively slow in the conventional rotary engine, there is a high possibility that a knock phenomenon that prevents the rotation of the rotor 200 may occur due to spontaneous ignition or explosion of fuel in an unintended portion.

In addition, since the conventional rotary engine supplies fuel through the rotor housing 130, the diameter or position of the intake port is limited, so that a large amount of fuel cannot be burned at once.

It is an object of the present invention to provide a rotary engine capable of enhancing the degree of turbulent intensive in an incoming fuel.

An object of the present invention is to provide a rotary engine capable of enhancing combustion efficiency of fuel by supplying fuel in a direction different from the rotational direction of the rotor.

An object of the present invention is to provide a rotary engine capable of improving engine performance by inhaling fuel in various directions.

An object of the present invention is to provide a rotary engine capable of preventing collisions between fuels flowing in multiple directions.

In the rotary engine of the present invention, a turbulence forming unit is installed to enhance the degree of turbulence generated in the combustion chamber to increase the mixing rate of air and to increase the combustion efficiency by spreading the flame surface much faster than the flame surface of the laminar flame. In addition, as the combustion process proceeds rapidly, the possibility of spontaneous ignition and knock can be reduced.

Specifically, the present invention has a structure in which a structure capable of increasing the turbulence strength of the mixer flowing into the combustion chamber is positioned immediately before the port. The bluff body to be installed through the present invention may be located inside the intake pipe flow path immediately before the intake part (intake port), immediately before the mixer flows into the combustion chamber. Therefore, the turbulence intensity of the mixer flowing into the combustion chamber is increased. The shape of the structure can be of various shapes.

In the rotary engine of the present invention, a fuel-air mixture is introduced into the combustion chamber through both side housings based on the rotor housing. Therefore, there is an advantage that a large amount of fuel can be injected. However, the mixers supplied at the same time from both sides collide with each other in the combustion chamber and lose kinetic energy and the turbulence intensity may decrease. To improve this, the rotary engine of the present invention has a structure in which the directions and curvatures of the intake passages of the first housing and the second housing are different so that the mixers flowing into the combustion chamber do not cancel each other.

The rotary engine of the present invention can provide a method of distributing/supplying a mixer to one side and the other side of the rotor by varying the approach angle from the intake passage to the port. In addition, in the rotary engine of the present invention, a guide capable of guiding the mixer to one side and the other side of the combustion chamber may be installed inside the flow path.

The rotary engine of the present invention can provide a shape in which the fuel-air mixture supplied from both side surfaces is distributed to both sides of the rotor and supplied, and an intake flow path for distributing it to both sides. The rotary engine of the present invention may provide a guide capable of guiding the mixer to both sides of the combustion chamber.

The present invention has the effect of increasing engine efficiency by accelerating flame propagation to incoming fuel.

The present invention has the effect of increasing engine efficiency by blocking incoming fuel from interfering with flame propagation.

The present invention has the effect of improving engine performance by supplying a large amount of fuel to the same volume.

The present invention has the effect of preventing the engine performance from being reduced by preventing collision during the introduction of a large amount of fuel.

The present invention has the effect of increasing the turbulence strength of the fuel-air mixture introduced into the combustion chamber.

The present invention has an effect of increasing the combustion efficiency by increasing the fuel-air mixing ratio and increasing the flame propagation speed.

The present invention has the effect of reducing the possibility of spontaneous ignition and knock as the combustion process proceeds rapidly.

1 shows the structure of a conventional rotary engine.

2 is a diagram illustrating a flame propagation in a conventional rotary engine.

3 shows the structure of the rotary engine of the present invention.

Figure 4 shows a structure in which fuel is introduced in the rotary engine of the present invention.

Fig. 5 shows a structure for enhancing turbulence strength in fuel in the rotary engine of the present invention.

Figure 6 shows several embodiments of the turbulence generation unit of the present invention.

Fig. 7 shows a collision preventing unit for preventing collision between fuels in the rotary engine of the present invention.

