A rotary engine with a self-pressurizing structure

Abstract

This invention provides a rotary engine with a self-boosting structure, relating to the field of rotary engines. The rotary engine with a self-boosting structure includes a booster engine body, which includes a front cylinder block and a booster pipe mounted on the front cylinder block. It also includes a coaxial booster assembly, which includes a booster cylinder block and a booster rotor. The booster cylinder block is identical to the front cylinder block, both being divided into an intake chamber, a compression chamber, a combustion chamber, and an exhaust chamber. The booster cylinder block is fixedly connected to the front cylinder block, and the eccentric shaft of the front cylinder block extends into the booster cylinder block and connects to the booster rotor. This rotary engine with a self-boosting structure, by using a coaxial booster assembly directly connected to the main shaft of the booster engine body, eliminates the need for additional belts and pulleys. The coaxial booster assembly is integrally connected to the booster engine body, providing synchronous boosting during rotary engine operation. Its compact structure meets the requirement of a simple rotary engine structure.

Description

Technical Field

[0001] This invention relates to the field of rotary engines, specifically to a rotary engine with a self-pressurizing structure. Background Technology

[0002] Currently, the main turbocharging structures for engines include mechanical supercharging, turbocharging, and compound supercharging. These supercharging methods all require independent superchargers, which are complex in structure and inefficient. Especially for rotary engines, the complex supercharging structure contradicts the advantage of the simple structure of the rotary engine. Rotary engines urgently need a supercharging method that is simple and reliable in structure.

[0003] When the rotor of a rotary engine is rotating, the upper side has just completed intake and compression, and the lower side is intake again. Therefore, the speed can quickly exceed 10,000 revolutions per minute. High temperatures are easily generated during operation. As a result, after a period of operation, the density between gases decreases due to the high temperature of the intake air, which limits the amount of gas that can be compressed in a single operation. The amount of gas that can be drawn in by the rotor each time is insufficient to meet the requirements of long-term engine operation and high horsepower output. Therefore, it is necessary to add a supercharging device at the intake.

[0004] Current integrated rotary engines typically employ a self-pressurizing structure that re-pressurizes the gas during the rotor's compression process. While this can increase the engine's operating power, its auxiliary effect is limited. Summary of the Invention

[0005] To address the shortcomings of existing technologies, this invention provides a rotary engine with a self-pressurizing structure, which solves the problems mentioned in the background section.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a rotary engine with a self-boosting structure, comprising a booster engine body, the booster engine body including a front cylinder block and a booster pipe mounted on the front cylinder block, and a coaxial booster assembly, the coaxial booster assembly including a booster cylinder block and a booster rotor, the booster cylinder block and the front cylinder block being identical, both being divided into an intake chamber, a compression chamber, a combustion chamber and an exhaust chamber, the booster cylinder block being fixedly connected to the front cylinder block, the eccentric shaft of the front cylinder block extending into the booster cylinder block and connecting to the booster rotor, the booster cylinder block having a first intake pipe installed at the corresponding intake chamber and combustion chamber, and a first exhaust pipe installed at the rear of the corresponding compression chamber and exhaust chamber, the first exhaust pipe being used to connect to the booster pipe and boost the pressure of the front cylinder block during operation.

[0007] Preferably, the turbocharged engine body further includes a second intake pipe, a second exhaust pipe, and a front rotor. There are two turbocharger pipes, one of which is located in the compression chamber of the front cylinder block, and the other is located in the front part of the combustion chamber of the front cylinder block. The second intake pipe is connected to the intake chamber of the front cylinder block, and the second exhaust pipe is connected to the exhaust chamber of the front cylinder block.

[0008] Preferably, the coaxial supercharger assembly further includes an intercooler. A first manifold is installed at the end of the first exhaust pipe corresponding to the compression chamber that is away from the supercharger cylinder block. A second manifold is installed at the end of the first exhaust pipe corresponding to the rear of the exhaust chamber that is away from the supercharger cylinder block. Both the first manifold and the second manifold pass through the intercooler and are cooled by the intercooler. The first manifold is connected to the supercharger pipe at the compression chamber position corresponding to the front cylinder block. The second manifold is connected to the supercharger pipe at the front combustion chamber position corresponding to the front cylinder block. The first manifold and the second manifold can only intake air into the supercharger pipe in one direction.

