Concentric circle rotor type internal combustion engine and design method thereof

Abstract

The invention provides a concentric circle rotor type internal combustion engine and a design method thereof. One or more air cylinders are arranged on the peripheral side of the rotor shell, a main oil sprayer and a spark plug are arranged in each air cylinder, and a transition air channel is arranged between each air cylinder and the rotor chamber; the rotor is arranged in the rotor chamber; the air inlet channel is arranged on the air cylinder and is used for introducing compressed air into the air cylinder; the fuel cylinder is arranged on the rotor shell and communicates with the transition air channel, and an auxiliary fuel injector is arranged in the fuel cylinder; the transition valve is arranged on the side, close to the air cylinder, of the communicating portion of the transition air channel and the rotor shell. When the transition valve is closed, the combustion chamber is divided into an ignition cylinder and a main combustion space, fuel is constantly supplied in the ignition cylinder according to theoretical mixed gas, fuel is supplied in the main combustion space according to lean mixed gas, and the fuel quantity changes along with working conditions. Various fuels can be used, ignition is stable, the multi-rotor type can achieve torque superposition, the anti-overturning performance is improved, and high power and low oil consumption are achieved under the condition that the height is not increased and the rotating speed of an original single rotor is not changed.

Description

Technical Field

[0001] The present application relates to the technical field of internal combustion engines, and in particular to a concentric rotor internal combustion engine and a design method thereof. Background Art

[0002] An internal combustion engine is a power device that converts chemical energy directly into mechanical energy through fuel combustion. It is widely used in automobiles, ships, generators, and other fields. The basic operating principle of an internal combustion engine is that fuel and air are mixed and then burned in the cylinder through ignition (or compression combustion). This generates high-temperature, high-pressure gas that pushes the piston or rotor to produce work, thereby converting the energy released by combustion into mechanical energy.

[0003] Common internal combustion engine types in the related art include triangular rotor internal combustion engines and reciprocating piston internal combustion engines. Triangular rotor internal combustion engines are compact, lightweight, have fewer components, a low center of gravity, low vibration, and low engine noise. On average, one rotation of the eccentric shaft completes a cycle through four processes: intake, compression, combustion, expansion, and exhaust, equivalent to a four-stroke internal combustion engine. Triangular rotor internal combustion engines offer advantages such as light weight, compact size, and high speed. In the above-mentioned related technologies, in the triangular rotor internal combustion engine, the eccentric rotor shaft of the rotor must be equipped with an internal gear to transmit kinetic energy, resulting in energy conversion losses; and the triangular rotor rotates on the rotor chamber profile of the double arc long short amplitude circle epicycloid, with a non-concentric motion trajectory, and the rotation direction of the radial sealing plate constantly changes, which is a line contact rather than a surface contact, causing the radial sealing plate to easily wear and poor sealing performance between the rotor cavities, resulting in increased fuel consumption and low energy conversion efficiency. Summary of the Invention

[0004] In order to reduce the energy loss of a rotor-type internal combustion engine, the present application provides a concentric rotor-type internal combustion engine and a design method thereof.

[0005] The concentric rotor internal combustion engine provided by the present invention adopts the following technical solution: A concentric rotor type internal combustion engine, comprising: A rotor housing having a cylindrical rotor chamber disposed therein; The cylinder is provided with a single or multiple cylinders on the circumference of the rotor shell, and is equipped with a main injector and a spark plug inside. A transition air channel is provided on its side and extends toward the rotor shell to communicate with the rotor chamber; a rotor disposed in the rotor chamber, comprising a rotor shaft and one or more rotor blades disposed circumferentially of the rotor shaft, wherein a force-bearing plane perpendicular to a tangent line of a cross-sectional circle of the rotor chamber is disposed on a leeward side of the rotor blade; the rotor shaft is rotatably connected to the rotor housing and is coaxially disposed with the rotor chamber; An air intake duct is provided on the cylinder and is used to introduce compressed air into the cylinder. The cylinder is provided with an air intake valve on a side of the air intake duct close to the cylinder; The rotor end surface is flat and has clearance fit with the rotor chamber end surface; The longitudinal sections of the gas cylinder and the fuel cylinder are both rounded rectangles and their center lines are parallel to the axis of the rotor shell; A fuel cylinder is provided on the side of the rotor shell and is connected to the transition air duct and the connecting portion of the rotor shell, and an auxiliary fuel injector is provided on the end cover of the fuel cylinder away from the connecting portion of the transition air duct and the rotor shell; A transition valve is provided on a side of the connecting portion between the transition air passage and the rotor housing close to the cylinder; An exhaust duct is provided on the side wall of the rotor housing and is used to exhaust the rotor chamber to the outside. The number of the exhaust ducts is the same as the number of the cylinders. The rotor housing is provided with an exhaust valve at the exhaust duct. A fuel supply system for supplying fuel to the main injectors and auxiliary injectors; an ignition system for controlling a spark plug to ignite the mixture of fuel and compressed air in the cylinder; and Electronic control system, used to control the start and stop of the intake valve, exhaust valve, fuel supply system and ignition system; Among them, the rotor divides the rotor chamber into one or more (more than two) equally divided rotor cavities with the same number as the rotor wings. The cylinder and the fuel cylinder, as well as the rotor cavities corresponding to the connecting part of the transition air duct and the rotor shell together form a combustion chamber. The electronic control system cooperates with the rotor operation by controlling the start and stop of the intake valve, fuel system, ignition system and exhaust valve.

[0006] Furthermore, based on the number of cylinders and rotor cavities, concentric rotor internal combustion engines are divided into: single-cylinder single-cavity concentric rotor internal combustion engines, single-cylinder multi-cavity concentric rotor internal combustion engines, and multi-cylinder multi-cavity concentric rotor internal combustion engines.

[0007] In the single-cylinder single-chamber concentric rotor internal combustion engine, the number of cylinders, fuel cylinders, intake ducts, rotor cavities, and the number of airflow inlet and outlet channels on the side of the rotor shell are all 1 (φ = E = 1); In the single-cylinder multi-cavity concentric rotor internal combustion engine, the number of groups φ of the cylinder, fuel cylinder, intake duct, and air flow inlet and outlet channels on the side of the rotor shell is 1, and the number of rotor cavities E is greater than or equal to 2 (φ=1, E≥2), preferably ranging from 2 to 10, and optimally ranging from 2 to 7; In the multi-cylinder multi-cavity concentric rotor internal combustion engine, the number φ of the cylinders, fuel cylinders, intake ducts, and air flow inlet and outlet channel groups on the side of the rotor shell is the same as the number E of the rotor cavities, and is greater than or equal to 2 (φ=E≥2), the preferred value range is 2 to 10, and the optimal value is 2 to 7; the central angle corresponding to the normal of adjacent rotor wings is set to ω, ω is the bisection value of 360° corresponding to the number of rotor wings or rotor cavities E (ω=360° / E), for the single-cylinder single-cavity concentric rotor internal combustion engine, the value range of θ is ω / 8 to ω / 4; for the single-cylinder multi-cavity concentric rotor internal combustion engine, the value range of θ is ω / 4 to ω / 2; for the multi-cylinder multi-cavity concentric rotor internal combustion engine, the value range of θ is ω / 8 to ω / 4.

[0008] Furthermore, according to the classification of the number of rotors, concentric rotor internal combustion engines are divided into single-rotor and multi-rotor concentric rotor internal combustion engines. The multi-rotor concentric rotor internal combustion engine is based on the single-rotor concentric rotor internal combustion engine, and is composed of multiple single-rotor concentric rotor internal combustion engines of the same model arranged side by side with a linkage assembly, wherein the multiple rotor shafts are arranged in the same horizontal plane, the rotor shafts of the multiple rotors are parallel to each other, and the two adjacent rotors are arranged head to tail in opposite directions, and the multiple rotor shafts at the same end of the engine are provided with a linkage assembly for linking the multiple rotor shafts, and power is output outward from the rotor shafts.

[0009] Furthermore, in the multi-rotor concentric rotor internal combustion engine, the rotors are set to an even number, and two adjacent rotors are arranged in opposite directions head to tail, and the relative positions of the end faces of the two adjacent rotors are mirror-symmetrical. The linkage assembly includes multiple herringbone gears of the same size, which are coaxially fixedly connected to multiple rotor shafts of the same number. The multiple rotors rotate synchronously in the same process at the same time, the rotation directions of the two adjacent rotors are opposite, and the two adjacent herringbone gears are meshed.

[0010] Furthermore, the intake duct is located on a side of the cylinder away from the rotor housing and away from an end of the transition duct. The transition air duct is located on the side of one end of the cylinder. The center line of the transition air duct and the connecting part of the rotor shell is parallel to the tangent of the cylinder and the tangent or secant of the rotor chamber. The direction of the air flow entering the rotor chamber is inclined along the direction of rotation of the rotor and points to the force plane adjacent to the rotor wing.

[0011] The exhaust duct is located at one end of the rotor shell away from the transition air duct and the rotor shell connecting portion, and the center line of the exhaust duct is inclined forward in the direction of rotor rotation and points to the windward surface adjacent to the rotor blade.

[0012] Furthermore, the spark plug is arranged at one end of the cylinder close to the intake duct, and the main injector is arranged at one end of the cylinder away from the intake duct.

[0013] Furthermore, both ends of the rotor shaft protrude from the rotor shell, one end of the rotor shaft is equipped with a pulley, a balancing weight and a drive wheel for driving accessories; the other end of the rotor shaft is equipped with a flywheel with a balancing weight, a gear ring, a position sensor and an ignition timing mark of the rotor cavity.

[0014] Furthermore, the fuel provided by the fuel supply system includes any one of hydrogen fuel, water (a water hydrogen production device is required), natural gas, gasoline, methanol, diesel, kerosene, heavy oil, hydrogen oil or biofuel, or two of them with good compatibility.

[0015] Furthermore, when the rotor completes a working cycle, the central angle of rotation of the rotor in the intake process and the exhaust process is the same, and is equal to the central angle θ of the transition air duct in a group of air flow inlet and outlet channels on the side of the rotor shell and the rotor shell connecting part adjacent to the exhaust duct behind the rotor rotation direction.

[0016] The present application also provides a design method for the concentric rotor internal combustion engine, comprising the following steps: S1. Determine the type of internal combustion engine based on the operating environment; Among them, when the internal combustion engine is used in a low-speed environment, a single-cylinder single-cavity concentric rotor type internal combustion engine and a multi-rotor single-cylinder single-cavity concentric rotor type internal combustion engine are used; when the internal combustion engine is used in a high-speed environment, a single-cylinder multi-cavity or multi-cylinder multi-cavity concentric rotor type internal combustion engine and a multi-rotor single-cylinder multi-cavity concentric rotor type internal combustion engine and a multi-rotor multi-cylinder multi-cavity concentric rotor type internal combustion engine are used; When torque needs to be increased, if the ambient space is high enough, a single-rotor internal combustion engine is used, and the size of the rotor housing, rotor, and cylinder is increased. If the ambient space is high enough, a multi-rotor concentric rotor internal combustion engine is used; In the same model, the volumes of a single fuel cylinder, a single air cylinder, and a single rotor cavity within the rotor chamber increase sequentially, and the cross-sections of the air inlet duct, transition air duct, rotor shell connecting portion, fuel air duct, and exhaust duct are all rounded rectangles, each of which has a pair of parallel sides parallel to the axis of the rotor shell. S2. Determine the number of rotor blades and cylinders based on the type of internal combustion engine; Among them, the single-cylinder concentric rotor internal combustion engine has one cylinder and the number of rotor wings ranges from one to ten; the multi-cylinder concentric rotor internal combustion engine has the same number of cylinders as the number of rotor wings, ranging from two to ten; S3. Based on the number of rotor blades and cylinders, determine the values of the central angles corresponding to the normals of adjacent rotor blades, the values of the central angles corresponding to a single rotor blade, and the central angles of the transition air duct and the connecting portion of the rotor shell adjacent to the exhaust duct behind the rotor rotation direction.

[0017] Furthermore, the value of the central angle ω corresponding to the normal line of the adjacent rotor blades is set to be the equal value of the number of rotor blades E corresponding to 360°, and the functional relationship is ω=360°÷E.