Figure 8 shows another embodiment of preventing collision between fuels in the rotary engine of the present invention.

9 shows another embodiment of preventing collisions between fuels in the rotary engine of the present invention.

Hereinafter, exemplary embodiments disclosed in the present specification will be described in detail with reference to the accompanying drawings. In the present specification, the same/similar reference numerals are assigned to the same/similar configurations even in different embodiments, and the description is replaced with the first description. The singular expression used in the present specification includes a plural expression unless the context clearly indicates otherwise. In addition, in describing the embodiments disclosed in the present specification, when it is determined that a detailed description of related known technologies may obscure the subject matter of the embodiments disclosed in the present specification, the detailed description thereof will be omitted. In addition, it should be noted that the accompanying drawings are for easy understanding of the embodiments disclosed in the present specification and should not be construed as limiting the technical idea disclosed in the present specification by the accompanying drawings.

Figure 2 shows a rotary engine of the present invention.

The rotary engine of the present invention includes a combustion chamber 132 in which fuel is combusted and a housing 100 including a supply passage through which lubricating oil is supplied to the combustion chamber 132, and is accommodated in the combustion chamber to be eccentrically rotated to move the fuel It may include a rotor 200 that is compressed and lubricated with the lubricating oil.

The housing 100 includes a rotor housing 130 that contacts the outer circumferential surface of the rotor while accommodating the rotor 200, a first housing 110 coupled to one surface of the rotor housing to seal the combustion chamber, and the It may include a second housing 120 coupled to the other surface facing the one surface of the rotor housing to seal the combustion chamber.

The rotor housing 130 is provided in the receiving body 131 which is in contact with the rotor 200 and accommodates the rotor 200, and is provided inside the receiving body 131 to accommodate the rotor 200 or to receive fuel. It may include a combustion chamber 132 to burn.

On the other hand, the present invention rotary engine 1 includes an intake part 140 provided to supply fuel to the combustion chamber 132 and an exhaust part 150 provided to discharge the fuel burned in the combustion chamber 132. I can. The fuel may be a mixer in which air is mixed. The intake part 140 may be provided in communication with the rotor housing 130, but communicate with any one of the first housing 110 and the second housing 120 to improve flame propagation efficiency of fuel. Can be provided. That is, the intake part 140 may be provided to supply the fuel to both sides of the rotor 200 so as to supply the fuel in an inclined direction or irrespective of the rotational direction of the rotor 200.

To this end, the first housing 110 is coupled to the rotor housing 130 to form one surface of the combustion chamber, and the first housing body 111 penetrates the first housing body 111 to pass through the intake part. It may include a first intake hole 112 provided to communicate with the 140. The second housing 120 is coupled to the rotor housing 130 while facing the first housing 110 to form the other surface of the combustion chamber, the second housing body 121, and the second housing body 121 ) May include a second intake hole 122 communicating with the intake part 140. In this case, the first intake hole 112 and the second intake hole 122 may be provided to be biased toward one side of the first housing body 111 and the second housing body 121. This is because fuel must be injected into a space formed between the outer circumferential surface of the rotor 200 and the inner circumferential surface of the rotor housing 130.

Meanwhile, the exhaust part 150 may also be provided to communicate with at least one of the first housing 110 or the second housing 120. To this end, the first housing 110 may include a first exhaust hole 113 passing through the first housing body 111 and communicating with the exhaust unit 150, and the second housing 120 ) May include a second exhaust hole 123 passing through the second housing body 121 and communicating with the exhaust part 150. The first exhaust hole 113 and the second exhaust hole 123 are also provided with the first housing body 111 and the second inlet hole 112 and the second intake hole 122. It may be provided on one side of the housing body 121. This is to discharge the burned fuel while the rotor 200 has completed one rotation as much as possible.

