Rotary vane internal combustion engine with detonation cycle (Agashkov RLDVS)

Claims

1. A rotary vane internal combustion engine comprising a stator with a cylindrical cavity and end caps, a rotor with blades dividing the internal cavity into a primary detonation chamber and a secondary afterburning chamber, a valve set including at least one control valve and at least one working Laval nozzle mounted on one of the blades, and at least one spring-loaded roller located in the body of the stator, characterized in that the working cycle is carried out without a mechanical compression stroke according to the Humphrey regenerative cycle, for which: a) on the inner surface of the stator in the primary detonation chamber zone, a profiled area is made, and the surface of the blade facing it is made concave, which together ensures the focusing of the pulsed detonation wave of the Chapman-Jouguet on the blade and the creation of a shock pulse on it, many times exceeding the boost pressure; b) a microvolume pit is made in the end cover of the stator, into which liquid fuel is supplied under a pressure exceeding the boost pressure, ensuring local supersaturation of the mixture and a jump in the initial pressure before ignition due to the instantaneous phase transition of the fuel from a liquid to a gaseous state directly in the specified microvolume; c) the Laval nozzle is installed directly in the blade body on the side of the secondary combustion chamber and is oriented at an acute angle to the stator tangent or perpendicular to the longitudinal axis of the blade to create a reactive torque; d) on the inner surface of the stator opposite the nozzle, reflective cavities are made, which successively change the direction of the supersonic jet and transfer its momentum back to the rotor blade to recover the kinetic energy of the exhaust; d) the gas-dynamic tract is designed with the possibility of expanding the detonation products to a pressure below atmospheric, completely releasing the potential energy of the compressed boost air.

2. An engine according to claim 1, characterized in that the rotor projection separating the primary detonation chamber and the secondary afterburning chamber is designed with the possibility of joining with the locking roller at the moment of injection and detonation and is provided at the top with at least one smooth groove that forms, together with the surface of the locking roller, a labyrinth seal that prevents the breakthrough of a shock wave and pressure leaks during ignition, and after disconnection does not impede the flow of gases.

3. An engine according to claim 2, characterized in that the groove at the top of the protrusion has a depth of 1 to 5 mm and is made with a radius rounding, and the side surfaces of the protrusion are made with different curvatures - one side is optimized for minimal resistance when displacing gases, the other - for maximum sealing when mating with the locking roller.

4. An engine according to claim 1, characterized in that the stator is equipped with at least two spring-loaded cylindrical rollers, one of which performs a shut-off function for sealing the primary detonation chamber by joining with the rotor protrusion at the moment of injection and detonation, and the other performs a displacement function for actively forcibly displacing gases into the secondary combustion chamber when the rotor rotates.

5. An engine according to claim 4, characterized in that the displacement roller is designed with the possibility of pulsed extension into the primary detonation chamber when the rotor rotates at an angle corresponding to the beginning of the displacement phase, i.e. when the gas flow channel is already open, under the action of a pre-compressed spring, creating a secondary pressure surge and forcibly pushing the remains of the detonation wave and expanding gases into the secondary afterburning chamber to the Laval nozzles.

6. An engine according to claim 1, characterized in that the scavenging ports in the stator are made with a nozzle with a tapering profile and are oriented tangentially with respect to the inner surface of the stator, and the working surface of the blade on the side of the secondary afterburning chamber is provided with longitudinal aerodynamic ribs for turbulizing the boundary layer and through ejection channels emerging onto the surface at an acute angle to create a vacuum and actively suck out residual gases from the root zone of the blade; wherein the impulse of the scavenging flow creates additional torque.

7. The engine according to paragraph 1, characterized in that a heat-shrinkable sealing frame made of a material with a coefficient of linear thermal expansion significantly exceeding the coefficient of linear thermal expansion of the material of the blade itself is installed along the entire perimeter of each rotor blade, which, during a cold start, ensures a guaranteed installation gap, and as it warms up to the operating temperature, leads to the automatic selection of this gap due to the greater expansion of the frame and the formation of a virtually ideal contactless seal without mechanical friction and wear.

