High-efficiency large-torque rotor engine

Abstract

The utility model relates to the technical field of engines, and provides a high-efficiency large-torque rotor engine. One of a plurality of turbine blades, slope blades and cambered surface blades is arranged in a rotor combustion chamber, the tangential stress area of a rotor is increased, dispersed and efficient combustion is achieved through an ignition channel, thrust in the rotating direction of the rotor is greatly increased, a crankshaft obtains larger torque, the overall acting power is also increased, and the service life of the rotor is prolonged. And the thrust-weight ratio of the rotor engine is improved. The crankshaft is matched with the rotor inner ring gear and the stator gear, so that power transmission of rotor acting is completed. The rotor inner ring gear and the rotor can adopt an integrated or split structure, and are connected through a polygonal embedded structure when being split, so that the torque resistance of the rotor is improved, the shear strength of a connecting bolt can be reduced, and the rotor is suitable for a high-power rotor engine structure. By improving the rotor structure, optimizing the blade design, adopting the polyhedral assembly structure and the like, the working efficiency, the torque and the overall performance of the engine are improved.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of engine, concretely relates to a high-efficiency big torque rotor engine. BACKGROUND

[0002] Rotor engine usually adopts triangular rotor rotation to complete suction, compression, work, exhaust stroke, and the rotor of rotor engine ignites and burns and expands and works three times per rotation, and the general four-stroke engine works once per two rotations, so that rotor engine has very high rotation speed and power volume ratio, and rotor engine has the advantages of simple structure, less components, small volume, light weight, low gravity center, small vibration, small displacement, high power, high thrust-to-weight ratio and the like compared with the linear motion of traditional reciprocating piston engine.

[0003] According to the working principle of rotor engine, the expansion pressure of fuel mixture gas combustion acts on the inner wall of cylinder body, and the reaction force acts on the working surface of rotor, for example, one of the three working surfaces of triangular rotor is pushed to the center of eccentric crankshaft, so that the rotation of rotor drives the rotation of crankshaft, and power output is completed, this movement can be decomposed into two components, one is the tangent force that makes eccentric crankshaft rotate, which is a force that does effective work, and is also the key factor of combustion expansion work conversion efficiency, the greater the torque produced by this force is, the higher the conversion efficiency is, the other is the centripetal force that points to the center of output shaft, which directly produces shear force on crankshaft, and is also the force that produces normal vibration of crankshaft, and the smaller this force is, the better.

[0004] Due to the spatial geometric relationship between the rotor working surface and the crankshaft, when the high-pressure expanding gas does work, only the part of the connecting line between the crankshaft and the rotor working surface is the normal interface to the rotation direction of the crankshaft, and the part of the area is pressed to do work as the effective work, which is called the positive working surface. The high-pressure expanding gas does work to make the part of the rotor working surface in the opposite direction of the rotation direction of the crankshaft, which is called the reverse working surface. Specifically, the working surface of the rotor is the effective projection area of the working surface of the rotor in the normal direction of the connecting line between the crankshaft and the rotor working surface. The effective power points to the rotation direction of the rotor, which is proportional to the expansion pressure, the working time and the effective working area of the positive working surface of the rotor. Improving these factors is conducive to optimizing the power. The reverse working surface does negative work, which reduces the power. The actual output power of the rotor engine is the combined power of the positive useful power and the reverse power. When the ignition time is too early and the positive power is less than the negative power, it is possible to have an unexpected stop or reverse. Therefore, the current triangular rotor combustion chamber and the spark plug should be arranged in front of the normal interface between the connecting line between the crankshaft and the rotor working surface to the rotation direction of the crankshaft. Due to the high speed of the rotor engine, the existing engine combustion chamber is mostly irregular and long, which brings some prominent defects. First, the effective working area of the positive working surface of the rotor is small, the thrust generated by the explosion gas is small, the torque of the crankshaft is small, the actual working power is small, and the cumulative output working conversion efficiency is low. In addition, the effective working time of the rotor engine is short, the cumulative output working conversion efficiency is low, the compression ratio is low, the air intake is small, the oxygen content is low, the fuel combustion is incomplete, the fuel ignition frequency is high, the oil consumption is high, the flame propagation path is short, the tail gas emission exceeds the standard, and the output power of the rotor engine does not match the high oil consumption, which is one of the important reasons for the poor fuel efficiency. There are also defects in the rotor split assembly structure. The rotor engine inner ring gear and the rotor assembly, the stator gear and the head plate assembly mostly adopt a circular ring structure, which is mainly connected by several fixed bolts. Under the action of high power and large torque, it is not enough to maintain the stability of the structure only by the shear resistance of the several bolts. Since there is a fitting gap, all the bolts are not subjected to shear force at the same time, so there is a risk that individual bolts are cut off first. Therefore, the circular ring structure of the rotor engine inner ring gear and the rotor assembly, the stator gear and the head plate assembly is not suitable for high-power and large-torque rotor engines. Practical new type content