The first exhaust hole 113 and the second exhaust hole 123 are spaced apart from the first intake hole 112 and the second intake hole 122 in a direction opposite to the rotation direction of the rotor 200, respectively. Can be deployed. The separation distance may be provided as any distance as long as it can be prevented that the intake fuel and the aspirated fuel can be prevented from being diluted. The first exhaust hole 113 and the second exhaust hole 123 may be provided to face each other.

Meanwhile, the first housing 110 and the second housing 120 may include a support hole through which the rotation shaft 300 for rotating the rotor 200 passes or rotatably supports it. Specifically, the first housing 110 may include a first support hole 116 through which the rotation shaft 300 passes or accommodates and supports one end of the rotation shaft, and the second housing 120 May include a second support hole 126 that is provided through the rotation shaft 300 or accommodates and supports the other end of the rotation shaft.

The rotor 200 may include a rotor body 210 provided to compress or move the fuel, and a through hole 220 through which the rotation shaft is coupled through the rotor body 210. The through hole 220 may be provided larger than a diameter of the rotation shaft, and the through hole 220 may further include an inner main gear 225 that may be provided in engagement with a part of the rotation shaft 230. .

The rotor 200 is accommodated in the combustion chamber so as to be eccentrically rotated to move the fuel inhaled from the suction unit 140 along the inner circumferential surface of the rotor housing 130, or transfer the fuel to the rotor housing 130. It is provided to push and compress.

The rotor 200 may include a corner that divides the combustion chamber by making surface contact or line contact with the rotor housing 130. Hereinafter, it is assumed that the rotor 200 has a triangular cross section, but this is for illustration only. Even if the rotor 200 has a circular or elliptical cross section, the same principle may be used.

The rotor 200 may have a triangular cross section to divide the combustion chamber 132 into three parts. In this case, the rotor 200 includes a first compression surface 211 forming one of the outer circumferential surfaces, and a second compression surface forming the other surface of the outer peripheral surface of the rotor at the end of the first compression surface 211 ( 212), and a third compression surface 213 forming another surface of the outer peripheral surface of the rotor at an end of the second compression surface 212.

In addition, the rotor 200 may have three corners. Specifically, the first compression surface 211 and the second compression surface 212 may share a first edge (A), the second compression surface 212 and the third compression surface 213 May share the second corner B, and the third compression surface 213 and the first compression surface 211 may share a third corner C.

The first edge A, the second edge B, and the third edge C may move while in surface contact with the rotor housing 130 whenever the rotor 200 rotates. Accordingly, the first edge (A), the second edge (B), and the third edge (C) can divide the combustion chamber 132 into three. In addition, although not shown, the first edge (A), the second edge (B), and the third edge (C) are in surface contact with the rotor housing 130 to partition the combustion chamber 132 but a partitioned space. There is a risk of communication with each other. That is, there is a risk that the sucked fuel passes through the inner circumferential surface of the rotor housing 130 to which the first edge (A), the second edge (B), and the third edge (C) are in contact with each other and moves to another space. have. Therefore, in order to prevent this, the first edge (A), the second edge (B), and the third edge (C) form a side seal or a corner seal that is in close contact with the rotor housing 130. It may contain more. The side seal or corner seal may be formed of a material different from that of the rotor 200.

The first compression surface 211, the second compression surface 212, and the third compression surface 213 are recessed inward to receive fuel or receive a repulsive force when the fuel explodes. A groove 2111, a second groove 2121, and a third groove 2131 may be included.

Meanwhile, the rotation shaft 300 includes a first shaft 310 coupled to the first housing 110, a second shaft 330 coupled to the second housing 120, and the first shaft 310 ) And the second shaft 330, but may include an eccentric shaft 320 that is eccentric to one side from the rotation center of the first shaft 310 and the second shaft 320. The first shaft 310 and the second shaft 330 may have the same rotation center. The eccentric shaft 320 may be provided to protrude eccentrically from the first shaft or the second shaft toward one side. The eccentric shaft 320 may be accommodated in the through hole 220 and provided to press a part of the through hole 220 to the inner circumferential surface of the rotor housing 130. The eccentric shaft 320 provides power to compress the fuel. The outer circumferential surface of the eccentric shaft 320 may further include an outer main gear capable of engaging the inner main gear 225.