8. An engine according to paragraph 1, characterized in that the rotor, its shaft and blades are made hollow, and a circulation of cooling liquid is organized inside them, which performs the function of a hydraulic flywheel, creating an additional moment of inertia to smooth out torsional vibrations and dampen vibrations.

9. An engine according to claim 8, characterized in that the circulating fluid additionally performs the function of a broadband structural noise damper, absorbing the acoustic energy generated by valve impacts, the operation of rollers, and the passage of a detonation wave.

10. An engine according to paragraph 8, characterized in that the supply and discharge of coolant into the hollow shaft of the rotor is carried out through sliding-type end seals installed in the end covers of the stator.

11. An engine according to paragraph 1, characterized in that the valves of the valve set are installed in heat-conducting bushings made of a material with high thermal conductivity, which insulate the moving parts of the valves from direct contact with the coolant and simultaneously transfer heat from the valves to the cooled walls of the blade, preventing them from overheating and jamming.

12. An engine according to claim 1, characterized in that the fuel supply and ignition system is designed with the possibility of electronic readjustment of the parameters of the cyclic supply, injection moment and ignition advance angle, ensuring operation on any liquid or gaseous fuel capable of detonation combustion, including propane, methane, hydrogen, gasoline, kerosene, diesel fuel, alcohols and synthesis gas, without making any mechanical changes to the design of the combustion chamber, shut-off and displacement rollers and valve assembly.

13. The engine according to claim 1, characterized in that liquefied hydrocarbon gas, primarily propane, is used as fuel, which, when injected into the microvolume pit, instantly passes from the liquid phase to the gaseous phase with a volumetric expansion coefficient of 80 to 250 relative to the liquid state, and taking into account the boost backpressure in the primary detonation chamber, the actual expansion coefficient is from 80 to 100, which, with a microscopic cyclic supply of 5 to 20 mg per chamber, ensures local supersaturation of the mixture and a pressure jump of up to 5-50 bar even before ignition, while the energy released is sufficient for complete combustion in a stoichiometric or close to it ratio and the formation of a Chapman-Jouguet detonation wave with a peak pressure 15-20 times greater than the boost pressure.

14. An engine according to claim 1, characterized in that the flow of a supersonic jet through a Laval nozzle creates a Venturi ejector effect, which additionally reduces the pressure in the secondary combustion chamber and increases the effective pressure drop on the blade, and also facilitates more complete removal of exhaust gases.

15. An engine according to claim 1, characterized in that the exhaust manifold is designed with the possibility of maintaining a reduced pressure below atmospheric pressure in it, including with the help of a turbocompressor or ejector, in order to increase the pressure drop across the Laval nozzles and improve the efficiency of purging the chambers.

16. An engine according to claim 1, characterized in that the Laval nozzle is designed with the possibility of supersonic cooling of the outgoing gases - a “quenching” effect to suppress the formation of nitrogen oxides directly during the expansion process.

17. An engine according to claim 1, characterized in that the reflective cavities are made in three stages, with the depth and angle of inclination of the reflective wall increasing from stage to stage, which ensures a consistent change in the direction of the supersonic jet while maintaining its tangential component and multiple amplification of the impulse transmitted to the blade.

18. An engine according to claim 1, characterized in that at least one profiled protrusion is additionally provided on the inner surface of the stator for local narrowing of the gap between the stator and the rotor blade in the area adjacent to the primary detonation chamber, which increases the degree of sealing and increases the peak pressure of the detonation wave on the blade.

19. An engine according to claim 1, characterized in that the microvolume pit and the adjacent surface of the concave blade in the primary detonation chamber zone are designed with the possibility of local self-cooling by absorbing the heat of vaporization during instantaneous evaporation of liquid fuel at the moment of injection, which reduces the thermal load on the most thermally stressed elements without additional energy costs.

20. An engine according to claim 1, characterized in that the fuel supply and ignition control system is designed with the ability to inject fuel and initiate detonation at a rotor rotation angle corresponding to complete sealing of the primary detonation chamber by the rotor projection and the locking roller.