[0009] Preferably, the side of the booster rotor away from the front rotor is designed with a hollow structure, which is divided into multiple compartments. The rotor surface of the booster rotor is provided with multiple air holes, which are connected to the corresponding compartments. Two pressure relief valves are installed on the side of the booster cylinder away from the front cylinder. The pressure relief valves are installed in the compartments of the booster rotor when they are in the compression chamber and exhaust chamber. A third manifold is installed on the end of the pressure relief valve away from the booster cylinder. The end of the third manifold away from the pressure relief valve is connected to the second intake pipe. The third manifold can only allow air to enter the second intake pipe in one direction.

[0010] Preferably, the eccentric shaft connects the front rotor and the booster rotor, and the eccentric wheels at the connection points of the booster rotor and the front rotor are eccentrically 180 degrees apart.

[0011] Preferably, a one-way valve is installed at the end of the first manifold, the second manifold, and the third manifold.

[0012] Preferably, the thickness of the booster cylinder body is twice that of the front cylinder body, and the thickness of the booster rotor is twice that of the front rotor.

[0013] Preferably, the cylinder walls of both the front cylinder and the booster cylinder have a hollow structure. Coolant pipes are installed on both sides of the front cylinder and the booster cylinder. The coolant pipes between the front cylinder and the booster cylinder are connected. The coolant first passes through the coolant pipe of the booster cylinder and then fills the hollow cylinder wall of the booster cylinder, and then flows into the hollow cylinder wall of the front cylinder.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. This rotary engine with a self-boosting structure, by setting a coaxial boosting component, is directly connected to the main shaft of the boosting engine body. It does not require additional belts and pulleys. The coaxial boosting component is integrated with the boosting engine body. It is synchronously boosted when the rotary engine is running. The structure is compact and can meet the requirement of simple structure of rotary engines.

[0016] 2. This rotary engine with a self-boosting structure, by setting a coaxial booster assembly, can boost the front rotor once in the compression chamber and then compress it again when the front rotor moves to the combustion chamber during the operation of the booster engine. Therefore, it can achieve two air injections, which can significantly increase the intake volume of the rotary engine and overcome the problem of limited intake of the rotary engine.

[0017] 3. This rotary engine with a self-boosting structure, by setting up a booster rotor, and at low speeds, using a pressure relief valve to transfer the compressed gas from the booster cylinder to the second intake manifold of the front cylinder, can avoid the problem of excessive gas pressure and the engine not operating at high power. In this way, the front cylinder does not need to take in additional air from the outside during operation. By gradually reducing the amount of gas ejected from the pressure relief valve according to the fuel injection quantity, the boosted gas can be directly supplied to the front cylinder. Under the premise of a large fuel injection quantity, the horsepower of the rotary engine can be instantly generated.

[0018] 4. This rotary engine with a self-supercharging structure has a high operating speed, which causes it to heat up too quickly. Existing mechanical superchargers will heat up the supercharged gas after running for a period of time. This solution utilizes the coolant flow direction that first cools the supercharger cylinder and then adds an intercooler, which can significantly reduce the temperature of the compressed gas entering the front cylinder and ensure a large intake volume of the rotary engine. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the structure of the present invention. Figure 1 ;

[0020] Figure 2 This is a schematic diagram of the structure of the present invention. Figure 2 ;

[0021] Figure 3 This is a schematic diagram of the structure of the present invention. Figure 3 ;

[0022] Figure 4 This is a diagram showing the gas flow direction when the front rotor of the present invention is drawing in air;

[0023] Figure 5 This is a diagram showing the gas flow direction during front rotor compression in this invention;

[0024] Figure 6 This is a diagram showing the gas flow direction as the front rotor of the present invention moves into the combustion chamber;

[0025] Figure 7 This is a structural diagram of the booster cylinder and booster rotor of the present invention;

[0026] Figure 8 This is a structural separation diagram of the booster cylinder block of the present invention;

[0027] Figure 9 This is a schematic diagram showing the connection between the front rotor and the booster rotor of the present invention;

[0028] Figure 10 This is a schematic diagram of the front cylinder block and the booster cylinder block of the present invention.