[0018] Among them, in a single-cylinder concentric rotor internal combustion engine, the central angle corresponding to the rotor blade of the single-cylinder single-chamber concentric rotor internal combustion engine, and the central angle between the transition air duct and the rotor shell connecting portion and the exhaust duct behind the rotor rotation direction are preferably in the range of ω / 8 to ω / 4; The central angle of the rotor blade of a single-cylinder multi-chamber concentric rotor internal combustion engine, as well as the central angle of the transition air duct and the rotor housing connecting portion adjacent to the exhaust duct behind the rotor in the direction of rotation, are preferably in the range of ω / 4 to ω / 2; In a multi-cylinder concentric rotor internal combustion engine, the preferred range of the central angle of the rotor blade corresponding to the multi-cylinder multi-chamber concentric rotor internal combustion engine is ω / 4 to ω / 2, and the preferred range of the central angle of the transition air duct and the rotor housing connecting portion adjacent to the exhaust duct behind the rotor in the direction of rotation is ω / 8 to ω / 4; Furthermore, the central angle between the transition air duct and the connecting portion of the rotor housing and the exhaust duct behind the rotor in the direction of rotation is θ. Therefore, for each set of airflow inlet and outlet channels on the side of the rotor housing, there are a number of airflow inlet and outlet channels φ on the side of the rotor housing, which is the same as the number of cylinders. The number of airflow inlet and outlet channels are arranged in the same order on the side of the rotor housing. The central angles of the circles corresponding to and adjacent to each other are 360°, which is equal to the number of rotor cavities E (360° / E). That is, the central angles of the circles adjacent to the transition air duct and the connecting portion of the rotor housing, and to the transition air duct and the connecting portion of the rotor housing, and to the exhaust ducts are all 360°, which is equal to the number of rotor cavities (360° / E). When the average central angle of rotation of the rotor is 360°, which corresponds to the equal-divided value (360° / φ) of the number of airflow inlet and outlet channel groups on the side of the rotor shell, after the three processes of intake, power generation, and exhaust, the central angles of rotation of the rotor are θ, Q, and θ respectively, completing a number of working cycles equal to the number of rotor cavities E, and the number of power generation times is equal to the number of rotor cavities E, where Q = 360° / φ - θ - θ.

[0019] In summary, the concentric rotor internal combustion engine of the present application has at least one of the following beneficial technical effects: 1. The present application scheme arranges a cylinder on the circumferential side of the rotor shell, introduces compressed air for boosting through the intake duct, and injects fuel into the cylinder through the main injector of the fuel supply system, which is ignited through the ignition system, so that the fuel entering the rotor chamber burns to release energy, driving the rotor to rotate. The rotor shaft always rotates coaxially. Compared with the triangular rotor internal combustion engine, the rotor shaft of the present application scheme can be directly used as the output shaft, which can effectively reduce energy loss. Moreover, the rotor that rotates coaxially has less vibration and better smoothness than the eccentrically rotating rotor. The volume of the cylinder, fuel cylinder, rotor chamber, and rotor cavity is constant, and the fuel is burned at equal volume in the combustion chamber, and the combustion is sufficient, thereby effectively solving the problem of high fuel consumption of the rotor internal combustion engine.

[0020] 2. The present application sets up a fuel cylinder and an auxiliary fuel injector as a relay station for the fire source, which helps the flame to further develop toward the rotor cavity, ensures that the main combustion space is supplied with fuel according to the lean mixture, and the fuel amount changes with the working conditions, so that the combustion is more complete, and fuel can be saved, further reducing the fuel consumption of the internal combustion engine, and at the same time reducing emissions; on the other hand, it can ensure that the cylinder is constantly supplied with fuel according to the theoretical mixture under any working conditions, and the flame production is stable and reliable, and the flame propagates to the main combustion space and ignites the combustible lean mixture in the main combustion space, and the fuel cylinder assists combustion to provide more guarantees for ignition, and the rotor cavity is a lean or ultra-lean mixture, so that the strong combustion vortex already formed in the cylinder is buffered as the rotor cavity moves forward circumferentially and the rotor cavity rotates forward unidirectionally during the power process, so that the impact force generated by the combustion process in the rotor cavity is released and softened, the air is fully utilized, and the noise is reduced. Moreover, the rapidly flowing fluid in the cylinder, fuel cylinder, and air passage carries fuel that may not be fully burned, which is further fully mixed and burned in the rotor cavity. After the fuel is exhausted and the work process is completed, the rotor cavity is connected to the exhaust duct located in front of the rotor's rotation direction to discharge exhaust gas, making the exhaust gas discharged as cleanly as possible, thereby further reducing fuel consumption. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 This is a schematic diagram of the cross-sectional structure of a single-cylinder, single-chamber concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 2This is a schematic diagram of the cross-sectional structure of a single-cylinder, dual-chamber, concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 3 This is a schematic diagram of the cross-sectional structure of a two-cylinder, two-chamber, concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 4 This is a schematic diagram of the cross-sectional structure of a three-cylinder, three-chamber concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 5 This is a schematic diagram of the cross-sectional structure of a four-cylinder, four-chamber concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 6 This is a schematic diagram of the cross-sectional structure of a five-cylinder, five-chamber concentric rotor internal combustion engine, where (a), (b), and (c) are schematic diagrams of the intake, power, and exhaust states, respectively; Figure 7 It is a schematic diagram of an axial cross section of a single-cylinder, single-chamber, concentric rotor internal combustion engine; Figure 8 It is a schematic diagram of an axial cross section of a two-cylinder, two-chamber, concentric rotor internal combustion engine; Figure 9 It is a top view schematic diagram of the arrangement of a multi-rotor concentric rotor internal combustion engine.

[0023] Figure numerals: 1. rotor housing; 2. cylinder; 3. rotor shaft; 4. rotor wing; 5. intake duct; 6. exhaust duct; 7. transition duct; 8. transition valve; 9. fuel cylinder; 10. main injector; 11. spark plug; 12. auxiliary injector; 13. herringbone gear. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of the present invention more clear, the technical solutions of the present invention will be clearly and completely described below in conjunction with the accompanying drawings of the present invention.

[0025] The present application embodiment discloses a concentric rotor type internal combustion engine, please refer to Figures 1 to 6 It includes a rotor case 1, a cylinder 2, a rotor, an intake duct 5, an exhaust duct 6, a transition duct 7 and a rotor case connecting part, a fuel cylinder 9, a fuel supply system, an ignition system and an electronic control system.

[0026] The rotor housing 1 includes a shell and front and rear end covers provided at both ends of the shell. The shell and the front and rear end covers form a cylindrical rotor chamber.

[0027] Cylinder 2, also known as the ignition cylinder, includes a cylinder body and front and rear cylinder covers, and is arranged on the side wall of the rotor shell 1. A cavity with a rounded rectangular longitudinal section is provided inside the cylinder 2, and the volume of a single cylinder 2 is smaller than the volume of a single rotor cavity. Cylinder 2 is provided with a single or multiple circumferential sides of the rotor shell 1, and the cylinder 2 and the rotor shell 1 are formed into an integrated structure by an integral centrifugal casting method or laser 3D printing incremental manufacturing technology. The interior of the cylinder 2 is connected to the rotor chamber through a transition air duct 7 and a rotor shell connecting part; a main injector 10 and a spark plug 11 are provided inside the cylinder 2.

[0028] The rotor is arranged in the rotor chamber, and the rotor includes a rotor shaft 3 and a rotor wing 4. The rotor shaft 3 is rotatably connected to the rotor shell 1 and is coaxially arranged with the rotor chamber. The rotor wing 4 is divided into a windward surface, a side surface and a leeward surface along the direction of rotor rotation in the rotor cavity. The windward surface is a streamlined smooth arc surface to reduce the resistance to rotation. The side surface is an arc surface and is adjacent to the inner wall of the rotor shell 1 with a clearance fit. The leeward surface is a plane also called a force plane perpendicular to the tangent of the rotor chamber circle. The rotor wing 4 has an axial width equal to the thickness of the rotor chamber and has a clearance fit with the rotor chamber. The transition air passage 7 is located on the side of one end of the cylinder 2 , and the transition air passage 7 extends toward the rotor shell to connect with the rotor chamber, forming a connecting portion between the transition air passage 7 and the rotor shell.

[0029] One or more rotor wings 4 are provided, fixed to the circumference of the rotor shaft 3 and fitted with a clearance between the inner wall of the rotor chamber. The two end faces of the rotor wings 4 are flat and fit with the end faces of the rotor chamber. The rotor divides the rotor chamber into one or more (or more than two) equally divided rotor cavities. The number E of rotor cavities is the same as the number of rotor wings 4. The cylinder 2, fuel cylinder 9, and the corresponding rotor cavities connected to the transition air duct together form the combustion chamber. Among them, when cylinder 2 is provided with a single, the air flow inlet and outlet channels on the side of the rotor shell are a group, and there are multiple rotor cavities (φ=1, E≥2), it becomes a single-cylinder multi-cavity concentric rotor internal combustion engine. In order to avoid air leakage between adjacent rotor cavities affecting the work efficiency, the working surfaces adjacent to the rotor and the rotor chamber, that is, the end faces and sides of the rotor, need to be provided with seals. The seals include a combination of oil seals and gas seals.

[0030] When cylinder 2 has a single rotor cavity and a single set of airflow inlet and outlet channels on the side of the rotor shell (φ = E = 1), it becomes a single-cylinder, single-cavity concentric rotor internal combustion engine, with only one rotor cavity and excellent sealing performance. When cylinder 2 has multiple (or more) rotor cavities (E ≥ 2), and the number of these cavities is equal to the number of groups of airflow inlet and outlet channels on the side of the rotor shell (φ = E ≥ 2), it becomes a multi-cylinder, multi-cavity concentric rotor internal combustion engine. These multiple rotor cavities simultaneously and synchronously undergo the same intake, power, and exhaust processes, each completing a working cycle with equal instantaneous air pressure, achieving dynamic balance. In these two types of concentric rotor internal combustion engines, the working surfaces adjacent to the rotor chamber do not require seals.

[0031] The fuel cylinder 9 is arranged between the cylinder 2 and the side of the rotor shell 1 and is located on one side of the connecting portion between the transition air duct 7 and the rotor shell. Figure 7 and Figure 8 As shown, the longitudinal section of the cavity in the fuel cylinder 9 is a rounded rectangle, which is connected to the transition air duct 7 and the rotor shell connecting part through the fuel air duct, and the center line of the fuel air duct is parallel to the tangent of the cross-sectional circle of the fuel cylinder 9; an auxiliary injector 12 is provided at one end of the fuel cylinder 9 away from the transition air duct 7 and the rotor shell connecting part. The auxiliary injector 12 is controlled by an electronic control system and supplies fuel to the main combustion space according to the total lean mixture. The amount of fuel varies with the working conditions.

[0032] The transition valve 8 can be a ball valve or a needle valve. The transition valve 8 is arranged on the side of the transition air duct 7 and the rotor shell connecting part close to the cylinder 2; when the transition valve 8 is closed, the transition valve 8 separates the combustion chamber into the ignition chamber (cylinder 2) and the main combustion space; the main combustion space is the partial cavity of the combustion chamber behind the transition valve 8 related to the cylinder 2 except for the cylinder 2, including the transition air duct 7 and the rotor shell connecting part, and the corresponding connected fuel cylinder 9 and the rotor cavity.

[0033] The intake duct 5 is located on the side of the cylinder 2 away from the connecting portion between the transition duct 7 and the rotor housing and away from the rotor housing 1. That is, the intake duct 5 and the connecting portion between the transition duct 7 and the rotor housing are arranged on the side of the cylinder 2 at two opposite ends. The centerline of the intake duct 5 is parallel to the tangent of the cross-sectional circle of the cylinder 2. In addition, the direction of the airflow from the intake duct 5 into the cylinder is arranged in the clockwise vortex direction of the fluid in the cylinder. Furthermore, the transition air passage 7 and the connecting portion of the rotor housing are tangential air passages of the cylinder 2, and the center lines thereof are parallel to the tangent or secant line of the cross-sectional circle of the rotor chamber, and the direction of the air flow between the transition air passage 7 and the connecting portion of the rotor housing and into the rotor chamber is inclined along the rotation direction of the rotor and points to the force-bearing plane adjacent to the rotor blade; The exhaust duct 6 is located on the side of the rotor shell 1 away from the transition air duct 7 and the rotor shell connecting part, so that the distance between the intake duct 5, the transition air duct 7 and the rotor shell connecting part, and the exhaust duct 6 is maximized, and there is no overlap between the intake and exhaust, so that the intake is sufficient and the exhaust is as clean as possible.

[0034] The intake duct 5 and the connecting part of the transition duct 7 and the rotor shell are arranged on the two opposite end sides of the cylinder 2, so that the fluid in the cylinder 2 quickly forms a clockwise vortex under the drive of the compressed air introduced into the intake duct 5, and enters the connecting part of the transition duct 7 and the rotor shell along the tangent of the cylinder 2, so that the direction of the air flow flowing into the rotor chamber is inclined along the direction of rotor rotation and points to the force plane adjacent to the rotor wing 4, so that the impact force of the air flow directly acts on the force plane to push the rotor wing 4 to rotate. The center line of the fuel air duct of the fuel cylinder 9 is parallel to the tangent of the cross-section circle of the fuel cylinder 9, and the cross-section of the fuel air duct is a rounded rectangle, which is convenient for the flame in the fuel cylinder 9 to form a vortex after the auxiliary injector 12 sprays the mist fuel, and forms a tumble in the fuel air duct to promote the rapid flow of airflow, which is beneficial to the full combustion of the fuel.