[0005] To solve the problems in the background art, the utility model provides a high-efficiency large-torque rotor engine, which comprises a rotor, a cylinder body, a head plate, a crankshaft and a fuel output control system.

[0006] The rotor is provided with a rotor working surface, and a rotor combustion chamber is arranged on the rotor working surface, wherein an ignition channel and a plurality of blades for rotating the rotor are arranged in the rotor combustion chamber, the blades are one of turbine blades, inclined blades and arc blades, and wherein:

[0007] The turbine blades are provided with a bending direction opposite to the rotating direction of the rotor, and a turbine working channel is formed between adjacent turbine blades; at least one ignition channel is arranged in the middle or on both sides of the turbine blades, and the ignition channel is communicated with the turbine working channel;

[0008] The inclined blades are connected with the rotor combustion chamber at the bottom, and the outer contour is composed of an inclined surface and a straight surface, the inclined surface forms an angle a with the bottom surface of the rotor combustion chamber in the rotating direction of the rotor, and the straight surface is perpendicular to the bottom surface of the rotor combustion chamber; the working channel is formed between two inclined blades and communicated with the ignition channel;

[0009] The arc blades are connected with the rotor combustion chamber at the bottom, and the outer contour is composed of an arc surface and a straight surface, the arc surface forms an angle β with the bottom surface of the rotor combustion chamber in the rotating direction of the rotor, and the straight surface is perpendicular to the bottom surface of the rotor combustion chamber; the working channel is formed between two arc blades and communicated with the ignition channel.

[0010] The crankshaft comprises a crankshaft main shaft and an eccentric shaft.

[0011] The core problems to be solved by the design are: first, the area of the effective working surface is greatly increased by increasing a plurality of turbine blades, the torque of the crankshaft is increased, the power is increased, the power-to-weight ratio of the engine is improved, second, according to the technical characteristics of the turbine blades, the vortex effect generated in the concave turbine working channel by the mixed gas explosion is rotated at high speed to increase the residence time of high-pressure gas, which not only prolongs the working time of the high-pressure gas on the turbine blades, but also makes the mixed gas burn more fully, improves the emission quality, and at the same time, the high-speed rotating vortex impacts in the concave groove of the turbine blade to convert part of the kinetic energy of the rotating gas flow into the impact force on the turbine blade, that is, part of the kinetic energy of the high-speed rotating expansion gas is converted into the forward thrust of the turbine blade, and the power is also improved;

[0012] Similarly, the inclined blades or arc blades are also used to greatly increase the area of the effective working surface, increase the torque of the crankshaft, increase the power, and improve the power-to-weight ratio of the engine;

[0013] According to the sparse and dense layout of the three kinds of blades, the compression ratio of the rotor engine can be improved, so that the rotor engine obtains higher fuel conversion efficiency;

[0014] The ignition channel is communicated with the working channel of the three kinds of blades, which is used to ignite the mixed gas quickly to form high-pressure working and obtain maximum power;