[0029] In the diagram: 1. Supercharged engine body; 101. Front cylinder block; 102. Supercharger pipe; 103. Second intake pipe; 104. Second exhaust pipe; 105. Front rotor; 2. Coaxial supercharger assembly; 201. Supercharger cylinder block; 202. Supercharger rotor; 2021. Compartment; 2022. Air port; 203. First intake pipe; 204. First exhaust pipe; 205. Intercooler; 206. First manifold; 207. Second manifold; 208. Pressure relief valve; 209. Third manifold; 3. Coolant pipe. Detailed Implementation

[0030] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of this application.

[0031] It should be noted that all directional indications in the embodiments of this application are only used to explain the relative positional relationship and movement of each component in a specific posture. If the specific posture changes, the directional indications will also change accordingly.

[0032] In this application, unless otherwise expressly specified and limited, the terms "connection," "fixed," etc., should be interpreted broadly. For example, "fixed" can mean a fixed connection, a detachable connection, or an integral part; it can mean a mechanical connection or an electrical connection; it can mean a direct connection or an indirect connection through an intermediate medium; it can mean the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0033] Furthermore, the use of terms such as "first" and "second" in this application is for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions of the various embodiments can be combined with each other, but only on the basis of being achievable by those skilled in the art. If the combination of technical solutions is contradictory or impossible to implement, such a combination of technical solutions should be considered non-existent and not within the scope of protection claimed in this application.

[0034] like Figures 1-10 As shown, a rotary engine with a self-boosting structure includes a booster engine body 1. The booster engine body 1 includes a front cylinder block 101 and a booster pipe 102 mounted on the front cylinder block 101. It also includes a coaxial booster assembly 2. The coaxial booster assembly 2 includes a booster cylinder block 201 and a booster rotor 202. The booster cylinder block 201 is the same as the front cylinder block 101, and is divided into an intake chamber, a compression chamber, a combustion chamber, and an exhaust chamber. The booster cylinder block 201 is fixedly connected to the front cylinder block 101. The eccentric shaft of the front cylinder block 101 extends into the booster cylinder block 201 and connects to the booster rotor 202. The booster cylinder block 201 is equipped with a first intake pipe 203 at the corresponding intake chamber and combustion chamber, and a first exhaust pipe 204 is installed at the rear of the corresponding compression chamber and exhaust chamber. The first exhaust pipe 204 is used to connect to the booster pipe 102 and boost the pressure of the front cylinder block 101 during operation.

[0035] Both the turbocharged engine body 1 and the coaxial turbocharger assembly 2 include bearings and phase gears. The first intake pipe 203 connects to the intake pipe, intake filter, etc. The turbocharged cylinder block 201 and the front cylinder block 101 are both "double arc external rotation wheel line" cavities, and their shape is like a flattened figure 8. Both the turbocharged cylinder block 201 and the front cylinder block 101 are equipped with a lubricating oil circulation system.

[0036] like Figures 1-6 As shown, in an optional embodiment, the turbocharged engine body 1 further includes a second intake pipe 103, a second exhaust pipe 104, and a front rotor 105. Two booster pipes 102 are provided, one of which is located in the compression chamber of the front cylinder block 101, and the other is located in the front of the combustion chamber of the front cylinder block 101. The second intake pipe 103 is connected to the intake chamber of the front cylinder block 101, and the second exhaust pipe 104 is connected to the exhaust chamber of the front cylinder block 101.

[0037] In this embodiment, the second intake pipe 103 and the first intake pipe 203 are connected at the same position, both connecting to the car's intake pipe, intake filter, etc. They can be connected together, or two sets of intake filters and two sets of valves can be used separately.

[0038] The front rotor 105 and the booster rotor 202 have the same structure, with an internal gear ring at the center of the rotor that meshes with the phase gear. This structure determines the rotor's motion trajectory. At the same time, both the front rotor 105 and the booster rotor 202 have an eccentric shaft connected to one side of the internal gear ring, allowing the eccentric shaft to rotate during their operation.