[0035] In order to facilitate the rotation of the rotor wings 4, the direction of the airflow entering the rotor chamber from the transition air duct 7 and the rotor shell connecting part is inclined along the direction of rotor rotation and points to the adjacent force plane, which is conducive to accelerating the forward flow speed of the fluid, so that the airflow entering the rotor chamber from the transition air duct 7 and the rotor shell connecting part can drive the rotor wings 4 to rotate, and help the ignited fuel to release energy from the inside of the cylinder 2 to the rotor wings 4 in the rotor chamber, thereby improving the efficiency of driving the rotor wings 4 to rotate, and can also accelerate the mixing of fuel and gas, the propagation speed of the flame, improve combustion, improve fuel economy, accelerate the cooling of the cavity and the discharge speed of the exhaust gas after work, and make it easy to remove residues when the fluid flows rapidly and not easy to adhere.

[0036] Moreover, the air intake duct 5 is used to introduce fresh compressed air into the cylinder 2, to pressurize the cylinder 2 and the corresponding connected rotor cavity, and to provide the oxygen required for combustion. The compressed air in the air intake duct 5 can be supplied by an air compressor. For example, mobile internal combustion engines such as automobiles and ships need to be equipped with an air compressor on the front end side of the rotor shaft 3 for gear or sprocket drive. It can also be supplied by a fixed air source. For example, a fixed internal combustion engine used in a factory can be directly connected to a compressed air pipeline for air supply.

[0037] In addition, refer to Figure 7 and Figure 8The exhaust duct 6 is located on the sidewall of the rotor housing 1 and is used to exhaust air from the rotor chamber. The number of exhaust ducts 6 is the same as the number of cylinders 2. The rotor housing 1 is equipped with an exhaust valve at the exhaust duct 6. The intake duct 5 is equipped with an intake valve, and a transition valve is located on the side of the transition duct 7 and the rotor housing connecting portion near the cylinder. The exhaust valve, intake valve, and transition valve are all solenoid valves controlled by an electronic control system. They open when the circuit is connected and automatically close when the circuit is disconnected by a spring. The exhaust valve and intake valve are each connected to the outside through their own air pipes. When the transition valve is closed, it divides the combustion chamber into the pilot cylinder (cylinder 2) and the main combustion space. The main combustion space includes the fuel cylinder 9 and the rotor chamber connected to the transition duct 7 and the rotor housing connecting portion, excluding cylinder 2.

[0038] The center line of the exhaust duct 6 is parallel to the tangent or secant line of the rotor chamber, and is inclined toward the front of the rotor rotation direction and points to the windward surface of the adjacent rotor blade 4 to facilitate rapid exhaust of the exhaust gas. Figures 1 to 6 As shown in , the exhaust duct 6 conforms to the flow direction of the exhaust gas, which can improve the exhaust gas emission efficiency and improve the cleanliness of the exhaust gas emission.

[0039] The fuel supply system mainly consists of a fuel tank, a fuel filter, a fuel pump, an electronically controlled pressure-accumulating common rail fuel system, various actuators of the electronic control unit (ECU), and a fuel preheating device when using heavy fuel oil. It is used to supply fuel to the combustion chamber according to the total lean mixture during the power generation process to the main injector 10 in cylinder 2 and the auxiliary injector 12 in fuel cylinder 9.

[0040] Specifically, the main injector 10 supplies fuel in the cylinder 2 according to the theoretical mixture, the air-fuel ratio is constant and does not change with the working conditions, and the fuel injection and ignition are carried out simultaneously, plus the compressed air already charged during the intake process, which is equivalent to compression ignition plus ignition double ignition, producing a stable and reliable flame, providing a fire source for the main combustion space.

[0041] The fuel cylinder 9 and the rotor cavity connected by the transition air duct 7 and the rotor shell connecting part are combined into a main combustion space. In the idle state, the auxiliary injector 12 supplies fuel to the main combustion space according to the lean mixture with the lowest concentration that can be ignited by the flame of the cylinder 2. The amount of fuel varies with the working conditions.

[0042] There are two types of fuel supply: When using the same fuel, the main injector 10 constantly supplies fuel to cylinder 2 according to the theoretical mixture, while the auxiliary injector 12 supplies fuel to the main combustion chamber according to a lean mixture, with the fuel amount varying with operating conditions. When using two or more highly miscible fuels, the main injector 10 constantly supplies one or both highly miscible fuels to cylinder 2 according to the theoretical mixture, while the auxiliary injector 12 supplies another or both highly miscible fuels to the main combustion chamber according to a lean mixture, with the fuel amount varying with operating conditions. The ignition system is configured to simultaneously control the spark plug 11 to ignite the mixture in cylinder 2 while the main injector 10 injects fuel. The duration of ignition is determined by the combustion properties of the fuel; for example, the ignition duration for diesel and heavy fuel oil can be close to the end of fuel injection. Since the fuel injection and ignition are carried out simultaneously, the mixture concentration around the spark plug 11 in the cylinder 2 is high in a very short moment, and the main combustion space is generally supplied with fuel according to the lean mixture. The mixture concentration in the fuel cylinder 9 is high, and part of the fuel diffuses into the corresponding connected rotor cavity with a low mixture concentration. The concentration of the mixture in the combustion chamber decreases from high to low from the beginning to the end, thus forming an ideal stratified combustion.

[0043] The electronic control system primarily consists of an electronic control unit (ECU), various sensors, actuators, and control circuits connecting these sensors and actuators. It controls engine functions including rotor speed, engine power, fuel, starting, ignition, cooling water flow, lubricating oil flow, and temperature. The electronic control system circuit is electrically connected to the intake and exhaust valves, as well as the ignition device. It receives rotor position signals from rotor position sensors, detects and identifies these signals, and stores the information. It also has self-diagnostic capabilities. Based on the operating principles of the present invention, it performs real-time control and extremely fast calculations to adjust fuel supply, ignition timing, and other parameters, and output commands to maintain the engine in optimal operating condition.

[0044] The operating principle of the concentric rotor internal combustion engine (including all types described above) is as follows: The electronic control system uses the acquired rotor position signal to control the intake valve, fuel injection timing and amount, ignition system, and the start and stop of the transition and exhaust valves, thereby coordinating the rotor operation. When the central angle of the rotor rotation is 360°, which corresponds to the equal division of the number of airflow inlet and outlet channels φ on the side of the rotor housing 1 (360° / φ), through the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ, Q, and θ, respectively (where Q = 360° / φ - θ - θ, where θ is the central angle between the transition channel in a set of airflow inlet and outlet channels on the side of the rotor housing, the rotor housing connecting portion, and the exhaust channel adjacent to the rear of the rotor rotation direction), completing a number of working cycles equal to the number of rotor cavities E, and the number of power generation times equal to the number of rotor cavities E. The torque generated is the resultant force of the expansion pressures exerted on the load-bearing planes of the same number of rotor wings E as the number of rotor cavities E. The instantaneous torque generated is the individual torques generated sequentially by the rotor cavities or the combined torques generated simultaneously by the rotor cavities.

[0045] The three processes of the concentric rotor internal combustion engine: intake, power generation, and exhaust: Intake process, see Figures 1 to 6 Schematic diagram of the intake process from (a) to (b). During the first start-up, the engine is started by the starter (automatically separated after starting), the rotor rotates counterclockwise (in the direction indicated by the arrow in the figure), and the electronic control system controls the intake valve, exhaust valve and transition valve 8 to open (when the engine is in continuous operation, the exhaust valve and transition valve 8 are in the open position and do not need to be opened, the same applies hereinafter). Compressed air enters the cylinder 2 from the intake duct 5 and enters the fuel cylinder 9 and the rotor cavity through the transition duct 7 and the connection between the rotor housing, and scavenges a small amount of residual exhaust gas and discharges it from the exhaust valve (during the intake process, the remaining small amount of exhaust gas is discharged from the exhaust duct 6 adjacent to the connection between the transition duct 7 and the rotor housing in the direction of rotor rotation, the same applies hereinafter). The exhaust valve closes, and the compressed air pressure in the fuel chamber rises rapidly to the preset pressure value of the fuel used (determined according to the properties of the fuel). The intake valve of the intake duct 5, the transition duct 7 and the transition valve 8 of the connection between the rotor housing are closed. During this process, the rotor rotates from position (a) to position (b) in each figure; the central angle of the rotor rotation during this process is θ.

[0046] Work process, reference Figures 1 to 6 In the power process diagrams (b) to (c), the rotor continues to rotate. The electronic control system, based on the rotor position signal, controls the fuel supply to the combustion chamber according to the total lean mixture. Main injector 10 supplies fuel at a constant rate based on the theoretical mixture in cylinder 2. Spark plug 11 ignites simultaneously with main injector 10 injection. Simultaneously, secondary injector 12 sprays atomized fuel into fuel cylinder 9, supplying the main combustion space with a lean mixture at the minimum concentration required for ignition by the cylinder's ignition source. The fuel quantity varies with operating conditions. The atomized fuel diffuses from fuel cylinder 9 through transition duct 7 and the rotor housing connection into the corresponding rotor cavity. Compressed air, matched to the fuel used, is supplied to cylinder 2 at a constant rate based on the theoretical air-fuel ratio. This compressed air, combined with spark plug 11, ignites the fuel, creating a compression-ignition-ignition system that produces a stable and reliable flame.

[0047] After ignition, the transition valve 8 opens. In a very short moment, it is difficult for the fuel to form average combustion in the combustion chamber. The concentration of the mixture in the combustion chamber decreases from high to low from the starting cylinder 2 to the end main combustion space, thereby forming an ideal stratified combustion, which can reduce fuel consumption and improve the fuel's work efficiency; the flame is guided by the transition air duct 7 and the connecting part of the rotor shell, forming a tumble flow in the transition air duct 7 and the connecting part of the rotor shell, and promoting the formation of a clockwise vortex flow in the cylinder 2 to quickly spread to the main combustion space and ignite. The main combustion space is generally supplied with fuel according to the lean mixture, and the fuel cylinder 9 The mixture concentration is higher than that of the connected rotor cavity. The fuel cylinder 9 can help the combustion develop towards the rotor cavity. Similarly, a vortex flow is formed in the fuel cylinder 9, forming a tumble flow in the fuel gas channel, accelerating the flow rate of the fluid, thereby forming a larger range of combustion and generating high temperature. The temperature and pressure in the combustion chamber rise sharply. The force plane of the rotor wing 4 in front of the rotor cavity converts the expansion pressure into torque for the rotor rotation, directly driving the rotor shaft 3 to rotate and do work, and converting thermal energy into mechanical energy. The central angle of the rotor rotation in this process is Q, Q=360° / φ-θ-θ.

[0048] Exhaust process, see Figures 1 to 6 Schematic diagram of the exhaust process from (c) to (a) in the figure. The electronic control system opens the exhaust valve, connecting exhaust duct 6 to the rotor chamber. Most of the exhaust gas in the rotor chamber is discharged out of the rotor housing 1 through exhaust duct 6. (During the exhaust process, most of the exhaust gas is discharged from the adjacent exhaust duct 6 located in front of the rotor in the direction of rotation, located at the connection between transition duct 7 and the rotor housing; the same applies below.) The central angle of the rotor during this process is θ.

[0049] When there are multiple rotor wings 4 and rotor cavities E, the electronic control system can efficiently control the opening and closing of each valve switch, and multiple rotor cavities move circumferentially synchronously with the rotation of the rotor. Compared with mechanical trigger switches such as cams, the electronic control system can save space in the internal combustion engine, effectively increase the upper limit of the number of cylinders 2, fuel cylinders 9, rotor wings 4, and rotor cavities, increase the number of work done by the internal combustion engine per one rotation of the rotor, improve the power-to-weight ratio, and improve the power performance of the internal combustion engine.

[0050] In the concentric rotor internal combustion engine, the volumes of the cylinder 2, the fuel cylinder 9, and the rotor cavity are constant, so that the combustion chamber formed thereby becomes an ideal isochoric combustion; moreover, the air flow inlet and outlet channels of the cylinder 2 and the rotor shell 1 are all arranged on the sides of their two opposite ends, and the air intake duct 5, the transition air duct 7, the rotor shell connecting part, and the exhaust duct 6 are arranged at the maximum distance between each other, and there is no overlap between the air intake and the exhaust, so that the air intake is sufficient and the exhaust is clean, further reducing fuel consumption and improving work efficiency.