Meanwhile, the first edge (A), the second edge (B), and the third edge (C) are provided to move in surface contact with the rotor housing 130 for sealing or space division. Therefore, the first edge (A), the second edge (B), and the third edge (C) have severe friction with the rotor housing 130, and when fuel explodes, they may be exposed to high temperatures and require lubrication. have. Accordingly, the rotary engine of the present invention may further include an oil supply unit 500 that supplies lubricating oil that lubricates the contact surface between the rotor 200 and the rotor housing 130.

The oil supply unit 500 is provided in the housing 100 to supply lubricating oil to the rotor 200. The oil supply unit 500 is provided in the housing 100 and provided to be in contact with a supply passage 570 through which the lubricating oil moves, and a seal which is provided in contact with the rotor 200 to selectively close the supply passage 570 It may include a portion 530 and an elastic portion 520 for pressing the sealing portion 530 toward the combustion chamber.

As a result, in the rotary engine of the present invention, the first intake hole 112 and the second intake hole 122 are not provided in the rotor housing 130, but are provided in the first housing and the second housing. . Accordingly, since fuel is injected through both sides of the housing 100, a large amount of fuel can be burned, thereby improving engine performance.

Meanwhile, the exhaust part 150 may also be provided to communicate with at least one of the first housing 110 or the second housing 120. To this end, the first housing 110 may include a first exhaust hole 113 passing through the first housing body and communicating with the exhaust unit 150, and the second housing 120 is It may include a second exhaust hole 123 passing through the second housing body and communicating with the exhaust unit 150. The first exhaust hole 113 and the second exhaust hole 123 are also provided with the first housing body 111 and the second inlet hole 112 and the second intake hole 122. It may be provided on one side of the housing body 121. This is to discharge the burned fuel while the rotor 200 has completed one rotation as much as possible.

Meanwhile, in the rotary engine 1 of the present invention, an ignition device for igniting the fuel may be installed. The ignition device is a device that is coupled to the upper housing 100 and exposed to the combustion chamber, and supplies energy to the combustion chamber (ex. spark is generated) to burn the fuel.

The rotary engine 1 of the present invention may install the ignition device in the rotor housing 130. This is because the inner circumferential surface of the rotor housing 130 is an area where the most amount of fuel is compressed, so that the fuel is easily ignited. The rotor housing 130 may include insertion holes 133 and 134 to which an ignition device is coupled. The insertion holes 133 and 134 may be provided through the rotor housing 130 in the thickness direction, and may be provided in an area opposite or facing the intake hole and the exhaust hole. This is because the area facing the intake hole and the exhaust hole is a part where fuel is compressed most.

Meanwhile, when the rotor 200 rotates and starts to compress fuel toward the insertion hole, the ignition device may be provided to ignite the front portion of the fuel. This is because the front portion of the fuel is compressed more than the rear portion by the rotation of the rotor 200, so that it can be ignited more easily. The flame generated when the front portion of the fuel starts to ignite may propagate to the entire area of the fuel and burn up to the rear portion of the fuel.

In the rotary engine of the present invention, since the intake hole is provided in the first housing or the second housing, the direction in which the fuel is injected does not correspond to a direction opposite to the flame propagation direction. Therefore, since the movement of the fuel does not interfere with the propagation of the flame, the fuel is ignited more effectively, thereby increasing the combustion efficiency.

Of course, a plurality of insertion holes may be provided so that a plurality of ignition devices may be installed. That is, in the insertion hole, the first insertion hole 133 to which the first ignition device is coupled and the second ignition device are coupled, and the first insertion hole 133 is spaced apart from the first insertion hole 133 in a direction opposite to the rotation direction of the rotor. It may include two insertion holes 134. Accordingly, the second ignition device can induce the entire fuel to be burned by re-igniting the rear of the fuel. Nevertheless, when the intake hole is installed in the rotor housing 130 so that the moving direction of the fuel is opposite to the flame propagation direction, the fuel located between the first insertion hole 133 and the second insertion hole 134 There is a risk of not burning.