[0039] like Figures 1-6 As shown, in an optional embodiment, the coaxial supercharger assembly 2 further includes an intercooler 205. A first manifold 206 is installed at the end of the first exhaust pipe 204 corresponding to the compression chamber away from the supercharger cylinder block 201, and a second manifold 207 is installed at the end of the first exhaust pipe 204 corresponding to the rear of the exhaust chamber away from the supercharger cylinder block 201. Both the first manifold 206 and the second manifold 207 pass through the intercooler 205 and are cooled by the intercooler 205. The first manifold 206 is connected to the supercharger pipe 102 corresponding to the compression chamber position of the front cylinder block 101, and the second manifold 207 is connected to the supercharger pipe 102 corresponding to the front position of the combustion chamber of the front cylinder block 101. The first manifold 206 and the second manifold 207 can only intake air into the supercharger pipe 102 in one direction.

[0040] In this embodiment, the intercooler 205 adopts a heat dissipation fin design and is equipped with a fan. The high-temperature and high-pressure gas will be forcibly cooled when passing through the intercooler 205. The first manifold 206 and the second manifold 207 both pass through the intercooler 205. A section of copper pipe is installed inside the intercooler 205. The copper pipe is bent back and forth in the intercooler 205 to increase the heat dissipation area.

[0041] like Figures 7-9 As shown, in an optional embodiment, the side of the booster rotor 202 away from the front rotor 105 is designed with a hollow structure. The hollow structure is divided into multiple compartments 2021. The rotor surface of the booster rotor 202 is provided with multiple air holes 2022. The air holes 2022 are connected to the corresponding compartments 2021. Two pressure relief valves 208 are installed on the side of the booster cylinder 201 away from the front cylinder 101. The pressure relief valves 208 are installed in the compartments 2021 of the booster rotor 202 when they are in the compression chamber and exhaust chamber. A third manifold 209 is installed on the end of the pressure relief valve 208 away from the booster cylinder 201. The end of the third manifold 209 away from the pressure relief valve 208 is connected to the second intake pipe 103. The third manifold 209 can only allow air to enter the second intake pipe 103 in one direction.

[0042] In this embodiment, the hollow structure of the booster rotor 202 can reduce the weight of the booster rotor 202. When the power of the front rotor 105 drives the booster rotor 202 to rotate, the applied force will be significantly reduced compared to the solid rotor. Moreover, the hollow structure of the booster rotor 202 does not affect the boosting effect, and the power loss is small during actual operation.

[0043] The pressure relief valve 208 is an electronically controlled pressure relief valve, also known as an electronic pressure relief valve or electric wastegate. It is a valve precisely controlled by the engine control unit (ECU) via electrical signals. Its main function is to regulate the boost pressure of the turbocharger, preventing over-boosting of the engine and optimizing boost response speed and overall performance of the rotary engine. During operation, the ECU monitors the actual pressure in the intake manifold in real time using a boost pressure sensor. During calculation, the ECU compares the monitored actual pressure with a target boost pressure map stored in its memory. This target value is the optimal value calculated based on various parameters such as engine speed, load, throttle opening, coolant temperature, and ambient temperature. Finally, the ECU calculates the control signal that needs to be applied to the actuator of the pressure relief valve 208.

[0044] like Figure 9 As shown, in an optional embodiment, the eccentric shaft connects the front rotor 105 and the booster rotor 202, and the eccentric wheel at the connection point of the eccentric shaft to the booster rotor 202 and the front rotor 105 is eccentrically 180 degrees apart.

[0045] In this embodiment, the booster rotor 202 and the front rotor 105 are connected in series by an eccentric shaft. The shaft sequentially includes: a main journal → a counterweight → a first eccentric part → an intermediate main journal → a second eccentric part → a counterweight → a main journal. The two rotors are respectively mounted on the first and second eccentric parts. The center of gravity of the booster rotor 202 and the front rotor 105 differs by 180°, resulting in good static balance and reducing rotor engine vibration.

[0046] like Figures 1-3 As shown, in an optional embodiment, one-way valves are installed at the ends of the first manifold 206, the second manifold 207, and the third manifold 209.

[0047] In this embodiment, pressurized gas cannot be expelled from any of the manifolds and must not return, thus preventing high-pressure gas backflow.

[0048] like Figures 9-10 As shown, in an optional embodiment, the thickness of the booster cylinder 201 is twice that of the front cylinder 101, and the thickness of the booster rotor 202 is twice that of the front rotor 105.