[0051] The concentric rotor internal combustion engine can be classified according to the number of cylinders 2, rotor wings 4 and rotor cavities E: single-cylinder single-cavity concentric rotor internal combustion engine (φ=E=1, such as Figure 1As shown), single-cylinder multi-cavity concentric rotor internal combustion engine (φ=1, E≥2, the preferred value range of E is 2 to 10, and the optimal value is 2 to 7, as shown Figure 2 As shown) and multi-cylinder multi-cavity concentric rotor internal combustion engine, φ=E≥2, the preferred value range of E is 2 to 10, and the optimal value is 2 to 7, as shown Figure 3 、 Figure 4 、 Figure 5 and Figure 6 shown. Single-cylinder, multi-chamber concentric rotor internal combustion engines range from single-cylinder, dual-chamber engines to single-cylinder, ten-chamber engines, while multi-cylinder, multi-chamber concentric rotor internal combustion engines range from dual-cylinder, dual-chamber engines to ten-cylinder, ten-chamber engines. Different types of internal combustion engines are determined based on the environment in which they are used and the requirements for achieving different speeds and torques to meet diverse user needs.

[0052] Since the engine needs to meet the conditions of low height, low speed, high torque, low vibration and high stability in the application of equipment such as tugboats and aircraft tractors, and if a single rotor wants to increase the torque, it is necessary to increase the size of the rotor, rotor shell, etc., which is subject to many restrictions such as the height of the environmental space. Therefore, in the embodiment of the present application, multiple single-rotor concentric rotor internal combustion engines of the same model are connected side by side through a linkage assembly, that is, multiple rotor shells 1 and rotors are arranged side by side on the same horizontal plane, the rotation axes of the multiple rotors are parallel, and the multiple rotor shafts 3 are located at the same end outside the rotor shell 1. A linkage assembly for linking the multiple rotor shafts 3 is provided. The linkage assembly can be a gear, a sprocket or a pulley, and power is output to the outside by one or two of the rotor shafts 3.

[0053] In order to arrange multiple rotors of the same model side by side to form a multi-rotor concentric rotor internal combustion engine, the front and rear ends of the two adjacent rotors are placed in opposite positions (that is, at the rear end of the engine, one of the two adjacent rotors that was originally located at the front end of the rotor is swapped and placed at the rear end), so that the relative positions of the end faces of the two adjacent rotors are mirror-symmetrical, and the rotation directions of the two adjacent rotor shafts 3 are opposite (one rotates clockwise and the other rotates counterclockwise).

[0054] Specifically, such as Figure 9As shown, multiple rotors are arranged side by side laterally, and an even number of rotors is optimal. Multiple rotor shafts 3 are arranged in the same horizontal plane and are parallel to each other. The front and rear ends of two adjacent rotors are oppositely arranged, and the rotation directions of the two adjacent rotors are opposite. The relative positions of the end faces of two adjacent rotors are mirror-symmetrical. The linkage assembly includes multiple herringbone gears of the same size and the same number of multiple rotor shafts are coaxially fixedly connected. Two adjacent herringbone gears 13 are meshed and rotate in opposite directions. An even number of rotors corresponds to an even number of herringbone gears 13. Under the premise of not increasing the height and not changing the original single rotor speed, the torque generated by multiple rotors at the same time can be greatly improved to achieve superposition, eliminate the overturning moment generated by the rotation of a single rotor, and further improve the stability of the concentric rotor internal combustion engine during operation.

[0055] Applicable fuels include gasoline, diesel, kerosene, methanol, hydrogen oil, water (requiring a water hydrogen production device), hydrogen, natural gas, and heavy oil (requiring a preheating device). The main injector 10 and auxiliary injector 12 are both electronically controlled high-pressure injectors, and the spark plug 11 is an electronically controlled contactless high-energy pulse electronic ignition device. The main injector 10 and spark plug 11 are respectively located at opposite ends of the cylinder 2. Preferably, the distance between the main injector 10 and the spark plug 11 is equal to or slightly greater than the range of the main injector 10's fuel jet, and the cylinder length is configured accordingly. This facilitates fuel atomization, prevents the spark plug 11 electrode gap from penetrating the center of the main injector 10's jet, and thus reduces contamination of the spark plug 11 by large oil droplets in the jet center. Furthermore, it reduces coking and carbon deposition on the main injector 10's nozzle, facilitates nozzle cooling and heat dissipation, and facilitates simultaneous fuel injection and ignition.

[0056] The main injector 10 is arranged at the end of the cylinder 2 away from the intake duct 5, and the spark plug 11 is arranged at the end of the cylinder 2 close to the intake duct 5. When the fuel in the cylinder 2 is ignited, the fuel in the cylinder 2 passes through the transition duct 7 and the connecting part of the rotor shell from the close to the intake duct 5 to the main combustion space, and the concentration forms stratified combustion from high to low, which is conducive to the full combustion of the fuel, reduces energy consumption, and improves the fuel's work efficiency.

[0057] The rotor shaft 3 protrudes from the rotor housing 1 at both ends. One end of the rotor shaft 3 is equipped with a pulley, a counterweight, and a drive wheel for driving accessories. The other end of the rotor shaft 3 is equipped with a flywheel equipped with a counterweight, a gear ring, and inscribed markings for the rotor's rotational position, which are recognized by sensors. This is where power is output. The rotor's rotational position sensor can be used in conjunction with an electronic control system to transmit injection and ignition timing signals, and the electronic control system precisely controls the start and stop of the intake and transition valves, the fuel system, the ignition system, and the exhaust valves. The flywheel is circumferentially connected to the rotor shaft 3 via a key and locked to the rotor shaft 3 with bolts. During the rotor's power generation process, the flywheel stores a portion of the rotor's kinetic energy, which is used to overcome resistance during the intake and exhaust processes, driving the rotor shaft 3 to complete the intake and exhaust processes. This ensures that the rotor shaft 3's rotational angular velocity and output torque are as uniform as possible, and enables the engine to withstand short-term overloads.

[0058] Furthermore, the oil chamber inside the rotor, which is connected to the rotor shaft axis oil channel, is arranged in the inner ring area of the rotor wing close to the rotor shaft, so that the mass of the rotor outer ring is greater than the mass of the inner ring area, so as to increase the rotational inertia and produce a flywheel-like effect to assist the rotation of the rotor.

[0059] The embodiment of the present application further discloses a design method for the concentric rotor type internal combustion engine, comprising the following steps: S1, determining the type of internal combustion engine and the number of rotors, cylinders 2 and rotor chambers according to the use environment; S2. Determine the values of the central angles corresponding to the normals of adjacent rotor blades 4 according to the number of rotor blades 4; S3. Determine the value of the central angle corresponding to the rotor blade 4, as well as the central angle corresponding to the normal of the connecting portion between the transition air duct 7 and the rotor housing and the normal of the adjacent exhaust duct 6 in the rearward direction of the rotor rotation, based on the number of cylinders 2 and rotor blades 4. During S1, when the concentric rotor internal combustion engine is used in a low-speed environment, a single-cylinder, single-chamber concentric rotor internal combustion engine or a multi-rotor, single-cylinder, single-chamber concentric rotor internal combustion engine is used; when the internal combustion engine is used in a high-speed environment, a single-cylinder, multi-chamber or multi-cylinder, multi-chamber concentric rotor internal combustion engine, a multi-rotor, single-cylinder, multi-chamber concentric rotor internal combustion engine, or a multi-rotor, multi-cylinder, multi-chamber concentric rotor internal combustion engine is used. When the torque needs to be increased, if the environmental space height is sufficient, a single-rotor concentric rotor internal combustion engine is used, and the sizes of the rotor case, rotor and cylinder are increased; if the environmental space height is insufficient, a multi-rotor concentric rotor internal combustion engine arranged side by side is used, such as a multi-rotor single-cylinder single-cavity concentric rotor internal combustion engine, a multi-rotor single-cylinder multi-cavity concentric rotor internal combustion engine, and a multi-rotor multi-cylinder multi-cavity concentric rotor internal combustion engine.

[0060] Among them, the single-rotor single-cylinder single-cavity concentric rotor internal combustion engine (φ=E=1) has the characteristics of simple structure, low speed and high torque, and is suitable for ships, etc.

[0061] The single-rotor single-cylinder multi-cavity concentric rotor internal combustion engine (φ=1, E≥2) has the characteristics of greater output power and higher speed compared to a single-rotor single-cylinder single-cavity concentric rotor internal combustion engine, and is suitable for ordinary family cars, etc.

[0062] The single-rotor multi-cylinder multi-cavity concentric rotor internal combustion engine (φ=E≥2) has the characteristics of high speed and high power, high power density and fast response.

[0063] The multi-rotor single-cylinder concentric rotor internal combustion engine utilizes multiple rotors to increase torque, has low height, low speed and high torque, and is suitable for ships, tugboats, aircraft tractors, etc.

[0064] The multi-rotor single-cylinder multi-cavity concentric rotor internal combustion engine has the characteristics of moderate power, high torque, and both high speed and high torque.

[0065] The multi-rotor, multi-cylinder, multi-cavity concentric rotor internal combustion engine has the characteristics of high power density and high torque, and is suitable for extreme demand scenarios, such as speedboats.

[0066] In step S3, the central angle corresponding to the rotor blade 4 of the single-cylinder single-chamber concentric rotor type internal combustion engine, and the central angle between the transition air duct 7, the rotor housing connecting portion, and the exhaust duct 6 at the rear of the rotor rotation direction are preferably in the range of ω / 8 to ω / 4; the central angle corresponding to the rotor blade 4 of the single-cylinder multi-chamber concentric rotor type internal combustion engine, and the central angle between the transition air duct 7, the rotor housing connecting portion, and the exhaust duct 6 at the rear of the rotor rotation direction are preferably in the range of ω / 4 to ω / 2; The preferred value range of the central angle of the rotor blade 4 of the multi-cylinder multi-cavity concentric rotor type internal combustion engine is ω / 4 to ω / 2, and the transition air duct 7 and the rotor shell connecting part are connected to the rear of the rotor in the direction of rotation. The central angle between adjacent circles of the exhaust passages 6 is θ, and the preferred value range of θ is ω / 8 to ω / 4.

[0067] The number of rotor wings 4 is set to E, the central angle corresponding to the maximum width of the rotor wing 4 is β, the central angle corresponding to the rotor cavity is γ, the central angle corresponding to the normal of the adjacent rotor wings 4 is ω, and the central angle between the transition air duct 7 and the connecting part of the rotor shell and the exhaust duct 6 behind the rotor rotation direction is θ.

[0068] In the calculation of the function formula, θ, Q, ω, β, and γ are all expressed in radians. The unit of quantity used for E is individual, and the unit of quantity used for φ is group.

[0069] The central angles of adjacent circles of the airways are all observed along the line connecting the center of the airway opening and the center of the rotor chamber.

[0070] The central angle of rotation of the rotor during both intake and exhaust is the same, and is equal to the central angle θ formed between the transition ducts and the rotor housing connection portion of a set of airflow inlet and outlet channels on the side of the rotor housing and the exhaust duct located behind the rotor in the direction of rotation. Within the same model, the volumes of the fuel cylinder, the air cylinder, and the rotor chamber within the rotor chamber increase in order, and the cross-sections of the intake duct, transition duct, rotor housing connection portion, and exhaust duct are all rounded rectangles, each with a pair of parallel sides parallel to the axis of the rotor housing.

[0071] As shown in Table 1 below, the single-rotor single-cylinder single-cavity concentric rotor internal combustion engine and the single-rotor single-cylinder multi-cavity concentric rotor internal combustion engine are summarized as single-cylinder type, and the single-rotor multi-cylinder multi-cavity concentric rotor internal combustion engine is summarized as multi-cylinder type.

[0072] Table 1 Technical parameters of concentric rotor internal combustion engine

[0073] Take the single-cylinder single-chamber concentric rotor internal combustion engine as an example, the fuel is gasoline or hydrogen fuel, and a turbocharger is configured; if heavy oil fuel is used, a preheating device, a mechanical supercharger, a series of large and small twin turbochargers, and a compressed air storage tank are configured as described above for the single-cylinder single-chamber type. Figure 7 As shown, the spark plug 11 and the main injector 10 are separately arranged on the end covers at both ends of the cylinder 2. The main injector 10 is arranged at the end of the cylinder 2 away from the intake duct 5. The spray direction of the main injector 10 is toward the spark plug 11. The spark plug 11 is arranged at the end of the cylinder 2 close to the intake duct 5.