21. An engine according to paragraph 1, characterized in that the Laval nozzle can be oriented perpendicular to the longitudinal axis of the blade, i.e. radially - for a simplified version of the design or for direct exhaust into cavities without a tangential component.

22. An engine according to claim 1, characterized in that, in an alternative embodiment, both working surfaces of the rotor blade - both on the side of the primary detonation chamber and on the side of the secondary afterburning chamber - are made concave elliptical, and the Laval nozzles are located in the deepest part of each concave surface flush with it; wherein the displacer roller, when moving along the concave surface towards its center, compresses the gas in a decreasing volume, increasing the pressure and the velocity of the outflow through the nozzles.

23. An engine according to claim 1, characterized in that the profiled area on the inner surface of the stator and / or the reflective cavities have a cross-sectional shape with a central depression and symmetrical or asymmetrical lateral projections, which ensures effective focusing of the shock wave onto the concave blade in the detonation phase and directed reflection of the supersonic jet back onto the blade in the exhaust phase.

24. An engine according to paragraph 1, characterized in that the rotor is made in combination, consisting of a steel internal part: a shaft and blade hubs, and an aluminum external part: peripheral sections of blades with internal cavities, connected to each other with the possibility of compensating for differences in thermal expansion.

25. A blade of a rotary vane internal combustion engine comprising at least one Laval nozzle and a shut-off element, characterized in that the shut-off element is made in the form of at least one gate "guillotine" valve - a flat plate installed in guides in the body of the blade with the possibility of reciprocating movement from the center of the blade to its periphery to the edge and back; in the closed position, the valve completely blocks the channel of the Laval nozzle, in the open position it is completely recessed into the body of the blade flush with its surface, without creating aerodynamic resistance to the flow.

26. A blade according to item 25, characterized in that the gate valves are installed one per nozzle, i.e. overlapping on one side or two on opposite sides of the nozzle, vertically, or converging toward the center or diverging from it, including in a V-shape to form a wedge-shaped shutter.

27. A blade according to item 25, characterized in that the drive of the gate valves is hydraulic, mechanical, electromagnetic, or combined, regardless of the specific type of actuator.

28. An engine according to claim 1, characterized in that the Laval nozzle opening system is active, with the possibility of forced pulsed opening of the damper valves according to claim 25 by means of an external pressure pulse synchronized with the angle of rotation of the rotor, regardless of the slowly increasing quasi-static pressure difference between the chambers.

29. An engine according to claim 28, characterized in that the valve set contains at least one control valve and at least one working valve, made in the form of a gate valve according to claim 25; the control valve is kinematically connected to the working valves for their synchronous or antiphase operation.

30. An engine according to paragraph 29, characterized in that when the gate valves operate in resonant mode, the control spool valve may be absent; hydraulic pulses are supplied directly to the common channel, acting on telescopically connected sets of valves, spring-loaded by a single central spring, without an intermediate spool valve distributor.

31. An engine according to claim 29, characterized in that the valve set contains a single central control valve-slide, kinematically connected by means of a cross or a common connecting bar with all the damper flaps of the Laval nozzles and designed with the possibility of their synchronous switching in antiphase when the slide valve or control valve is moved from one extreme position to another.

32. An engine according to paragraph 31, characterized in that the central control valve-spool is made telescopic with coaxially installed rods connected to different groups of gate valves and interacting with one common plate and one common return spring, which ensures their sequential operation with the selection of free strokes when one hydraulic pulse is applied.

33. The engine according to claim 29, characterized in that the connecting bar connecting all the gate valves of one blade is made in the form of a section of an I-beam, divided into upper and lower zones, each of which is kinematically connected with four valves: upper 2 nozzles + lower 2 nozzles; in the central part of the I-beam, in the groove, a single control valve is installed, spring-loaded and designed with the possibility of recessing under the action of a hydraulic pulse; the upper and lower hydraulic zones are separated and / or isolated from each other; when a hydraulic pulse is applied to one of the zones, the control valve is recessed and pulls the entire I-beam bar along with it, synchronously moving all eight valves in antiphase: one group opens, the other closes; wherein when the pressure in the first zone is released, incl.Due to cavitation bubbles, the compressed spring returns the bar back, creating a vacuum - a pneumatic discharge in the telescopic joint of the second zone, which ensures automatic antiphase movement of the damper sets and maintains a self-oscillating resonant mode of their operation; return to the original position - by spring force.