However, in the rotary engine of the present invention, since the intake holes are provided on both sides or one side of the housing, the moving direction of the fuel does not correspond to a direction opposite to the flame propagation direction. Accordingly, even if the rotary engine of the present invention is provided with a plurality of ignition devices, it is possible to burn all of the fuel between the ignition devices, and thus the efficiency of the engine may be increased.

Figure 4 shows the structure of the intake portion of the rotary engine of the present invention.

Fig. 4(a) shows a structure in which the housing is omitted in the present invention rotary engine, and Fig. 4(b) shows a cross-sectional view in which the intake part is coupled to the housing.

Referring to FIG. 4A, the rotary engine of the present invention may include an intake part 140 that supplies fuel to the housing 100. The intake part 140 includes a supply part 144 coupled to a fuel supply source to receive fuel, and a first intake part 141 extending from the supply part 144 to the first intake hole 112 to supply fuel. And a second intake part 142 extending from the supply part 144 to the second intake hole 122 to supply fuel.

The first intake part 141 and the second intake part 142 may be provided in a shape of a pipe or a duct through which fuel moves, and the first intake part 141 and the second intake part 142 are The flowing fuel may be a mixture of air and fuel.

The intake part 140 may include a fixing part 143 fixing the first intake part 141 and the second intake part 142. The fixing part 143 may include a first fixing hole 143a through which the first intake part 141 passes and a second fixing hole 143b through which the second intake part 142 passes.

Due to the fixing part 143, the inclination or direction of the first intake part 141 and the second intake part 142 can be maintained, and even if the rotor 200 rotates at a high speed and vibration occurs, the position Can be fixed.

Referring to FIG. 4(b), the fuel flows through the first intake part 141 in the rotational direction I of the rotor 200 and the inclined first direction A, and the second intake Through the portion 142, the fuel may flow into the rotation direction I of the rotor 200 and the second direction B inclined.

At this time, since the rotation direction I and the flame propagation direction III of the rotor are different directions, the first and second directions may correspond to a direction inclined to each other as well as the flame propagation direction. As a result, since the directions A and B in which the fuel is introduced are not directions that interfere with flame propagation, ignition of the fuel can be effectively performed.

FIG. 4 is illustrated based on a plurality of intake parts 140, but this is only an example, and may be provided in communication only with the first housing 110 or the second housing 120.

Meanwhile, the fuel can be burned more effectively as the flame propagation is performed more. At this time, since the propagation of the flame is performed by the molecules of the fuel, it may be much faster when the fuel flows in a turbulent flow rather than in a laminar flow. However, the air introduced into the intake hole may be in a laminar flow form or a degree of turbulence may be weak in consideration of the flow velocity, the viscosity of the fuel, and the diameter of the intake part. In order to increase the degree of turbulence, the speed of the fuel supplied to the intake hole can be increased, but this increases the load of the fuel supply device, and there is a risk that the fuel flows backward or leaks from the combustion chamber 132, which is not preferable.

Therefore, the rotary engine of the present invention may be provided to enhance the degree of turbulence even at the existing inflow speed of fuel.

5 shows an embodiment of creating turbulence in fuel.

The rotary engine of the present invention may include a turbulence forming part protruding into the intake part 140 to increase the turbulence intensity of the fuel.

The turbulence forming part 600 may be provided to protrude from the inner circumferential surfaces of the intake holes 112 and 122 to which the intake part 140 and the housing 100 are coupled. When the intake part is provided as the first intake part 141 and the second intake part 142, the turbulence forming part 600 is formed on the inner peripheral surface of the first intake hole 112 and the second intake hole 122. ) May be provided on one or more of the inner circumferential surfaces.