[0074] As shown in Table 1, the number of airflow inlet and outlet channel groups φ on the side of the rotor shell is the same as the number of cylinders, rotor wings 4, and rotor cavities, which is one (φ=E=1). The central angle corresponding to the normals of adjacent rotor wings 4 is ω=360° / E=360°, which means that the normal of the rotor wing 4 is adjacent to itself, and the central angle subtended by a rotor cavity and the rotor wing 4 is 360°, which can be expressed by the function formula: ω=γ+β=360°.

[0075] Preferred values: during the intake process, the central angle θ of the rotor rotation is ω / 8 to ω / 4, which is 45° to 90°; the central angle γ corresponding to the rotor cavity is (ω-ω / 8) to (ω-ω / 4), which is 315° to 270°, and the central angle β corresponding to the rotor blade 4 is preferably in the range of ω / 8 to ω / 4, which is 45° to 90°; the rotor rotates 360° on average, and after the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ, Q, and θ, respectively, where Q=360° / φ-θ-θ, and θ is ω / 8 to ω / 4, which is 45° to 90°. A cycle is completed, and the power generation is equal to the number of rotor cavities E. The value corresponding to the central angle Q of the rotor rotation during the work process is 270° to 180° (derived from Q=360°-θ-θ: when θ is the minimum ω / 8=45°, Q=360°-θ-θ=270°; when θ is the maximum ω / 4=90°, Q=360°-θ-θ=180°).

[0076] Figure 1 In this embodiment, the central angle β corresponding to the rotor blade 4 is set to 80°, and the central angle γ of the rotor cavity pair is set to ω - β = 360° - 80° = 280°. The central angle θ of the rotor rotation during both intake and exhaust is 90°. The rotor rotates an average of 360°. During the intake, power, and exhaust processes, the central angles of the rotor rotation are 90°, 180°, and 90°, respectively. If θ is set to 90°, Q is 180°.

[0077] The single-cylinder, single-chamber concentric rotor internal combustion engine: when the rotor rotates one circle (360° / φ=360°), the rotor cavity is connected to the transition air duct 7 and the connecting portion of the rotor housing, and the fuel cylinder 9 and cylinder 2 to form a combustion chamber. The combustion chamber is fueled according to the total lean mixture. After the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ (90°), Q (180°), and θ (90°), respectively. After completing one cycle and performing one power generation, the torque generated is the expansion pressure obtained by the force-bearing plane behind the rotor blade 4, which is converted into thrust for the rotor rotation, and the power is directly output outward from the rotating shaft.

[0078] The following is a detailed description of the three working processes of a single-cylinder, single-chamber concentric rotor internal combustion engine: Intake process, such as Figure 1 As shown in (a) to (b), the starter starts (it automatically separates after starting), and the rotor rotates counterclockwise as shown in Figure 1The middle arrow indicates the direction. The electronic control system controls the opening of the intake valve, transition valve 8 and exhaust valve (in the shutdown state, the transition valve 8 and exhaust valve circuit are disconnected and in the closed state; in the continuous working state, they are in the open state and do not need to be opened during the intake process, the same below). The compressed gas enters the cylinder 2 and enters the fuel cylinder 9 and the rotor cavity through the transition air duct 7 and the rotor shell connecting part. The remaining small amount of exhaust gas is swept out from the exhaust duct 6. The exhaust valve is closed, and the pressure of the compressed gas in the combustion chamber quickly rises to a predetermined value (matching the combustion performance of the fuel). The transition valve 8 and the intake valve are closed; the intake process is completed. In theory, this process is the rotor shaft 3 rotating from 0° to 90°, which is equivalent to the rotor from Figure 1 (a) is rotated 90° to reach Figure 1 (b) Position; in this process, the central angle of the rotor rotation is θ which is 90°.

[0079] During the work process, Figure 1 As shown in (b) to (c), the rotor continues to rotate, and the electronic control system controls the main injector 10 to spray atomized fuel into the cylinder 2 at high pressure according to the theoretical mixture. At the same time, the auxiliary injector 12 supplies fuel to the main combustion space according to the lean mixture, forming a rich mixture or theoretical mixture in the fuel cylinder 9, and part of the fuel diffuses into the rotor cavity to form a lean or ultra-lean mixture. At the same time, the spark plug 11 ignites, and the flame is first generated in the cylinder 2, and the transition valve 8 opens; the flame quickly spreads to the fuel cylinder 9 and the rotor cavity through the transition air duct 7 and the rotor shell connection part, forming a larger range of combustion, generating high-temperature expansion, and the temperature and pressure of the gas in the combustion chamber rises sharply. The force plane of the rotor blade 4 obtains expansion pressure, which directly drives the rotor and the rotor shaft 3 to rotate and perform work, converting thermal energy into mechanical energy. In theory, this process is the rotation angle of the rotor shaft 3 from 90° to 270°, which is equivalent to the rotor from Figure 1 (b) position is rotated 180° to reach Figure 1 (c) Position; in this process, the central angle of the rotor rotation is Q, which is 180°.

[0080] During the exhaust process, Figure 1 As shown in (c) to (b), the rotor continues to rotate counterclockwise, the exhaust valve opens, and most of the exhaust gas after work is discharged through the exhaust duct 6 under residual pressure. The rotor continues to rotate counterclockwise, and the exhaust process ends. In theory, this process is the rotor shaft 3 rotating from 270° to 360°, which is equivalent to the rotor from Figure 1 (c) Position rotated 90° to reach Figure 1 (a) Position; in this process, the central angle of the rotor rotation is θ, which is 90°.

[0081] The rotor rotates 360°, going through three processes: intake, power generation, and exhaust, completing a cycle and performing power once; the instantaneous torque generated is the expansion pressure generated by a rotor cavity.

[0082] The rotor continues to rotate counterclockwise, starting the next cycle, and the cycle repeats itself over and over again.

[0083] The single-cylinder, single-chamber concentric rotor internal combustion engine features constant volumes in cylinder 2, the rotor chamber, and the fuel cylinder 9, achieving ideal isochoric combustion. The rotor rotates at relatively large angles during intake, power generation, and exhaust, providing ample power generation time, complete combustion, and strong fuel adaptability. This provides strong structural support for the complete combustion of a variety of fuels, including hydrogen, ammonia, natural gas, methanol, liquefied petroleum gas, gasoline, diesel, kerosene, biofuels, and water (requiring a water-hydrogen production device). A fuel heating device can also be used with heavy oil. This single-chamber, single-cylinder concentric rotor internal combustion engine boasts low speed, with the rotor performing power once per 360-degree rotation on average. Cylinder 2 and the rotor chamber exhibit strong self-cleaning properties, eliminating seals (gas-oil seals and seal grooves, oil holes, and backflow prevention devices) on the rotor's working surface. This makes spraying the ion coating easier, eliminates seal friction, and enhances durability.

[0084] In order to increase the output power of the engine, increase the stability of the engine, and enhance the anti-overturning performance, and to meet the power requirements of specific scenarios such as tugboats, aircraft tractors, etc. without increasing the height of the engine, multiple single-cylinder single-cavity concentric rotor internal combustion engines are arranged side by side and connected through a linkage mechanism to form a multi-rotor single-cylinder single-cavity concentric rotor internal combustion engine.

[0085] Taking the multi-rotor single-cylinder single-chamber concentric rotor internal combustion engine as an example, Figure 9 As shown, an even number of rotors of the same model is optimal, and multiple rotor shafts 3 are arranged in the same horizontal plane. The front and rear ends of two adjacent rotors are placed in opposite parallel positions, and the relative positions of the cross sections of the two adjacent rotors are mirror-symmetrical. The rotation directions of the two adjacent rotors are opposite. The linkage assembly includes multiple herringbone gears of the same size and the same number of rotor shafts are coaxially fixedly connected. Two adjacent herringbone gears 13 are meshed. An even number of rotors corresponds to an even number of herringbone gears 13, so that adjacent rotors rotate in opposite directions and synchronously perform the same working process. It can eliminate the overturning moment generated by the rotation of a single rotor without increasing the height or changing the original single rotor speed, and realize the superposition of the torque generated by multiple rotors. The generated torque is an even multiple of the torque generated by a single rotor, which not only greatly increases the torque but also improves the stability during operation at the same time.

[0086] Similarly, other multi-rotor concentric rotor internal combustion engines of the same model, such as multi-rotor single-cylinder multi-cavity concentric rotor internal combustion engines and multi-rotor multi-cylinder multi-cavity concentric rotor internal combustion engines, are set up in the same way as above.

[0087] The multi-rotor single-cylinder single-chamber concentric rotor internal combustion engine can be used as a ship's power to directly drive the propeller. It is equipped with seawater desalination-free hydrogen production technology and uses hydrogen fuel as a marine engine, which is energy-saving and environmentally friendly and can achieve unlimited range. The combustion chamber is completely free of oil and uses high-purity hydrogen fuel and pure oxygen to burn to produce water, which can achieve ideal zero emissions. As a power source, it can be used in manned and enclosed spaces, such as submarines. When used in submarines, liquid hydrogen and liquid oxygen are used to burn to produce water, which is friendly to the environment and the personnel on the submarine. When sailing in the sea hundreds of meters deep and under dozens of atmospheres of pressure, there is no need to set up an exhaust gas collection device like that generated by conventional diesel internal combustion engine submarines and pressurize and discharge it outside the submarine, which can reduce the weight of the submarine. The rotor rotates concentrically and has little vibration, which can reduce noise and increase the difficulty of sonar detection. It is equipped with seawater desalination-free hydrogen production technology and a rotary drum wind air compressor, so the ship can achieve unlimited range at sea.

[0088] In the single-cylinder multi-(more than two) cavity concentric rotor internal combustion engine, the number of airflow inlet and outlet channel groups φ on the side of the rotor shell is the same as the number of cylinders (φ=1), and there are more than two rotor wings 4 and rotor cavities (E≥2). As shown in Table 1, the values of rotor wings 4 and rotor cavities are 2 to 10, and the optimal value is 2 to 7; the central angle corresponding to the normal of adjacent rotor wings 4 is ω=360° / E; the preferred value range of the central angle β corresponding to the rotor wing 4 is ω / 4 to ω / 2; the preferred value range of the central angle θ adjacent to the transition air duct 7 and the rotor shell connecting portion and the exhaust duct 6 behind the rotor rotation direction is ω / 4 to ω / 2, and the central angle γ corresponding to the rotor cavity is ω-β.

[0089] The single-cylinder multi-cavity concentric rotor internal combustion engine includes single-cylinder dual-cavity to single-cylinder ten-cavity concentric rotor internal combustion engines, and the details are as follows: Take the single-cylinder dual-chamber concentric rotor internal combustion engine as an example: like Figure 2 As shown in Table 1, the difference between a single-cylinder, dual-chamber concentric rotor internal combustion engine and a single-cylinder, single-chamber concentric rotor internal combustion engine is that the number of rotor chambers increases from one to two. As shown in Table 1, with φ = 1, E = 2, and ω = 360° / E = 180°, the rotor rotates an average of 360°, completing two cycles and performing work twice.

[0090] In the single-cylinder dual-chamber concentric rotor internal combustion engine, the two identical rotor chambers rotate with the rotor, and are alternately connected to the same cylinder 2 and fuel cylinder 9 via the transition air duct 7 and the rotor shell connecting part, and are successively combined into two identical combustion chambers. The combustion chambers are fueled according to the total lean mixture. The rotor rotates an average of one circle (360° / φ=360°), and after the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are: θ, Q, θ, wherein the preferred value of θ is ω / 4 to ω / 2, which is 45° to 90°, and the corresponding value of Q is 270° to 180°. When the combustion chamber formed by the first rotor chamber completes a cycle, the combustion chambers formed by the other rotor chambers also complete a cycle. The working process, gas flow, and air pressure change rules of each combustion chamber are the same, except that the phases of the rotor chambers differ by a central angle ω of 180°. When two cycles are completed, power is generated twice, which is equal to the number of rotor chambers E. The torque generated is two The resultant force of the expansion pressure obtained by the force-bearing plane of the rotor blade 4 generates an instantaneous torque which is a single torque generated successively by the two rotor cavities.

[0091] The following is a detailed description of the three working processes of a single-cylinder, dual-chamber, concentric rotor internal combustion engine: Intake process, such as Figure 2 As shown in (a) to (b), the starter starts. The rotor rotates counterclockwise (as shown in Figure 2 As shown by the arrows), the electronic control system controls the opening of the intake valve, exhaust valve and transition valve 8 (when the engine is in continuous operation, the exhaust valve and transition valve 8 are in the open position, and they do not need to be opened). The electronic control system controls the opening of the intake valve, and the compressed air enters the cylinder 2 from the intake duct 5, and enters the transition duct 7 and the connecting part of the rotor shell through the transition valve 8 to the fuel cylinder 9 and the rotor cavity. The remaining small amount of exhaust gas is swept out from the exhaust duct 6, the exhaust valve is closed, and the pressure of the compressed air in the combustion chamber rises rapidly to the preset pressure value required for the use of fuel. The intake valve and transition valve 8 are closed. The central angle of the rotor rotation in this process is θ, assuming θ is 45°. In theory, this process is the rotation angle of the rotor shaft 3 from 0° to 45°, which is equivalent to the rotor from Figure 2 (a) is rotated 45° to reach Figure 2 (b) Position; in this process, the central angle θ of the rotor rotation is 45°.