34. An engine according to paragraph 28, characterized in that the hydraulic impulse control system for the gate valves is made of a hybrid hydraulic spring type: a hydraulic impulse is supplied one-way to forcefully move the valves to the first extreme position, and their return to the second extreme position is carried out by the force of the spring, which guarantees the safe closing of the nozzles in the event of hydraulic failure.

35. An engine according to claim 28, characterized in that the impulse for forced opening of the flaps is created by a compression wave from the displacer roller, transmitted through a gas-dynamic channel formed in the body of the blade and connecting the extension zone of the displacer roller with the supravalve cavity of the control valve.

36. An engine according to paragraph 28, characterized in that the impulse for forced opening of the flaps is created by a hydraulic generator built into the liquid cooling system, located in the body of the blade and driven by interaction with a protrusion on the inner surface of the stator.

37. An engine according to paragraph 28, characterized in that the threshold for opening the gate valves is set above the maximum quasi-static pressure difference that occurs between the chambers during gas expansion, but below the peak pressure of the pulse from the displacement roller or hydraulic generator, which guarantees the opening of the valves only at a strictly specified point in time and eliminates their spontaneous operation.

38. The engine according to paragraph 28, characterized in that the control valve is made in the form of a mechanical resonator tuned to the frequency of the pulses from the displacement roller or hydraulic generator.

39. The engine according to paragraph 28, characterized in that the hydro-pulse control system is made with two channels and phase separation, wherein the first hydraulic circuit serves one group of gate valves, the second - another, and the drive of both circuits is carried out from one common cam mechanism installed on the rotor shaft, the profile of which ensures the alternate operation of the circuits with a phase shift, excluding the possibility of their simultaneous activation, and the cam profile can be made in such a way that during one revolution of the rotor, the hydro-pulse from one source is alternately directed only to one of the two hydro-zones, excluding the need for two independent pulse generators.

40. An engine according to paragraph 28, characterized in that, in an alternative embodiment, two telescopically connected sets of gate valves are installed relative to each other with the possibility of relative movement and are spring-loaded by a single central spring, and their operation is carried out in a resonant mode when the frequency of the supplied hydraulic pulses is matched with the natural frequency of the mechanical system, without the use of a separate control valve.

41. An engine according to claim 29, characterized in that the kinematic connection between the connecting bar and the plates of the working valves is designed with the possibility of transmitting reciprocating motion without disrupting the gas-dynamic profile of the Laval nozzles, including by placing the plates in front of the nozzles in a common chamber, or through longitudinal slots with seals in the narrowing part of the nozzles, or coaxially with the placement of rods inside the nozzles and their output through the expanding part.

42. An engine according to claim 41, characterized in that the plates of the working valves are placed in niches - thermopockets, made in the walls of the tapering part of the Laval nozzles, with the possibility of movement in said niches and contact with the cooled wall for effective heat removal, while in the open position the plates are recessed into the niches, without creating additional aerodynamic resistance to the flow.

43. An engine according to paragraph 28, characterized in that the distribution of hydraulic impulses between the upper and lower hydraulic zones is carried out by a passive hydrodynamic method, without the use of movable spools or valves, for which: a) the channels connecting the hollow shaft of the rotor with the upper and lower hydrozones are oriented at different angles to the shaft axis: one channel is directed predominantly in the direction of the pressure wave propagation at an acute angle, the other - predominantly against the direction of the wave propagation at an obtuse angle or with a reverse slope; or the use of special insert bushings in the central part using a directed flow of hydraulic impulse and orientation of the jet directly into the control valve plate. b) due to the different orientation of the channels, the pressure wave created by one common hydropulse generator selectively affects one of the hydrozones depending on the direction of its propagation: when the wave propagates from left to right, the pulse enters predominantly the first channel and then the first hydrozone, when propagating from right to left, the pulse enters the second channel and the second hydrozone; c) each of the specified channels is directed directly to the control valve plate of the corresponding hydrozone, which ensures direct action of the hydraulic pulse on the valve with minimal energy loss and maximum response speed; d) after the passage of the hydraulic impulse, cavitation bubbles are locally formed in the first hydrozone, creating a zone of low pressure directly under the control valve plate, which facilitates a faster return of the valve and the plate associated with it under the action of the return spring; d) the opening threshold of the control valves is adjusted in such a way that the “parasitic” pulse, partially penetrating into the oncoming channel, oriented against the direction of the wave, is insufficient to trigger the valve and does not disrupt the antiphase operation of the hydrozones.