[0049] In this embodiment, the rotary engine itself has a compact structure. When the rotor rotates, it draws in less air per cycle compared to a piston engine. Therefore, most rotary engines are equipped with a turbocharger. The thicker turbocharger cylinder 201, combined with the hollow turbocharger rotor 202, can supply more gas while reducing power loss.

[0050] like Figure 10As shown, in an optional embodiment, the cylinder walls of both the front cylinder 101 and the booster cylinder 201 are hollow structures. Coolant pipes 3 are installed on both sides of the front cylinder 101 and the booster cylinder 201. The coolant pipes 3 between the front cylinder 101 and the booster cylinder 201 are connected. The coolant first passes through the coolant pipes 3 of the booster cylinder 201 and then fills the hollow cylinder wall of the booster cylinder 201, and then flows to the hollow cylinder wall of the front cylinder 101.

[0051] In this embodiment, the coolant pipe 3 is connected to the vehicle's cooling system. The coolant, which has been cooled by the radiator, first passes through the turbocharger 201 and then through the front cylinder 101, thereby first reducing the temperature of the turbocharger 201 and then reducing the temperature of the front cylinder 101.

[0052] Working principle: When the front rotor 105 is running, the supercharged rotor 202 runs synchronously with it. When the engine is idling or running at low fuel injection, the pressure relief valve 208 on the supercharged cylinder block 201 opens. The air compressed in the compression chamber and exhaust chamber of the supercharged rotor 202 will be discharged from the pressure relief valve 208. The discharged gas enters the second intake pipe 103 of the front cylinder block 101 through the third manifold 209. At this time, the second intake pipe 103 does not need to draw air from outside the engine again. The entire engine only needs the first intake pipe 203 of the supercharged cylinder block 201 to draw air. At this time, the intake volume has been increased compared with the traditional rotary engine.

[0053] After increasing the engine speed and fuel injection quantity, the exhaust volume of the pressure relief valve 208 can be gradually reduced based on the throttle response and fuel injection quantity data. At this time, the gas compressed by the compression chamber and exhaust chamber will enter the front cylinder block 101 through the boost pipe 102. When the front rotor 105 is drawing in air, a portion of the outside gas can be drawn in through the second intake pipe 103. Then, when it runs to the compression chamber, the boost pipe 102 sends in a portion of compressed gas. At this time, the gas volume has been boosted. Subsequently, the compressed gas enters the combustion chamber. Just before combustion, another boost pipe 102 sends in a portion of compressed gas again. At this time, the high-density gas-fuel mixture can achieve rapid expansion of gas volume and instantaneous burst of high horsepower output.

[0054] When the front rotor 105 is drawing in air, the booster rotor 202 is in a compression state. At this time, the booster pipe 102 has begun to gradually draw in air. After the front rotor 105 passes the second intake pipe 103, the booster pipe 102 continues to draw in the remaining compressed gas. After the front rotor 105 has finished compressing, the first exhaust pipe 204 of the exhaust chamber corresponding to the booster rotor 202 has started to compress the gas again. At this time, the gas is compressed again during combustion. Since there is rotor offset between the booster rotor 202 and the front rotor 105, it can offset part of the knocking of the front rotor 105 and reduce the vibration of the rotary engine.

[0055] In addition, during each pressurization of the gas, the gas in the turbocharger 201 is cooled by the intercooler 205, so that the gas entering the front cylinder 101 is at a lower temperature, preventing the compressed gas from having a low density. Only high-density gas can achieve the effect of increasing the high power of the rotary engine.

[0056] The turbocharger cylinder block 201 and the front cylinder block 101 are cooled by coolant. The coolant, which has been cooled by the radiator, first passes through the turbocharger cylinder block 201 and then through the front cylinder block 101, thereby first reducing the temperature of the turbocharger cylinder block 201 and then reducing the temperature of the front cylinder block 101.

[0057] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. In addition, those skilled in the art can combine and integrate the different embodiments or examples described in this specification.