[0092] Work process, such as Figure 2As shown in (b) to (c), the rotor continues to rotate, and the electronic control system controls the main injector 10 to spray atomized fuel into the cylinder 2 at high pressure according to the theoretical mixture. At the same time, the auxiliary injector 12 supplies fuel to the main combustion space according to the lean mixture. The amount of fuel varies with the working conditions, forming a rich mixture or theoretical mixture in the fuel cylinder 9, and part of the fuel diffuses into the rotor cavity through the fuel gas channel to form a lean or ultra-lean mixture. At the same time, the spark plug 11 ignites, and the flame is first generated in the cylinder 2, and the transition valve 8 opens; the flame quickly spreads to the fuel cylinder 9 and the rotor cavity through the transition gas channel 7 and the rotor shell connection part, forming a larger range of combustion, generating high-temperature expansion, and the temperature and pressure of the gas in the combustion chamber rises sharply. The force plane of the rotor blade 4 obtains expansion pressure, which directly drives the rotor and the rotor shaft 3 to rotate and do work, and the heat energy is converted into mechanical energy. The central angle Q of the rotor rotation in this process is 270°. In theory, this process is the rotation angle of the rotor shaft 3 from 45° to 315°, which is equivalent to the rotor from Figure 2 (b) is rotated 270° to reach Figure 2 (c) Position.

[0093] Exhaust process, such as Figure 2 As shown in (c) to (a), the rotor continues to rotate counterclockwise, the exhaust valve opens, and the exhaust gas after work is mostly discharged through the exhaust duct 6 under residual pressure. The rotor continues to rotate counterclockwise, and the exhaust process ends. In this process, the central angle θ of the rotor rotation is 45°, which is the rotation angle of the rotor shaft 3 from 315° to 360°, which is equivalent to the rotor from Figure 2 (c) Position rotated 45° to reach Figure 2 (a) Position.

[0094] The rotor continues to rotate counterclockwise, starting the next round of several working cycles equal to the number of rotor chambers E, and the cycle repeats endlessly. During the whole process, the volume of the rotor chamber, cylinder 2, and fuel cylinder 9 remains unchanged.

[0095] Take the single-cylinder five-chamber concentric rotor internal combustion engine as an example: Figure 6(To reduce the number of figures, the figure of a five-cylinder, five-chamber concentric rotor internal combustion engine is borrowed, and the four sets of airflow inlet and outlet channels and the four cylinders 2 and the fuel cylinder 9 are removed to become a single-cylinder, five-chamber concentric rotor internal combustion engine.) As shown in Table 1, the rotor divides the rotor chamber into five equally divided rotor chambers, E = 5, and there is a set of airflow inlet and outlet channels (φ = 1) on the side of the rotor shell 1. The central angle corresponding to the normal lines of adjacent rotor blades 4 is ω = 360° ÷ E =360°÷5=72°. A cylinder 2, intake duct 5, fuel cylinder 9, transition duct 7, rotor housing connection, and exhaust duct 6 are distributed around the rotor chamber. The central angle between the transition duct 7, the rotor housing connection, and the exhaust duct 6 located behind the rotor in the direction of rotation is θ. This represents a set of rotor housing airflow inlet and outlet channels, arranged on the rotor housing 1. Preferred values are: the central angle β of the rotor blade 4 pair ranges from ω / 4 to ω / 2, or 18° to 36°; the central angle γ of the rotor cavity pair ranges from 54° to 36° (γ has a maximum value of ω-ω / 4 = 54°; its minimum value is ω-ω / 2 = 36°). θ ranges from ω / 4 to ω / 2, or 18° to 36°. Using Q = 360° / φ-θ-θ, the corresponding value for Q is 324° to 288°. If the central angle β of the rotor blade 4 is set to 18°, the central angle γ of the rotor cavity pair is ω-β = 54°. If θ is set to 36°, Q is 288°.

[0096] The five identical rotor cavities simultaneously and synchronously move forward circumferentially as the rotor rotates, alternately connecting with the transition duct 7, the rotor housing connection, and the exhaust duct 6 forward of the rotor's rotational direction. They then connect to the same cylinder 2 and fuel cylinder 9 to form five identical combustion chambers, each supplied with fuel based on the total lean mixture. After the first rotor cavity completes a cycle, the combustion chambers formed by the other rotor cavities also complete a cycle. All five combustion chambers undergo the same process, with the same gas flow and flame propagation patterns. The only difference is that the phase difference between the rotor cavities is a central angle ω of 72°.

[0097] The working principle of the single-cylinder five-cavity concentric rotor internal combustion engine is as follows: when the average central angle of the rotor rotation is 360°, which corresponds to the equal value (360° / φ) of the number of airflow inlet and outlet channel groups φ on the side of the rotor shell, after the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ (36°), Q (288°), and θ (36°), respectively, completing a number (five) cycles equal to the number of rotor cavities E, and the number of power generation times is equal to the number of rotor cavities E, which is five times; the torque generated is the resultant force of the expansion pressures generated by the five rotor cavities obtained by the force planes of the five rotor blades, and the instantaneous torque generated is the individual torques generated successively by the five rotor cavities.

[0098] The three working processes of the single-cylinder five-chamber concentric rotor internal combustion engine are detailed as follows: Intake process. Figure 6From (a) to (b), the starter starts. The rotor rotates counterclockwise (direction indicated by the arrow in the figure). The electronic control system controls the opening of the intake valve, exhaust valve, and transition valve 8 (when the engine is in continuous operation, the exhaust valve and transition valve 8 are in the open position, and they do not need to be opened, the same applies below). Compressed air enters the cylinder 2 from the intake duct 5, and enters the transition duct 7 and the rotor housing through the transition valve 8. The fuel cylinder 9 enters the corresponding rotor cavity, sweeps out the remaining small amount of exhaust gas and discharges it from the exhaust duct 6. The exhaust valve is closed (if using clean fuel such as hydrogen fuel, the exhaust valve can be set to close before intake). The pressure of the compressed air in the combustion chamber quickly rises to the preset pressure value required for using the fuel. The intake valve and transition valve 8 are closed. The central angle of the rotor rotation in this process is θ. In theory, this process is the rotation angle of the rotor shaft 3 from 0° to 36°, similar to the rotor from the reference Figure 6 (a) is rotated 36° to reach Figure 6 (b) Position; During this process, the central angle of the rotor rotation is θ, θ=36°.

[0099] Work process, see Figure 6 As shown in (b) to (c), the rotor continues to rotate, and the electronic control system controls the main injector 10 to spray atomized fuel into the cylinder 2 at high pressure according to the theoretical mixture. At the same time, the auxiliary injector 12 supplies fuel to the main combustion space according to the lean mixture, forming a rich mixture or theoretical mixture in the fuel cylinder 9. Part of the fuel diffuses into the rotor cavity through the fuel gas channel to form a lean or ultra-lean mixture. At the same time, the spark plug 11 ignites, and the flame is first generated in the cylinder 2, and the transition valve 8 opens; the flame quickly spreads to the fuel cylinder 9 and the rotor cavity through the transition gas channel 7 and the rotor shell connection part, forming a larger range of combustion, generating high-temperature expansion pressure, and the temperature and pressure of the gas in the combustion chamber rises sharply. The force plane of the rotor blade 4 obtains expansion pressure, which directly drives the rotor and the rotor shaft 3 to rotate and do work, and the heat energy is converted into mechanical energy. The central angle Q of the rotor rotation in this process is 288°. Theoretically, this process is the rotation angle of the rotor shaft 3 from 36° to 324°, which is similar to the rotor from the reference Figure 6 (b) is rotated 288° to reach Figure 6 (c) Position.

[0100] Exhaust process, see Figure 6 From (c) to (a), the rotor continues to rotate counterclockwise, the exhaust valve opens, and the exhaust gas after work is mostly discharged through the exhaust duct 6 under residual pressure. The rotor continues to rotate counterclockwise, and the exhaust process ends. The central angle θ of the rotor rotation in this process is 36°. Theoretically, this process is the rotor shaft 3 rotating from 324° to 360°, similar to the rotor from the reference Figure 6 (c) is rotated 36° to reach Figure 6The rotor continues to rotate counterclockwise, starting the next cycle, which is equal to the number of rotor cavities E. This cycle repeats itself over and over again.

[0101] The working principles of the single-cylinder three-cavity, single-cylinder four-cavity, single-cylinder six-cavity to single-cylinder ten-cavity concentric rotor internal combustion engines are basically the same as the working principles of the single-cylinder two-cavity and single-cylinder five-cavity concentric rotor internal combustion engines, and will not be described in detail here.

[0102] The multi-cylinder multi-cavity concentric rotor internal combustion engine, referred to as the multi-cylinder type, includes a two-cylinder two-cavity type to a ten-cylinder ten-cavity concentric rotor internal combustion engine, referred to as a two-cylinder type to a ten-cylinder type concentric rotor internal combustion engine.

[0103] The multi-cylinder concentric rotor internal combustion engine, such as Figures 3 to 6 and Figure 8 As shown in Table 1. The number of the cylinders 2, the intake ducts 5, and the fuel cylinders 9 is the same as the number φ of the airflow inlet and outlet channel groups on the side of the rotor shell and the number E of the rotor cavities, and is greater than or equal to 2 (φ=E≥2, the preferred value range of E is 2 to 10, and the optimal value is 2 to 7). They are distributed around the rotor shell 1, and the central angle between the transition air duct 7 and the rotor shell connecting portion in the airflow inlet and outlet channel and the exhaust duct 6 behind the rotor rotation direction is θ. Two or more groups of airflow inlet and outlet channels are distributed on the rotor shell 1 in the same order, and the corresponding adjacent central angles are ω, that is, the central angles between the transition air duct 7 and the rotor shell connecting portion and the transition air duct 7 and the rotor shell connecting portion, and the exhaust duct 6 and the exhaust duct 6 are ω (all observed as the central angle formed by the line connecting the center point of the air duct opening and the rotor axis), and ω is equal to the half of 360° corresponding to the number of rotor cavities E (ω=360° / E). The preferred values are: θ is ω / 8 to ω / 4; γ is (ω-ω / 4) to (ω-ω / 2), and β is ω / 4 to ω / 2; the central angle of the rotor rotation during the power generation process is Q=360° / φ-θ-θ.

[0104] In the multi-cylinder concentric rotor internal combustion engine, the plurality of rotor cavities simultaneously and synchronously move forward circumferentially as the rotor rotates. When the average central angle of the rotor rotation is 360°, which corresponds to the equal division of the number of rotor housing airflow inlet and outlet channels φ (360° / φ), the rotor rotates at central angles of θ, Q, and θ respectively during the three processes of intake, power generation, and exhaust. A number of working cycles, equal to the number of rotor cavities E, are completed, and the number of power generation cycles is equal to the number of rotor cavities E. The output torque is the resultant force of the expansion pressures generated by the plurality of rotor cavities, and the generated instantaneous torque is the superimposed torque generated simultaneously by the plurality of rotor cavities. When the average central angle of the rotor rotation is 360°, it completes a number of working cycles equal to the number of rotor cavities E. The number of working cycles is equal to the sum of the number of working cycles of several rotor cavities E, which is equal to the square of the number of rotor cavities E (E2 ).

[0105] The multi-cylinder concentric rotor internal combustion engine is described in detail as follows: Taking the twin-cylinder rotor internal combustion engine as an example, it is equipped with corresponding fuel tanks, screw or piston air compressors for boosting, compressed air storage tanks or compressed air pipelines to supply compressed air. Figure 3 As shown in Table 1, the rotor chamber is equipped with two rotor wings 4, and the rotor divides the rotor chamber into two equally divided rotor cavities, E=2, and the central angle ω corresponding to the normal of adjacent rotor wings 4 is 360° / E=360°÷2=180°. In the figure, the central angle β of the pair of rotor wings 4 is set to 90°, and the central angle γ of the rotor cavity pair is γ=ω-β=90°; in the air flow inlet and outlet channels on the side of the rotor shell 1, the central angles of the transition air channel 7 and the rotor shell connecting portion adjacent to the exhaust channel 6 in the rear direction of the rotor rotation are grouped by θ, and there are two groups of air flow inlet and outlet channels (φ=E=2). The two cylinders 2 and the fuel cylinder 9 are distributed around the rotor shell. The two groups of air flow inlet and outlet channels are distributed on the rotor shell 1 in the same order, and their corresponding and adjacent central angles are ω; the central angles of the rotor rotation during the intake and exhaust processes are the same, θ. Preferred values: The central angle β corresponding to the rotor blade 4 is ω / 4 to ω / 2, which is 45° to 90°. The central angle γ corresponding to the rotor cavity is 135° to 90° (γ: maximum value is ω - ω / 4 = 135°; minimum value is ω - ω / 2 = 90°). The preferred value of θ is ω / 8 to ω / 4, which is 22.5° to 45°. Based on Q = 360° / φ - θ - θ, Q is 135° to 90°.