44. A double-acting rotary vane internal combustion engine comprising a stator with a cylindrical cavity and end caps, a two-bladed rotor dividing the cavity into first and second diametrically opposed pairs of chambers, each of which includes a primary detonation chamber and a secondary afterburning chamber, characterized in that: a) each of the two rotor blades is equipped with its own valve set with gate valves according to paragraph 25, wherein the valve sets are installed on opposite sides of the blades and oriented in opposite directions in the direction of rotation; b) the stator is equipped with four spring-loaded cylindrical rollers, the axes of which are parallel to the axis of rotation of the rotor, and the rollers themselves are located in the cross-section of the stator crosswise at angles of 0°, 90°, 180° and 270° relative to each other; for each pair of chambers, one roller performs the function of a shut-off roller: sealing the primary detonation chamber at the moment of injection and detonation by joining with the rotor protrusion, and the other - a displacement roller: active forced squeezing of gases into the secondary afterburning chamber when the rotor turns; the specified pairs of rollers operate in antiphase relative to each other; c) the rotor is provided with two projections, each of which is designed with the possibility of joining with the corresponding locking roller; d) in each of the two diametrically opposite end covers, elliptical profiled micro-volume pits with injectors and spark plugs are made, with each pit facing the corresponding primary detonation chamber; d) each of the two pairs of chambers is capable, within one revolution of the rotor, of alternately functioning as a primary detonation chamber - with closed nozzles and as a reactive exhaust chamber - with open nozzles, operating as a secondary afterburning chamber, which ensures two full working strokes per revolution and a practically constant torque.

45. An engine according to claim 44, characterized in that the fuel supply and ignition control system is designed with the possibility of alternately supplying fuel and initiating detonation in two diametrically opposed elliptical profiled wells located in opposite end caps of the stator, with a phase shift corresponding to a rotation of the rotor by 180°, while at the moment of injection and sealing in the first pair of chambers, the second pair is in the purge phase, and vice versa.

46. ​​An engine according to claim 45, characterized in that when operating in the standard alternating mode with a phase shift of 180° and with the Laval nozzles located only on one side of each blade, the other side is a blind concave surface without nozzles, slide valves and other shut-off elements of the secondary afterburning chamber are not required, since the displaced gas always enters the chamber with open nozzles, and detonation occurs in the chamber without nozzles; the role of a limiter is performed by a shut-off shaft; valves are necessary only for superboost and symmetrical modes.

47. An engine according to paragraph 44, characterized in that the valves of each valve set are designed with the ability to open only towards their secondary combustion chamber, which eliminates the effect of the back pressure of the detonation wave on the Laval nozzles.

48. The engine according to claim 44, characterized in that the displacer roller is designed with the possibility of pulsed extension into the corresponding chamber under the action of a pre-compressed spring, creating a secondary pressure surge and serving as a synchronizing signal for the damper control system.

49. An engine according to claim 44, characterized in that all four working surfaces of the rotor blades, forming both the primary detonation chambers and the secondary afterburning chambers, are made concave elliptical and symmetrical relative to both axes of the rotor, and the Laval nozzles are located in the deepest part of each concave surface flush with it; the displacer roller, when moving along the concave surface toward its center, compresses the gas in a decreasing volume, increasing the pressure and velocity of the outflow through the nozzles and ensuring absolute dynamic balancing of the rotor.