The turbulence forming part 600 may be provided to collide with the fuel flowing into the first intake hole 112 and the second intake hole 122. Thereby, it is possible to increase the turbulence intensity in the fuel.

In addition, the turbulence forming part 600 may be provided to protrude from the inner circumferential surface of the intake part 140. At this time, in order to effectively increase the turbulence intensity of the fuel flowing into the combustion chamber 132 without interfering with the flow of fuel as much as possible, the turbulence forming part 600 is spaced apart from the intake hole toward the intake part 140. Can be installed on the part. That is, the turbulence forming part 600 may be installed near a portion where the intake part 140 and the housing 100 are combined. For example, the turbulence forming part 600 may be installed at a portion where the intake part 140 is bent to be coupled to the housing 100.

In addition, the turbulence forming part 600 may protrude from the intake part 140 or the intake hole in a direction away from the combustion chamber. Accordingly, it is possible to further increase the turbulence intensity of the fuel by actively interfering with the flow of the fuel. Meanwhile, the length of the turbulence forming part 600 protruding from the intake part 140 or the intake holes 112 and 122 may be less than half the diameter of the intake part 140 or the intake hole. Thus, it is possible to effectively increase the turbulence intensity without disturbing the flow of fuel.

In order to effectively collide with the fuel introduced from the intake part 140, the turbulence forming part 600 is a direction in which the intake part 140 extends among the intake part 140 or the inner peripheral surfaces of the intake holes 112 and 122 It may be provided to protrude from the portion located at.

The turbulence forming part 600 may be provided integrally with the intake part 140, but may be provided separately and coupled to the intake part 140.

Due to the turbulence forming part 600, the fuel that has passed through the first intake part 141 and the second intake part 142 may flow in the compression chamber 132 in a complex turbulent form.

6 shows various embodiments of the turbulence forming unit.

Referring to Fig. 6(a), the turbulence forming unit may be provided in various forms.

The turbulence forming part 600 may be provided in plural along the longitudinal direction of the intake part 140. Of course, unlike shown, the turbulence forming part 600 may be provided in a single number in the intake part 140.

Referring to FIG. 6B, the turbulence forming part 600 may include a shielding rib 610 protruding from the intake part 140 in a straight line. The shielding rib 610 may be provided so as not to be parallel to the direction in which the suction part 140 extends. This is to further enlarge an area in contact with the fuel flowing through the suction unit 140. Accordingly, the shielding rib 610 may be provided to protrude perpendicular to the direction in which the suction part 140 extends.

Referring to FIG. 6C, the turbulence forming part 600 may include a protruding pillar 620 having a circular or elliptical cross section and protruding from the inner peripheral surface of the intake part. Accordingly, even if the fuel collides with the protruding pillar 620, the turbulence intensity can be increased while minimizing the flow velocity loss of the fuel.

Referring to FIG. 6(d), the turbulence forming part 600 extends from a first rib 631 protruding obliquely to a direction in which the intake part 140 extends, and from one end of the first rib 631. It may include a second rib (632). The first rib 631 and the second rib 632 may be provided so as to be further away from each other toward the downstream of the intake part 140. As a result, turbulence can be intensively formed on the rear surfaces of the first rib 631 and the second rib 632.

6(e), the turbulence forming part 600 includes a blocking rib 641 protruding from the intake hole or the intake part in a straight line, and a guide provided protruding from one surface of the blocking rib. It may include a portion 642.

The blocking rib 641 may have a width greater than a thickness so that an area colliding with the fuel is greater. The guide part 642 may be provided to extend in a downstream direction through which fuel flows from the blocking rib 641, and may be provided to have a thickness smaller as the distance from the blocking rib 641 increases. As a result, the fuel is first collided with the blocking rib 641 to form a turbulent flow at the rear surface of the blocking rib 641, and the formed turbulence is separated from both sides of the guide part 642 and can be moved. As a result, the turbulence may form a constant vortex and flow into the combustion chamber 132, thereby increasing the flame propagation rate.