[0015] In the preferred scheme,

[0016] The curvature radius of the turbine blade at different positions of the rotor combustion chamber is variable, and the value range satisfies the condition that the maximum average power of the crankshaft is obtained from the compression chamber ignition to the working chamber interval;

[0017] The included angle alpha of the inclined blade at different positions of the rotor combustion chamber is variable, and the value range satisfies the condition that the maximum average power of the crankshaft is obtained from the compression chamber ignition to the working chamber interval; according to force integration, it is demonstrated that the preferred value range of the included angle alpha is 40 degrees to 55 degrees;

[0018] The beta angle of the cambered blade at different positions of the rotor combustion chamber is variable, and the beta angle of the cambered blade is valued so that the maximum average power of the crankshaft is obtained from the compression chamber ignition to the working chamber interval; according to force integration, it is demonstrated that the preferred value range of the included angle beta is 55 degrees to 65 degrees.

[0019] The utility model discloses the design scheme of rotor engine is optimized, according to different rotor engine technical index, the geometric space layout of each function room, air compression ratio, the speed interval of stable operation, the combustion efficiency of fuel, optimal output power and numerous factors, and each model rotor engine obtains the curvature radius of best setting turbine blade, the alpha angle of inclined blade and the beta angle of cambered blade through several test tests.

[0020] In the preferred scheme,

[0021] The rotor is provided with an inner ring gear, a rotor crankshaft mounting hole and a rotor end face; the rotor crankshaft mounting hole is in a matching assembly relationship with the eccentric shaft; the rotor inner ring gear is in an integral structure or a split structure with the rotor; when the split structure is adopted, the rotor end face is provided with a rotor inner ring gear mounting end face and a rotor inner ring gear mounting hole, the inner ring gear is provided with an inner ring gear transmission tooth, an inner ring gear mounting hole and an outer ring radial mounting face on the main body of the inner ring gear, and is matched with an inner ring gear assembly bolt; the outer ring radial mounting face and the rotor inner ring gear mounting end face are polygonal structures, and the two are polygonal inlaying and matching structures; the inner ring gear is fixed together with the rotor through the inner ring gear assembly bolt, the inner ring gear mounting hole and the rotor inner ring gear mounting hole.

[0022] The technical scheme is to eliminate the hidden danger that the inner ring gear assembly bolt is sheared when the rotor inner ring gear and the rotor are in a split structure, is suitable for high-power rotor engines, and when this structure is adopted, the inner ring gear assembly bolt can be small in specification, which not only reduces the weight of the rotor, but also reduces the cost, improves the special processing efficiency and standardization of the inner ring gear, is beneficial to large-scale production and maintenance replacement, and greatly improves the reliability and service life of safe operation.

[0023] In the preferred scheme,

[0024] The head plate comprises a head plate shell, a head plate end face, a stator mounting groove and a stator mounting bolt hole provided on the head plate end face, and a head plate crankshaft through hole provided in the stator mounting groove;

[0025] The stator is mounted on the head plate, and the stator is provided with a stator mounting face, a stator gear, a stator mounting hole and a crankshaft through hole;

[0026] The crankshaft through hole and the head plate crankshaft through hole are concentric holes;

[0027] The stator mounting groove and the stator mounting face are polygonal structures and form a corresponding inlaid fitting structure;

[0028] The stator is fixed with the head plate through the stator mounting bolt, the stator mounting hole and the stator mounting bolt hole;

[0029] The crankshaft passes through the rotor crankshaft mounting hole at one end, so that the eccentric shaft and the rotor crankshaft mounting hole are assembled together, the inner ring gear transmission teeth of the inner ring gear of the rotor are engaged with the stator gear for transmission, the rotation of the rotor drives the synchronous rotation of the crankshaft, the crankshaft main shaft at the other end of the crankshaft passes through the crankshaft through hole of the stator and the head plate crankshaft through hole of the head plate and is led out, and the output of power is realized.