[0106] During the power generation process, the combustion chamber is supplied with fuel based on the total lean mixture of the fuel being used. For difficult-to-ignite fuels, such as diesel, the combustion chamber pressure is generally set to 3 MPa during the intake process. For fuels with ammonia, a higher boost pressure can be set. To achieve high power density and power generation, the rotor rotation angle Q is relatively large, ranging from 135° to 90°. Compression ignition and dual ignition ignition are employed, forming a clockwise vortex in cylinder 2 and a tumble flow in the connection between the transition duct 7 and the rotor housing. The cylinder 2 and the rotor cavity are connected for a long time via the transition duct 7 and the rotor housing, ensuring sufficient flame transmission. The combustion chamber structure is suitable for most fuels, including ammonia and methanol. For easily ignited fuels, such as gasoline and hydrogen, the boost pressure in the combustion chamber is generally set to 0.8 atmospheres. If methanol fuel is used, the metal and rubber components of the engine system are treated to prevent methanol corrosion, and a model without seals on the rotor working surface is preferred.

[0107] Two identical rotor cavities move synchronously with the rotor's rotation, connecting to a corresponding transition duct 7 and cylinder 2 to form two identical combustion chambers. Fuel is supplied to each combustion chamber based on a lean total fuel mixture. Specifically, cylinder 2 receives a constant supply of fuel based on the theoretical fuel mixture from main injector 10, while fuel cylinder 9 receives a lean fuel mixture from secondary injector 12. The fuel quantity varies with operating conditions. When transition valve 8 opens, the flame produced by cylinder 2 ignites the lean combustible mixture in the corresponding connected fuel cylinder 9 and rotor chamber. The two rotor chambers simultaneously and circumferentially move forward as the rotor rotates counterclockwise, connecting with their corresponding cylinders 2 and 9 via transition ducts and rotor housing connections, forming a combustion chamber equal in number to the rotor chambers E. Each of the two rotor chambers connects to the cylinder 2 and fuel cylinder 9 ahead of the rotor through transition ducts and rotor housing connections, completing the intake process. After the rotor continues to rotate and completes the power process, it connects to the exhaust duct 6 ahead of the rotor to complete the exhaust process. The rotor's force-bearing surface converts expansion pressure into forward thrust, which is directly output outward by the rotor shaft 3.

[0108] The operating principle of the twin-cylinder concentric rotor internal combustion engine is as follows: Taking θ as 22.5° as an example, when the average central angle of the rotor rotation is 180° (derived from 360° / φ), during the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are: θ (22.5°), Q (135°), and θ (22.5°). A number of cycles equal to the number of rotor cavities E completes two cycles, and the number of power generation times equals the number of rotor cavities E, which is twice. The instantaneous output torque is the combined torque generated simultaneously by the two rotor cavities.

[0109] When the average central angle of the rotor rotation is 360°, the number of cycles equal to the number of rotor cavities E is completed, and the number of work done is equal to the sum of the number of work done by the rotor cavities, which is equal to the square of the number of rotor cavities E (E 2 ) four times.

[0110] The following is a detailed description of the working process of a two-cylinder concentric rotor internal combustion engine: Intake process, such as Figure 3As shown in (a) to (b), the starter automatically separates after starting. The rotor rotates counterclockwise (in the direction indicated by the arrow in the figure), and the electronic control system controls the two intake valves, transition valve 8, and exhaust duct 6 to open at the same time. Fresh compressed air that matches the fuel used enters the two cylinders 2 from the intake duct 5 at the same time, and is guided through the respective transition ducts 7 and the connecting part of the rotor shell to form a clockwise vortex in the cylinder 2, flowing to the corresponding fuel cylinder 9 and the rotor cavity, and sweeping the remaining small amount of exhaust gas to be discharged from the adjacent exhaust duct 6 behind the rotation direction of the two rotors at the same time. The rotor continues to rotate, the solenoid valve is de-energized, and the valve spring closes the two exhaust valves at the same time. After the air continues to be taken in to the set air pressure (matching the corresponding compressed air according to the characteristics of the fuel), the two intake valves and transition valve 8 are automatically closed at the same time by the spring after the circuit is disconnected, and the intake process ends. The central angle θ of the rotor rotation in this process is 22.5°. In theory, this process is the rotation angle of the rotor shaft 3 from 0° to 22.5°, which is equivalent to the rotor from Figure 3 The position in (a) is rotated 22.5° to reach Figure 3 Position (b) in the middle.

[0111] During this process, compressed air simultaneously enters both cylinders 2 from two intake ducts 5, forming a clockwise vortex in cylinder 2. It flows from the spark plug 11 to the injector 2, then passes through the transition valve 8, transition duct 7, and the rotor housing connection to its corresponding fuel cylinder 9 and the rotor cavity. This further scavenges residual exhaust gas and is discharged from the exhaust duct 6 behind the rotor's rotational direction. This ensures sufficient exhaust, improves combustion chamber cleanliness, and creates ideal conditions for the subsequent lean, stratified combustion of the mixture. The intake valve opening time can also be delayed depending on the fuel. For example, when using easily ignited and combustible fuels such as hydrogen, hydrogen + ammonia, ethanol, natural gas, and methanol, the intake valve opening can be delayed until after the exhaust valve closes to achieve optimal economic benefits.

[0112] Work process, such as Figure 3As shown in (b) to (c), the rotor continues to rotate. The main injectors 10 in both cylinders 2 simultaneously spray atomized fuel at a constant high pressure according to the theoretical mixture. The two auxiliary injectors 12 supply fuel to the main combustion space in both fuel cylinders 9, providing a lean mixture with the minimum concentration required to ignite the flame generated by cylinder 2. The amount of fuel varies with operating conditions. The auxiliary injectors 12 spray atomized fuel into the main combustion space, initially filling the fuel cylinders 9. Some of the fuel then flows through the transition passage 7 and the connection between the rotor housing and into the corresponding rotor cavity, forming a lean or ultra-lean mixture in the rotor cavity and a richer mixture in the fuel cylinders 9. Simultaneously with the fuel injection, the two spark plugs 11 ignite. After the flame is generated, the two transition valves 8 open simultaneously. The flame first forms around the spark plug 11 in each cylinder 2 and rapidly expands within the cylinder 2. The high temperature generates expansion pressure. The flame simultaneously passes through the corresponding transition valve 8, transition air duct 7, and the connection between the rotor housing, and through the air duct guides the flame to flow in a clockwise vortex direction within the cylinder 2. Tumble flow forms in the transition air duct 7 and the connection between the rotor housing, rapidly propagating to the corresponding main combustion space. The two rotor cavities continue to move forward circumferentially as the rotor rotates, connecting to the exhaust duct 6 in front of the rotor. The main flow direction of the fluid is from the intake end of the combustion chamber (the beginning of the combustion chamber), through the transition air duct 7 and the connection between the rotor housing, to the exhaust end (the end of the combustion chamber). (The flow of fluid in the combustion chamber in this main flow direction is called forward flow, and the reverse is called reverse flow).

[0113] If a fuel that is difficult to ignite and has poor vaporization properties, such as diesel, is used, the fluid will mainly flow in the forward direction during the work process, while carrying the incompletely burned rich mixture to migrate and transfer to the main combustion space of the combustion chamber, fully mix and burn together in the rotor cavity, and the combustion expansion generates pressure. The temperature and pressure of the gas in the combustion chamber rise sharply, and the force plane located behind the rotor wing 4 in the two rotor cavities directly converts the expansion pressure into thrust, while synchronously pushing the rotor and rotor shaft 3 forward to perform work, and converting thermal energy into mechanical energy. The central angle Q of the rotor rotation in this process is 135°. Theoretically, this process is the rotation angle of the rotor shaft 3 from 22.5° to 157.5°, which is equivalent to the rotor rotating from Figure 3 The position in (b) is rotated 135° to reach Figure 3 Position (c) in the middle.

[0114] Exhaust process, such as Figure 3 As shown in (c) to (a), the rotor continues to rotate counterclockwise, and the rotor cavity is connected to the exhaust duct 6 in front of the rotor rotation direction; the exhaust valves of the two exhaust ducts 6 are opened at the same time, and most of the exhaust gas after the work in the combustion chamber is discharged simultaneously through the two exhaust ducts 6 under residual pressure. The exhaust process is completed. The central angle θ of the rotor rotation in this process is 22.5°. Theoretically, this process is the rotation angle of the rotor shaft 3 from 157.5° to 22.5° to 180°, which is equivalent to the rotor rotating from Figure 3(c) is rotated 22.5° to reach Figure 3 (a) Position. During this process, the rotor cavity moves forward circumferentially to the front exhaust duct 6 as the rotor rotates counterclockwise. The fluid flows in the forward (counterclockwise) direction as the rotor rotates, which helps to discharge the exhaust gas as cleanly as possible, creating ideal conditions for increasing the fresh charge and improving charging efficiency in the next cycle.

[0115] The rotor continues to rotate counterclockwise, starting the next cycle; this cycle repeats endlessly.

[0116] Take the five-cylinder concentric rotor internal combustion engine as an example. Figure 6 As shown in Table 1, the overall structure is as described above. The rotor divides the rotor chamber into five equally divided rotor cavities (E=5). The central angle between adjacent rotor blade normals is ω=360°÷E=360°÷5=72°. The five cylinders 2, the intake duct 5, the transition duct 7, the rotor case connection, the fuel cylinder 9, and the exhaust duct 6 are distributed on the rotor case. The central angle between the transition duct 7, the rotor case connection, and the exhaust duct 6 behind the rotor in the direction of rotation is θ. There are five groups of airflow inlet and outlet channels on the side of the rotor case 1 (φ=E=5). The transition duct 7, the rotor case connection, and the exhaust duct 6 in the five groups of airflow inlet and outlet channels are arranged in the same order on the side wall of the rotor case 1. The corresponding and adjacent central angles are ω. Optimal values: The central angle β of the four pairs of rotor blades ranges from ω / 4 to ω / 2, or 18° to 36°; the central angle γ of the rotor cavity pair ranges from 54° to 36° (γ: maximum value is ω - ω / 4 = 54°; minimum value is ω - ω / 2 = 36°). θ ranges from ω / 8 to ω / 4, or 9° to 18°. Based on Q = 360° / φ - θ - θ, the corresponding value for Q is 54° to 36°.

[0117] Working principle: When the average central angle of the rotor rotation is 360°, which corresponds to the bisection value of 72° (derived from 360° / φ) of the number of airflow inlet and outlet channels of the rotor shell, after the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ, Q, and θ respectively (where Q = 360° / φ - θ - θ), completing a round of a number (five) of working cycles equal to the number E of rotor cavities, the number of power generation is five times equal to the number E of rotor cavities, the output torque is the resultant force of the expansion pressure generated by the number (five) rotor cavities, and the instantaneous torque generated is the superimposed torque generated simultaneously by the number (five) rotor cavities; When the average central angle of the rotor rotation is 360°, a number of working cycles equal to the number E of rotor cavities are completed, and the number of work cycles is equal to the square of the number E of rotor cavities, which is 25 times.

[0118] Taking θ as 9° as an example, Q is 54°. When the average central angle of the rotor rotation is 360°, which corresponds to the equal value (72°) of the number of airflow inlet and outlet channels of the rotor shell, φ, after the three processes of intake, power generation, and exhaust, the central angles of the rotor rotation are θ (9°), Q (54°), and θ (9°), respectively, completing a round of several (five) working cycles equal to the number of rotor cavities E. The number of power generation is five times equal to the number of rotor cavities E. The output torque is the resultant force of the expansion pressure generated by the several (five) rotor cavities, and the instantaneous torque generated is the superimposed torque generated simultaneously by the several (five) rotor cavities. When the average central angle of the rotor rotation is 360°, a number of working cycles equal to the number of rotor cavities E is completed, and the number of power generation is equal to the sum of the number of power generation of the several rotor cavities E, which is equal to the square of the number of rotor cavities E, which is 25 times.