[0058] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0059] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A rotary engine with a self-boosting structure, comprising a booster engine body (1), characterized in that: The turbocharged engine body (1) includes a front cylinder block (101) and a turbocharger pipe (102) mounted on the front cylinder block (101), and also includes a coaxial turbocharger assembly (2). The coaxial turbocharger assembly (2) includes a turbocharger cylinder block (201) and a turbocharger rotor (202). The turbocharger cylinder block (201) is the same as the front cylinder block (101), both being divided into an intake chamber, a compression chamber, a combustion chamber, and an exhaust chamber. The turbocharger cylinder block (201) and the front cylinder block (101) are similar. 01) Fixed connection, the eccentric shaft of the front cylinder (101) extends into the booster cylinder (201) and connects to the booster rotor (202). The booster cylinder (201) is equipped with a first intake pipe (203) at the corresponding intake chamber and combustion chamber, and a first exhaust pipe (204) is installed at the rear of the corresponding compression chamber and exhaust chamber. The first exhaust pipe (204) is used to connect to the booster pipe (102) and boost the pressure of the front cylinder (101) during operation. The turbocharged engine body (1) also includes a second intake pipe (103), a second exhaust pipe (104) and a front rotor (105). There are two booster pipes (102), one of which is located in the compression chamber of the front cylinder (101) and the other is located in the front combustion chamber of the front cylinder (101). The second intake pipe (103) is connected to the intake chamber of the front cylinder (101) and the second exhaust pipe (104) is connected to the exhaust chamber of the front cylinder (101). The coaxial supercharger assembly (2) also includes an intercooler (205). A first manifold (206) is installed at the end of the first exhaust pipe (204) corresponding to the compression chamber away from the supercharger cylinder block (201). A second manifold (207) is installed at the end of the first exhaust pipe (204) corresponding to the rear of the exhaust chamber away from the supercharger cylinder block (201). Both the first manifold (206) and the second manifold (207) pass through the intercooler (205) and are cooled by the intercooler (205). The first manifold (206) is connected to the supercharger pipe (102) at the compression chamber position corresponding to the front cylinder block (101). The second manifold (207) is connected to the supercharger pipe (102) at the front combustion chamber position corresponding to the front cylinder block (101). The first manifold (206) and the second manifold (207) can only intake air into the supercharger pipe (102) in one direction. The side of the booster rotor (202) away from the front rotor (105) is designed with a hollow structure. The hollow structure is divided into multiple compartments (2021). The rotor surface of the booster rotor (202) is provided with multiple air holes (2022). The air holes (2022) are connected to the corresponding compartments (2021). Two pressure relief valves (208) are installed on the side of the booster cylinder (201) away from the front cylinder (101). The pressure relief valves (208) are installed in the compartments (2021) of the booster rotor (202) at the position where they run to the compression chamber and the exhaust chamber. A third manifold (209) is installed on the end of the pressure relief valve (208) away from the booster cylinder (201). The end of the third manifold (209) away from the pressure relief valve (208) is connected to the second intake pipe (103). The third manifold (209) can only unidirectionally intake air into the second intake pipe (103).

2. The rotary engine with a self-pressurizing structure according to claim 1, characterized in that: The eccentric shaft connects the front rotor (105) and the booster rotor (202), and the eccentric wheel at the connection between the booster rotor (202) and the front rotor (105) is eccentrically 180 degrees apart.

3. The rotary engine with a self-pressurizing structure according to claim 2, characterized in that: One-way valves are installed at the ends of the first manifold (206), the second manifold (207), and the third manifold (209).

4. The rotary engine with a self-pressurizing structure according to claim 3, characterized in that: The thickness of the booster cylinder (201) is twice that of the front cylinder (101), and the thickness of the booster rotor (202) is twice that of the front rotor (105).

5. The rotary engine with a self-pressurizing structure according to any one of claims 1-4, characterized in that: The cylinder walls of the front cylinder (101) and the booster cylinder (201) are both hollow structures. Coolant pipes (3) are installed on both sides of the front cylinder (101) and the booster cylinder (201). The coolant pipes (3) between the front cylinder (101) and the booster cylinder (201) are connected. The coolant first passes through the coolant pipes (3) of the booster cylinder (201) and then fills the hollow cylinder wall of the booster cylinder (201), and then flows into the hollow cylinder wall of the front cylinder (101).

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