[0030] The technical solution is to eliminate the hidden danger of the stator mounting bolt being sheared when the stator is mounted and matched with the head plate, is more suitable for the design and improvement of the processing technology of the high-power rotor engine, and also describes the assembly and work output relationship of the stator, the head plate, the crankshaft and the rotor.

[0031] In the preferred solution,

[0032] The cylinder body is provided with an intake chamber, a compression chamber and a working chamber, an oil nozzle is arranged in the intake chamber, a spark plug is arranged in the compression chamber, and the spark plug is located on the movement path of the ignition channel; an exhaust passage is arranged at the rear of the working chamber, and an exhaust passage heat insulation lining is arranged in the exhaust passage close to the cylinder body; a waste gas cleaning supercharging hole is arranged at the rear of the exhaust passage;

[0033] A secondary supercharged air inlet is arranged in the intake chamber.

[0034] The design is to prevent high-temperature exhaust gas after work from entering the intake chamber, affecting the oxygen content of the intake chamber, and reducing the effective power. The exhaust passage rear is provided with a waste gas cleaning booster hole, and the low-temperature gas with booster is continuously input through the waste gas cleaning booster hole. The low-temperature gas with booster pushes the exhaust gas back to the exhaust passage before entering the intake chamber, and the exhaust gas is discharged. The exhaust passage outlet also has a cooling effect. The exhaust passage is provided with an exhaust passage heat insulation lining close to the cylinder body, which reduces the heating and warming of the cylinder body by high-temperature exhaust gas, saves the working load of the cooling system, and the exhaust passage heat insulation lining can be made of high-temperature resistant ceramic material, composite glass fiber material, etc. A secondary booster intake port is arranged at about half the position of the intake chamber, which is used to supplement more high-pressure air, improve the compression ratio, and make the fuel burn more fully, so that the power of the engine can be greatly improved. For example, a large-diameter cylinder is used for high-compression-ratio reciprocating air supply, and a booster intake port controlled by an external one-way valve can be used during air intake. Because it is only air compression, unlike the cylinder body that needs to withstand high temperature and high pressure, as long as a light alloy thin-walled material is used to make the compression cylinder body, if a reciprocating compression cylinder is used, the input power can also be saved. As long as the cylinder is high-pressure supplemented during the initial closure to the compression stroke for about half the time after natural aspiration or turbocharging air supply, the installation cooperation relationship of each interval of the rotor engine is described through the system, which is more convenient to explain the working principle.

[0035] In the preferred scheme,

[0036] The fuel output control system comprises a fuel supply pump, a fuel preheater, a fuel temperature controller, a fuel high-pressure pump, and a numerical control fuel nozzle fuel supply system.

[0037] The fuel preheater is one or a combination of waste gas preheater, radiator preheater, and electric heating preheater.

[0038] The fuel temperature controller comprises a fuel temperature riser and a fuel temperature reducer.

[0039] The numerical control fuel nozzle fuel supply system adopts one or a combination of normal-temperature fuel nozzle and gasification hot-temperature fuel nozzle.

[0040] The design is to make full use of high-temperature exhaust gas, radiator waste heat, electric heating and other means to preheat the fuel, and to realize precise control of the fuel temperature, through high-pressure oil pump numerical control injection, which is conducive to improving the full mixing of fuel and air, achieving the purpose of optimal efficiency ratio, increasing the output power of the engine, especially heating the fuel to a temperature range higher than the heat of vaporization and lower than the ignition point of the fuel, which can instantly vaporize into oil molecular structure and mix with air, which is a molecular mixing, and the combustion efficiency is much higher than the conventional fuel injection atomized into fine droplets suspended state of mixed gas, and the conversion efficiency is close to the gas turbine, which is a technical innovation of piston engine structure to the combustion efficiency of gas turbine, and this technology can be widely applied to the power improvement of piston engine.