On the other hand, when fuel is injected from both sides of the housing 100, the fuel introduced from the first intake part 141 and the second intake part 142 may collide with each other.

When the introduced fuels collide with each other, the intensity of turbulence may increase, but the fuel may accumulate and prevent the inflow of other fuels.

Accordingly, the rotary engine of the present invention may be provided so as to prevent collision between fuels even when fuel flows into both sides.

Figure 7 shows the structure of the collision preventing unit in the present invention rotary engine.

Referring to FIG. 7(a), the rotary engine of the present invention is provided in at least one of the inside of the first intake part and the inside of the second intake part, and the fuel supplied from the first intake part and the fuel supplied from the second intake part It may further include a collision preventing unit 160 for preventing the fuel from colliding with each other.

The collision avoidance unit 160 includes a first vane 161 provided inside the first intake unit along the extending direction of the first intake unit 141, and the second intake unit 160 along the extending direction of the second intake unit. It may include a second vane 162 protruding and provided inside the intake part.

The first vane 161 and the second vane 162 may partition the interior of the intake part 140. The first vane 161 and the second vane 162 may guide the direction of the fuel flowing through the intake part 140. The first vane 161 and the second vane 162 may be provided in a plate shape, and may be provided at any height as long as the direction of the fuel can be guided.

Referring to FIG. 7B, an end of the first vane 161 facing the combustion chamber and an end of the second vane 162 facing the combustion chamber may be provided alternately so as not to face each other.

That is, the first vane 161 may be provided so that the end extension line L1 and the end extension line L2 of the second vane 162 do not meet each other. For example, the first vane 161 may be provided to face the rotor 200 from the first intake hole 112, and the second vane 162 may be the second intake hole 122 It may be provided to face the rotor housing 130 at. In addition, an inclination formed by the end of the first vane and the combustion chamber and an inclination formed by the second vane and the end and the combustion chamber may be different from each other.

Accordingly, it is possible to prevent the fuel guided through the first vane 161 and the fuel guided through the second vane 162 from colliding while being introduced into the combustion chamber 132. Rather, a strong vortex is formed in the combustion chamber 132 due to the first vane 161 and the second vane 162, so that flame propagation can be performed very effectively.

Figure 8 shows another embodiment for preventing a collision of fuel in the rotary engine of the present invention.

The first intake part 141 may be obliquely coupled to the first housing 110, and the second intake unit 142 may be obliquely coupled to the second housing 120.

Specifically, to prevent the fuel discharged from the first intake part 141 and the fuel discharged from the second intake part 142 collide with each other, the first intake part 141 and the second intake part ( 142 may be obliquely coupled to the housing 100. The first intake part 141 may be provided in the first housing 110 to be inclined in a direction away from the supply part 144, and the second intake part 142 may be provided in the second housing 120. It may be provided to be inclined in a direction closer to the supply unit 144. Accordingly, it is possible to prevent the fuel discharged from the first intake part 141 and the fuel discharged from the second intake part 142 collide with each other.

Accordingly, in the rotary engine of the present invention, even if there is no collision prevention unit in the intake unit 140, collision between fuels can be prevented. Of course, when the rotary engine of the present invention is provided with the configuration of the collision prevention unit, the collision prevention effect between fuels can be maximized.

Fig. 9 shows another embodiment for preventing a collision of fuel in the rotary engine of the present invention.

The first intake hole 112 and the second intake hole 122 may be provided to be prevented from facing each other. That is, the first intake hole 112 and the second intake hole 122 may be provided alternately. Accordingly, it is possible to prevent direct collision between the fuel discharged from the first intake hole 112 and the second intake hole 122.

Moreover, the first intake part 141 connected to the first intake hole 112 and the second intake part 142 connected to the second intake hole 122 may have different inclinations.