50. An engine according to claim 49, characterized in that the angle of inclination of the Laval nozzles to the stator tangent is from 15° to 45°, preferably from 15° to 20°, which ensures optimal entry of the supersonic jet into the three-stage cavities.

51. An engine according to paragraph 44, characterized in that the three-stage reflective cavities are located symmetrically in both diametrically opposite working zones of the stator and are designed with the possibility of alternate operation: in the standard alternate mode - as reflectors of the jet stream in the exhaust phase and as profiled areas focusing the shock wave in the detonation phase of the diametrically opposite chamber.

52. The engine according to paragraph 44, characterized in that the fuel supply and ignition control system is designed with the possibility of selectively activating either one or both pairs of chambers, implementing an economical mode: one working stroke per revolution, one pair of chambers is active, and a forced mode: two working strokes per revolution, both pairs of chambers are active, with the possibility of switching between the specified modes within one revolution of the rotor without stopping the engine.

53. An engine according to paragraph 44, characterized in that the control system is additionally configured with the possibility of implementing a symmetrical mode, in which fuel injection and detonation initiation are carried out simultaneously in two diametrically opposite elliptical profiled pits at the same angle of rotation of the rotor, with subsequent simultaneous purging of both pairs of chambers; switching between the alternate mode according to paragraph 45 and the said symmetrical mode is carried out by an electronic control unit without changing the design of the engine.

54. The engine according to claim 44, characterized in that the control system is additionally configured to implement a superboost mode, in which detonation is initiated in pairs in diametrically opposite chambers with a phase shift corresponding to a 90° rotation of the rotor, i.e. four detonations per revolution, in order to briefly obtain maximum peak power; in this case, in the superboost mode, the rigid connection between the upper and lower sets of slide valves is broken, and each set of 4 valves is controlled independently.

55. An engine according to claim 54, characterized in that in the superboost mode, the three-stage cavities operate alternately for each of the two chambers that are currently active: in the first active chamber, the cavities focus the detonation wave onto the blade, and in the second active chamber, in which detonation occurred 90° earlier, the cavities operate as jet stream deflectors; upon the next activation - after another 90°, the functions are reversed.

56. The engine according to paragraph 54, characterized in that, in order to implement the superboost mode, each Laval nozzle is equipped with two gate valves according to paragraph 25, installed on opposite sides of the nozzle and moving from the center of the blade to its periphery; all the valves of one zone: upper or lower, are kinematically connected and controlled by one common drive; the upper and lower groups of valves operate strictly in antiphase; the valve set is made symmetrical and contains either one central control valve with four gate valves for standard and boosted modes, or two control valves with eight gate valves for the extreme superboost mode, which ensures absolute protection of all elements of the valve set from alternating shock loads and instantaneous switching of the chambers between the "detonation" and "exhaust" modes.

57. An engine according to paragraph 44, characterized in that in an alternative embodiment, the stator is equipped with only two spring-loaded cylindrical rollers, located diametrically opposite and performing exclusively shut-off functions, while the displacement of gases from the primary detonation chamber into the secondary combustion chamber is carried out passively, due to the natural pressure difference, which simplifies the design while maintaining the possibility of implementing a two-stroke, double-action cycle.

58. The engine according to paragraph 44, characterized in that the rotor projections are provided with labyrinth grooves that form a labyrinth seal when mated with the locking rollers, according to paragraph 2.

59. The engine according to paragraph 44, characterized in that the rotor blades have a heat-shrinkable sealing frame according to paragraph 7.

60. An engine according to paragraph 44, characterized in that the rotor is made hollow with circulation of a cooling liquid that performs the function of a hydraulic flywheel and a broadband damper of structural noise, in accordance with paragraphs 8, 9.

61. An engine according to paragraph 44, characterized in that the valves of the valve assemblies are installed in heat-conducting bushings according to paragraph 11.

62. The engine according to paragraph 44, characterized in that the fuel supply system has fuel omnivorousness according to paragraph 12.