[0041] In the preferred embodiment,

[0042] The compression chamber is provided with a secondary fuel injection nozzle; the fuel output control system further comprises a numerical control secondary fuel injection nozzle fuel supply system; the numerical control secondary fuel injection nozzle fuel supply system adopts one or more combinations of normal temperature fuel secondary injection nozzle, vaporization temperature fuel secondary injection nozzle and ignition temperature fuel secondary injection nozzle.

[0043] The design is to improve the pressure during combustion by secondary direct injection of the compression chamber to further increase the instantaneous power in a short time, which plays a key role in the process of aircraft take-off and landing, especially the application of ignition temperature fuel secondary injection nozzle technology, which ensures successful ignition each time, not only increases the engine power, but also ensures that there is no unexpected shutdown phenomenon, which can greatly improve the working stability of the engine for long-term work, and reserves emergency power to ensure high power output in special situations.

[0044] In the preferred embodiment,

[0045] The head plate is provided with a head plate wear-resistant plate on the end face of the head plate.

[0046] The design is mainly because the head plate of the engine is mostly made of lightweight alloy material, which is easy to wear and even damage under the high-speed rotating and sliding friction of the rotor end face sealing strip, by setting the head plate wear-resistant plate, not only the maintenance time can be prolonged, but also the service life of the rotor engine is improved, and when the wear-resistant plate adopts an inlaid structure, it is also convenient to replace and economical and practical.

[0047] In the preferred embodiment,

[0048] Cylinder body and head plate are respectively provided with cylinder body outer connecting bolt interface and head plate outer connecting bolt interface, and are matched with shell connecting bolt group, including shell connecting long bolt group and shell connecting short bolt group.

[0049] The design is mainly to facilitate the quick connection of the cylinder body and the head plate, not only maintains the function of the long bolt for the whole body connection, but also realizes the short bolt connection of the adjacent two parts, provides a flexible interface for the space suspension installation of the engine, is also beneficial to the local maintenance and repair, and can also use the interface to conveniently install the matching equipment outside the rotor engine body, such as a turbocharger, an oil pump, a cooler, a shock absorber, a suspension bracket, a secondary supercharging cylinder and the like; most of the current rotor engines are connected by long bolts, now part of the long bolts are replaced by short bolts, which saves materials and reduces the weight of the engine, and when the sealing of part of the interface parts is not good, the local locking can be realized to prevent the destructive damage to other interfaces when the whole body is locked.

[0050] The utility model discloses the reached beneficial effects are:

[0051] Firstly, the utility model improves the engine rotor structure, a plurality of turbine blades are added in the rotor combustion chamber, the effective working force surface of the rotor is increased by several times, and the working torque of the rotor is also increased by several times, due to the special structure of the turbine blade, the high-pressure gas of explosion rotates at high speed in the groove of the turbine working channel, not only the high-pressure gas works on the turbine blade for a relatively long time, but also the mixed gas burns more fully, the exhaust emission quality is improved, the kinetic energy (reflected flow generated by high-pressure gas rotation) generated by the vortex also acts on the turbine blade groove in the opposite direction, and the thermal efficiency of the engine is also greatly improved, the power of the turbine blade is also correspondingly improved, and the power-to-weight ratio is improved as a whole;A plurality of turbine blades are additionally arranged on the rotor, the effective working area is increased by several times, and the power of the engine is greatly improved, due to the technical characteristics of the turbine blade, the vortex generated by the explosion mixed gas in the concave area of the turbine blade rotates at high speed, the high-pressure gas stays for a relatively long time, the gas burns more fully, not only the fuel consumption is reduced, but also the exhaust emission quality is improved, at the same time, the high-speed rotating gas impacts the turbine blade groove in the opposite direction, and part of the kinetic energy of the rotating gas also acts on the turbine blade, additional thrust is generated in the rotation direction of the rotor, the tangential force of the rotor is increased, the torque of the crankshaft is also greatly increased, the rotation speed of the rotor is further improved, the effective power is significantly increased, and the power-to-weight ratio of the rotor engine is further improved;According to fluid mechanics, the resistance generated by the turbine blade structure when the rotor rotates at high speed is small, so the turbine blade structure is suitable for the design of the high-speed rotor engine, such as Figure Six a shown in the figure, the explosion pressure P generates thrust F in the rotation direction of the rotor;