The first intake part 141 may be provided in the first housing 110 to be inclined in a direction away from the supply part 144, and the second intake part 142 may be provided in the second housing 120. It may be provided to be inclined in a direction closer to the supply unit 144. Accordingly, it is possible to further prevent the fuel discharged from the first intake part 141 and the fuel discharged from the second intake part 142 collide with each other.

The scope of the rights is not limited to the above-described embodiments as the present invention may be modified and implemented in various forms. Therefore, if the modified embodiment includes the elements of the claims of the present invention, it should be viewed as belonging to the scope of the present invention.

Claims

A housing forming a combustion chamber in which fuel is compressed;

A rotor accommodated in the combustion chamber to be eccentrically rotated to move or compress the fuel;

An intake part provided to communicate with the housing and provided to supply the fuel to an outer peripheral surface of the rotor;

And a turbulence forming unit protruding inside the intake unit to increase turbulence intensity of the fuel.
The method of claim 1,

The turbulence forming part

Rotary engine, characterized in that provided to protrude from the inner peripheral surface of the intake portion.
The method of claim 1,

The housing is

Further comprising an intake hole coupled to the intake portion,

The turbulence forming part

Rotary engine, characterized in that it is provided to protrude from the inner circumferential surface of the intake hole in which the intake part and the housing are coupled.
The method of claim 1,

The housing is

Further comprising an intake hole coupled to the intake portion,

The turbulence forming part

Rotary engine, characterized in that it is provided to protrude in a direction opposite to the combustion chamber from the intake hole or the inner circumferential surface of the intake part.
The method of claim 1,

The housing is

Further comprising an intake hole coupled to the intake portion,

And a shielding rib protruding in a straight line from the intake hole or the intake part.
The method of claim 1,

The housing is

Further comprising an intake hole coupled to the intake portion,

The turbulence forming part

A rotary engine comprising a protruding pillar having a circular or elliptical cross section and protruding from an inner peripheral surface of the intake portion.
The method of claim 1,

The turbulence forming part

A first rib protruding obliquely with a direction in which the intake part extends,

And a second rib extending from one end of the first rib.
The method of claim 1,

The housing is

Further comprising an intake hole coupled to the intake portion,

The turbulence forming part

And a blocking rib protruding from the intake hole or the intake portion in a straight line, and a guide rib protruding from one surface of the blocking rib.
The method of claim 1,

The housing is

A rotor housing in contact with the outer peripheral surface of the rotor,

A first housing coupled to one surface of the rotor housing to seal the combustion chamber,

And a second housing coupled to the other surface facing the one surface of the rotor housing to seal the combustion chamber,

The intake part

A first intake part coupled in communication with the first housing,

And a second intake part coupled in communication with the second housing,

The turbulence forming part

Rotary engine, characterized in that provided on an inner peripheral surface of at least one of the first intake portion and the second intake portion.
The method of claim 9,

To prevent the fuel supplied from the first intake part and the fuel supplied from the second intake part from colliding with each other,

The first intake part is obliquely coupled in the first housing,

The second intake part is a rotary engine, characterized in that it is obliquely coupled to the second housing.
The method of claim 9,

A first intake hole through which the first intake part communicates through the first housing,

And a second intake hole through which the second intake part communicates through the second housing,

The rotary engine, characterized in that the first intake hole and the second intake hole are provided to be prevented from facing each other.
The method of claim 9,

It is provided in at least one of the inside of the first intake part and the inside of the second intake part

And a collision preventing unit for preventing the fuel supplied from the first intake unit and the fuel supplied from the second intake unit from colliding with each other.
The method of claim 12,

The collision avoidance unit

A first vane provided inside the first intake part along the extending direction of the first intake part,

And a second vane provided inside the second intake part along the extending direction of the second intake part,

Rotary engine, characterized in that the end of the first vane toward the combustion chamber and the end of the second vane toward the combustion chamber are provided alternately with each other.
The method of claim 13,

The slope formed by the end of the first vane and the combustion chamber

The rotary engine, characterized in that the inclination formed by the end of the second vane and the combustion chamber is provided differently from each other.