63. A method of operating a rotary vane internal combustion engine according to any one of paragraphs 1-62, characterized in that: liquefied fuel is injected into a closed micro-volume chamber without preliminary mechanical compression under pressure exceeding the boost pressure, creating local supersaturation of the mixture and a jump in the initial pressure to 3-50 bar even before ignition due to the instantaneous phase transition of the fuel from a liquid to a gaseous state in a limited volume; in the specified chamber, a pulse detonation is initiated with the formation of a Chapman-Jouguet shock wave, which is focused by the concave surface of the blade and the profiled area of ​​the stator onto the same blade to create an impact torque; expanding gases are forcibly displaced by the pulsed advancement of the displacing roller into the secondary combustion chamber zone; through Laval nozzles located in the body of the blade, a supersonic jet is formed, directed tangentially to the stator or perpendicular to the longitudinal axis of the blade, while the outflow of the jet creates a Venturi ejector effect, which additionally reduces the pressure in the secondary combustion chamber; the kinetic energy of the said jet is recovered by means of its multi-stage reflection from the stator cavities with the transfer of the impulse back to the rotor blade; expansion is carried out to a pressure below atmospheric, completely releasing the potential energy of the compressed charge air; after closing the Laval nozzles, a phase of purging the chamber with fresh supercharged air supplied through the tangential nozzle windows is carried out; In a two-stroke design, the specified cycle is repeated alternately in two diametrically opposite pairs of chambers operating in antiphase with a 180° shift in the rotor rotation, achieving two full working strokes in one revolution.

64. The method according to paragraph 63, characterized in that liquefied propane is used as fuel, which, when injected into the microvolume pit, instantly evaporates and expands with a volumetric expansion coefficient of 50 to 150 relative to the liquid state, taking into account the boost backpressure, which makes it possible, with a cyclic supply of 5-50 mg per chamber, to ensure complete combustion in a stoichiometric or close to it ratio and to achieve a peak pressure of the detonation wave 15-20 times exceeding the boost pressure.

65. The method according to paragraph 63, characterized in that a gas-dynamic self-regulation mechanism is implemented in the secondary afterburning chamber, in which, in a steady-state operating mode, a balance is automatically achieved, without the intervention of the electronic control system, between the mass of gases flowing from the primary detonation chamber and the mass of gases flowing through the Laval nozzles, which stabilizes the operating pressure and ensures cycle stability over a wide range of loads and speeds.

66. The method according to paragraph 63, characterized in that the engine is started in two stages: in the first stage, the rotor is spun by the starter and compressed air is supplied to the primary detonation chamber from an external receiver with the simultaneous creation of a vacuum in the exhaust manifold by the starting ejector, and in the second stage, upon reaching a given angle of rotation of the rotor, fuel is injected and detonation is initiated, after which the starting ejector is switched off, and further maintenance of reduced pressure in the exhaust manifold is ensured exclusively by the operation of the exhaust turbine.

67. A method for regulating the power of a rotary vane engine according to paragraph 63, characterized in that the power is changed by a combination of at least three methods from the group: changing the cyclic fuel supply, skipping individual working cycles - skip mode, changing the rotor speed, selectively disconnecting or connecting individual pairs of chambers, changing the boost pressure, wherein priority is given to skipping cycles and disconnecting chambers to maintain high effective efficiency.

68. The method according to paragraph 67, characterized in that switching between the economical mode: one pair of chambers is active and the forced mode: both pairs of chambers are active, is carried out within one revolution of the rotor without stopping the engine.

69. The method according to claim 67, characterized in that in order to obtain maximum torque with reduced fuel consumption, the rotor speed is forcibly limited at a low level using a fluid coupling, a torque converter, or an electric transmission of a series hybrid, using the property of the engine to maintain a virtually constant torque over a wide range of revolutions, including from 1,500 to 8,500 rpm.

70. A modular power plant, characterized in that it consists of N-identical sections of a rotary vane engine according to any of paragraphs 1-44, where N≥1, installed on a common shaft in a series-in-line or parallel configuration, including with power summation through a planetary gearbox, with the ability to independently turn on and off individual sections and / or individual pairs of chambers within sections for stepwise or smooth power regulation without stopping the entire plant and ensuring “hot” backup in the event of failure of part of the sections.