[0119] Taking the ten-cylinder, ten-cavity concentric rotor internal combustion engine as an example, the overall structure is as described above. As shown in Table 1, the rotors of the ten rotor blades 4 separate the rotor chambers into ten identical rotor chambers. The ten ignition cylinders 2 and fuel cylinders 9 are distributed around the rotor shell, and the center angle of the normal lines of adjacent rotor blades 4 is ω = 360° / E = 36°. The transition air duct 7 and the rotor shell connecting portion, and the exhaust duct 6 behind the rotor rotation direction, have a center angle of θ, forming a set of airflow inlet and outlet channels of the rotor shell. There are ten sets of airflow inlet and outlet channels (φ = E = 10) on the side of the rotor shell, arranged in the same order around the rotor chamber, and they correspond to their respective adjacent center angles of ω. The center angle of the rotor rotation during the intake and exhaust processes is the same, θ; As shown in Table 1, the preferred values are: the central angle β of the rotor blade pair 4 ranges from ω / 4 to ω / 2, or 9° to 18°; the central angle γ of the rotor cavity pair ranges from 27° to 18° (γ: maximum value is ω - ω / 4 = 27°; minimum value is ω - ω / 2 = 18°). θ ranges from ω / 8 to ω / 4, or 4.5° to 9°. Based on Q = 360° / φ - θ - θ, Q is 27° to 18°. For example, θ is set to 9°.

[0120] The ten-cylinder, ten-cavity concentric rotor internal combustion engine has an operating principle: when the average central angle of the rotor rotation is 360°, which corresponds to the equal-divide value of the number of airflow inlet and outlet channels φ of the rotor shell (360° / φ=36°), the rotor rotates at central angles of 9°, 18°, and 9°, respectively, through the three processes of intake, power generation, and exhaust, completing a number (ten) of working cycles equal to the number E of rotor cavities. The number of power generation times is ten times equal to the number E of rotor cavities, the output torque is the resultant force of the expansion pressures generated by the number (ten) rotor cavities, and the instantaneous torque generated is the superimposed torque generated simultaneously by the number (ten) rotor cavities. When the average central angle of the rotor rotation is 360°, a number of working cycles equal to the number E of rotor cavities are completed, the number of power generation times is equal to the sum of the number of power generation times of the number E of rotor cavities, which is equal to the square of the number E of rotor cavities (100 times).

[0121] The three-cylinder type (such as Figure 4 ), four-cylinder type (such as Figure 5 ), six-cylinder to nine-cylinder concentric rotor internal combustion engines, and the operating principles of two-cylinder, five-cylinder, and ten-cylinder concentric rotor internal combustion engines are basically the same. In the figure, (a) to (b) represents the intake process, (b) to (c) represents the power process, and (c) to (a) represents the exhaust process. I will not go into details here.

[0122] The concentric rotor internal combustion engine has unidirectional rotation without any front or rear dead point restrictions. According to ω=γ+β, if the material structure is strong enough, it is best to increase the rotor cavity as much as possible and reduce the central angle of the rotor blade. Without increasing the size of the engine, the effective space of the combustion chamber can be increased to improve the power-to-weight ratio, which can further save energy and reduce consumption from another perspective.

Claims

1. A concentric rotor type internal combustion engine, characterized in that: include: A rotor housing having a cylindrical rotor chamber disposed therein; The cylinder is provided with a single or multiple cylinders on the circumference of the rotor shell, with a main injector and a spark plug inside, and a transition air duct between the cylinder and the rotor chamber; a rotor disposed in the rotor chamber, comprising a rotor shaft and one or more rotor blades disposed circumferentially of the rotor shaft, wherein a force-bearing plane perpendicular to a tangent line of a cross-sectional circle of the rotor chamber is disposed on a leeward side of the rotor blade; the rotor shaft is rotatably connected to the rotor housing and is coaxially disposed with the rotor chamber; An air intake duct is provided on the cylinder and is used to introduce compressed air into the cylinder, and the cylinder is provided with an air intake valve at the air intake duct; a fuel cylinder, which is provided on the rotor shell and communicates with the transition air passage and the rotor shell communication portion, and has an auxiliary fuel injector disposed therein; A transition valve is provided on a side of the connecting portion between the transition air passage and the rotor housing close to the cylinder; An exhaust duct is provided on the side wall of the rotor housing and is used to exhaust the rotor chamber to the outside. The number of the exhaust ducts is the same as the number of the cylinders. The rotor housing is provided with an exhaust valve at the exhaust duct. A fuel supply system for supplying fuel to the main injectors and auxiliary injectors; The ignition system is used to control the spark plug to ignite the mixture of fuel and compressed air in the cylinder; as well as Electronic control system, used to control the start and stop of the intake valve, exhaust valve, fuel supply system and ignition system; Among them, the rotor divides the rotor chamber into one or more equally divided rotor cavities, the same number as the rotor wings. The cylinder, fuel cylinder and the rotor cavity corresponding to the transition air duct together form a combustion chamber. The electronic control system cooperates with the rotor operation by controlling the start and stop of the intake valve, fuel system, ignition system and exhaust valve.

2. The concentric rotor type internal combustion engine according to claim 1, characterized in that: Classified according to the number of cylinders and rotor blades, concentric rotor internal combustion engines include single-cylinder single-cavity concentric rotor internal combustion engines with one cylinder and one rotor cavity, single-cylinder multi-cavity concentric rotor internal combustion engines with one cylinder and two or more rotor cavities, and multi-cylinder multi-cavity concentric rotor internal combustion engines with the same number of cylinders and two or more rotor cavities. The value of the central angle corresponding to the normal of adjacent rotor wings is set to ω, where ω is the half-value of the number of rotor wings corresponding to 360°. For the single-cylinder single-cavity concentric rotor internal combustion engine, the value range of θ is ω / 8 to ω / 4; for the single-cylinder multi-cavity concentric rotor internal combustion engine, the value range of θ is ω / 4 to ω / 2; for the multi-cylinder multi-cavity concentric rotor internal combustion engine, the value range of θ is ω / 8 to ω / 4.

3. The concentric rotor type internal combustion engine according to claim 2, characterized in that: According to the number of rotors, concentric rotor internal combustion engines are divided into single-rotor concentric rotor internal combustion engines and multi-rotor concentric rotor internal combustion engines; The multi-rotor concentric rotor internal combustion engine is based on a single-rotor concentric rotor internal combustion engine and is composed of multiple single-rotor concentric rotor internal combustion engines of the same model arranged side by side. Multiple rotor shafts are arranged in the same horizontal plane, and the multiple rotor shafts are parallel to each other, and two adjacent rotors are arranged in opposite directions head to tail. At the same end of the engine, multiple rotor shafts are provided with a linkage assembly for linking the multiple rotor shafts, and power is output outward from the rotor shafts.

4. The concentric rotor type internal combustion engine according to claim 3, characterized in that: In the multi-rotor concentric rotor internal combustion engine, the rotors are set to an even number, the rotation directions of two adjacent rotors are opposite, and the relative positions of the end faces of the two adjacent rotors are mirror-symmetrical. The linkage assembly includes multiple herringbone gears of the same size that are coaxially fixedly connected to different rotor shafts. Several rotors rotate synchronously in the same process at the same time, the rotation directions of two adjacent rotors are opposite, and the two adjacent herringbone gears are meshed.

5. The concentric rotor type internal combustion engine according to claim 1, characterized in that: The transition air duct is located on the side of one end of the cylinder, the intake duct is located on the side of the cylinder away from the rotor shell and away from one end of the transition air duct, the exhaust duct is located at one end of the rotor shell away from the transition air duct, the transition air duct extends toward the rotor shell and connects to the rotor chamber, the center line of the air duct is parallel to the tangent of the cylinder and parallel to the tangent or secant of the rotor chamber, and the direction of the air flow flowing into the rotor chamber is inclined along the direction of rotor rotation and points to the force plane adjacent to the rotor wing.

6. The concentric rotor type internal combustion engine according to claim 5, characterized in that: The spark plug is arranged at one end of the cylinder close to the air intake passage, and the main fuel injector is arranged at one end of the cylinder away from the air intake passage.

7. The concentric rotor type internal combustion engine according to claim 1, characterized in that: Both ends of the rotor shaft protrude from the rotor shell. One end of the rotor shaft is equipped with a pulley, a balance weight and a driving wheel for driving accessories; the other end of the rotor shaft is provided with a flywheel.

8. The concentric rotor type internal combustion engine according to claim 1, characterized in that: The fuel provided by the fuel supply system includes any one of hydrogen fuel, water (available when equipped with a water hydrogen production device), natural gas, gasoline, methanol, ethanol, diesel, kerosene, heavy oil, hydrogen oil or biofuel, or two of them with good compatibility.

9. A design method for a concentric rotor internal combustion engine according to claim 1, characterized in that: The following steps are involved: S1. Determine the type of internal combustion engine based on the operating environment; Among them, when the internal combustion engine is used in a low-speed environment, a single-cylinder single-cavity concentric rotor type internal combustion engine and a multi-rotor single-cylinder single-cavity concentric rotor type internal combustion engine are used; when the internal combustion engine is used in a high-speed environment, a single-cylinder multi-cavity or multi-cylinder multi-cavity concentric rotor type internal combustion engine and a multi-rotor single-cylinder multi-cavity concentric rotor type internal combustion engine and a multi-rotor multi-cylinder multi-cavity concentric rotor type internal combustion engine are used; When torque needs to be increased, if the ambient space is high enough, a single-rotor internal combustion engine is used, and the size of the rotor housing, rotor, and cylinder are increased. If the ambient space is high enough, a multi-rotor concentric rotor internal combustion engine is used. In the same model, the volumes of the fuel cylinder, the air cylinder, and the rotor chamber in the rotor chamber increase successively, and the cross-sections of the air inlet, transition air duct, rotor shell connecting portion, and exhaust duct are all rounded rectangles, each of which has a pair of parallel sides parallel to the axis of the rotor shell. S2. Determine the number and value range of rotor blades and cylinders according to the type of internal combustion engine; Among them, for a single-cylinder single-chamber concentric rotor internal combustion engine, the number of cylinders and the number of rotor wings are both one; for a single-cylinder multi-chamber concentric rotor internal combustion engine, the number of cylinders is one, the number of rotor wings is two or more, and the preferred range of the number of rotor wings is two to ten, and the most preferred range is two to seven; for a multi-cylinder concentric rotor internal combustion engine, the number of cylinders and the number of rotor wings are the same, and the preferred range is two to ten, and the most preferred range is two to seven; S3. Based on the number of rotor blades and cylinders, determine the values of the central angles corresponding to the normals of adjacent rotor blades, the values of the central angles corresponding to a single rotor blade, and the central angles of the transition air duct and the connecting portion of the rotor shell adjacent to the exhaust duct behind the rotor rotation direction.

10. The design method of a concentric rotor type internal combustion engine according to claim 9, characterized in that: In a single-cylinder concentric rotor internal combustion engine, the central angle corresponding to the rotor blade of the single-cylinder single-chamber concentric rotor internal combustion engine and the central angle between the transition air duct and the connecting portion of the rotor housing and the exhaust duct behind the rotor rotation direction are preferably in the range of ω / 8 to ω / 4. The central angle corresponding to the rotor blade of a single-cylinder multi-chamber concentric rotor internal combustion engine and the central angle between the transition air duct and the connecting portion of the rotor housing and the exhaust duct behind the rotor rotation direction are preferably in the range of ω / 4 to ω / 2. In a multi-cylinder concentric rotor internal combustion engine, the preferred range of the central angle of the rotor blade corresponding to the multi-cylinder multi-chamber concentric rotor internal combustion engine is ω / 4 to ω / 2, and the preferred range of the central angle of the transition air duct and the rotor housing connecting portion adjacent to the exhaust duct behind the rotor in the direction of rotation is ω / 8 to ω / 4; The transition air duct, the rotor shell connecting portion, and the exhaust duct adjacent to the rear of the rotor in the direction of rotation constitute a set of airflow inlet and outlet channels of the rotor shell; a plurality of sets of airflow inlet and outlet channels are equal in number to the number of cylinders and are arranged on the rotor shell in the same order, and the central angles of the circles corresponding to them and adjacent to each other are equal to the half-value of the number of rotor cavities corresponding to 360°; When the average central angle of rotation of the rotor is 360°, which corresponds to the equal value of the number φ of the airflow inlet and outlet channel groups on the side of the rotor shell (360° / φ), after the three processes of intake, power generation, and exhaust, the central angles of rotation of the rotor are θ, Q, and θ respectively, completing a number of working cycles equal to the number E of rotor cavities, and the number of times power generation is equal to the number of rotor cavities, where Q = 360° / φ - θ - θ.

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