71. The installation according to paragraph 70, characterized in that a fluid coupling or hydraulic transformer is installed between the engine and the power consumer to dampen torsional vibrations, protect the gearbox from shock loads and ensure smooth starting.

72. The installation according to paragraph 70, characterized in that it is made according to a series hybrid scheme, in which a rotary vane engine drives an electric generator, operating at the optimal efficiency point, and the thrust on the output shaft is provided by an electric motor.

73. A rotary vane internal combustion engine according to claim 1, characterized in that the expansion of the detonation products is carried out without the use of Laval nozzles and jet thrust, while the useful work is performed solely due to the shock pulse of the detonation wave on the profiled - concave elliptical blade and the subsequent quasi-static expansion of gases in the secondary afterburning chamber; the reflective cavities in this case operate as reflectors, directing the flow of expanding gases back onto the blade; the engine can be designed as either a single-stroke or a two-stroke scheme with an appropriate number of shut-off and displacing rollers.

74. A hydropneumatic self-oscillating resonant mechanism for driving the shut-off elements of a rotary machine, comprising at least one control valve, at least one return spring and at least two connecting strips kinematically connected to the shut-off elements, characterized in that: a) the connecting strips are made in the form of I-beams and are installed telescopically relative to each other according to the “pipe-pin” type, forming a single movable unit, divided into two isolated hydraulic zones - upper and lower; b) in each hydraulic zone a spring-loaded control valve is installed, recessed into the body of the blade or housing and interacting with the corresponding I-beam; c) the mechanism is designed with the ability to operate in a self-oscillating resonant mode, in which a short-term hydraulic pulse supplied to one of the hydraulic zones causes the control valve to be depressed, the return spring to be compressed, and the first bar with the locking elements to be moved to the first extreme position; d) the main return element is a compressed return spring, which, after the hydraulic impulse is removed, pushes the control valve and the bar back; auxiliary factors that facilitate the return are: (i) the formation of cavitation bubbles in the first hydrozone, locally reducing the pressure and facilitating the return stroke of the spring; (ii) a pulsed reduction in pressure in the first hydrozone through a throttle channel or an additional unloading piston, synchronized with the end of the hydropulse; d) during the reverse movement of the first bar, a vacuum is created in the telescopic pipe-pin connection - a pneumatic discharge, which is transmitted to the second hydrozone and additionally facilitates, but is not the main one, the movement of the second bar with the locking elements to the opposite extreme position; e) the cycle is repeated when a hydraulic impulse is supplied to the second hydrozone, whereby the bars and locking elements move in antiphase, and the energy stored in the compressed spring is recuperated into the kinetic energy of the movement of the bars; g) when the frequency of the supplied hydraulic impulses is matched with the natural frequency of the mechanical oscillatory system: the mass of the bars and locking elements + the stiffness of the springs + the hydraulic elasticity of the liquid, the mechanism enters into parametric resonance, ensuring the maximum amplitude of movement of the locking elements with minimal energy expenditure on the hydraulic impulse; c) the mechanism has the property of automatic adjustment: when the frequency of hydraulic pulses changes, for example, when the engine speed changes, the system automatically adjusts to the new frequency, since its natural frequency is within the operating range; i) local pressure fluctuations created by cavitation and throttle discharge in hydrozones do not have a significant effect on the dynamics of the massive rotor, which functions as a hydraulic flywheel, and are damped by the rotor mass itself.

75. The mechanism according to paragraph 74, characterized in that it is used to drive the damper valves of the rotary vane motor according to paragraphs 1-73.

76. The mechanism according to item 74, characterized in that in the super-force mode, the rigid kinematic connection between the bars of the upper and lower hydrozones is broken, and each hydrozone with the corresponding set of locking elements is controlled independently with a phase shift of 90°.

77. The mechanism according to paragraph 74, characterized in that, in order to prevent cavitation erosion, the internal surfaces of the hydrozones in contact with the liquid are made of wear-resistant materials - stainless steel, titanium alloy, or have a protective ceramic coating.