[0052] For the inclined blade structure, under the action of high pressure of the combustion chamber explosion mixed gas, the inclined surface of the inclined blade is pressed to generate a resultant thrust, which is decomposed into a thrust F in the direction of rotation of the rotor and a pressure normal to the rotor combustion chamber. The combustion chamber explosion mixed high pressure gas does not generate force on the vertical plane of the inclined blade. The more inclined blade structures, the greater the thrust generated, and the higher the power. Since the inclined blade has a simple geometric structure and the production process is easy to implement, it can be produced at a low cost, and the compression ratio can be accurately calculated. The standardization of the product is high. According to fluid mechanics, the overall resistance generated by the inclined blade structure when the rotor rotates at high speed is greater than the resistance generated by the head-on airflow. Therefore, the inclined blade structure is suitable for the design of low-speed rotor engines, such as Figure Six b shows the explosion pressure P in the direction of rotation of the rotor to generate a thrust F;

[0053] For the arc blade structure, under the action of high pressure of the combustion chamber explosion mixed gas, the arc surface of the arc blade is pressed to generate a resultant thrust, which is decomposed into a thrust F in the direction of rotation of the rotor and a pressure normal to the rotor combustion chamber. The combustion chamber explosion mixed high pressure gas does not generate force on the vertical plane of the arc blade. The more arc blade structures, the greater the thrust generated, and the higher the power. According to fluid mechanics, the overall frictional resistance generated by the arc blade structure when the rotor rotates at high speed is between the turbine blade and the inclined blade structure. Therefore, the arc blade structure is suitable for the design of medium-speed rotor engines, such as Figure Six c shows the explosion pressure P in the direction of rotation of the rotor to generate a thrust F.

[0054] Secondly, the inner ring gear of the rotor engine and the rotor are assembled, and the stator gear and the head plate assembly surface adopt a polyhedral structure. The polyhedron is a plane / arc surface or a combined structure, so that the torque of the rotor engine directly acts on the polyhedral contact surface, which reduces the risk of shear of the fixing bolts, especially for high-power and high-torque rotor engines.

[0055] Thirdly, a fuel preheating pipe is arranged in the exhaust manifold, and the fuel preheating pipe is connected with a fuel temperature controller and a high-pressure oil pump. The fuel temperature controller has the functions of controlling the heating and cooling of the fuel. This arrangement prevents the heavy oil from solidifying at high altitude and low temperature, which affects the oil supply of the oil circuit. Secondly, the heated fuel can increase the atomization effect when injected into the cylinder, and the mixture with air is more uniform and burns more fully. Thirdly, the fuel is heated to a temperature higher than the vaporization heat and lower than the ignition point, and after the fuel is vaporized after being injected into the cylinder, the mixture with air is more sufficient, and the maximum explosion pressure can be achieved after ignition. This provides a reference path for improving the efficiency of piston engines to gas turbines.

[0056] Fourth, by setting the exhaust gas cleaning booster hole in the rear of the exhaust passage, the low-temperature intake with supercharging is returned to the exhaust passage to discharge the exhaust gas before entering the intake chamber, effectively preventing the high-temperature exhaust gas after work from entering the intake chamber to affect the oxygen content of the intake chamber, reducing the effective power, and also cooling the outlet of the exhaust passage.

[0057] Fifth, the secondary supercharging intake port is arranged in the intake chamber to improve the compression ratio and improve the conversion efficiency of fuel and the environmental protection emission quality of exhaust gas.

[0058] Sixth, by performing secondary direct injection oil supplement to the compression chamber to improve the pressure during combustion, the instantaneous output power of the engine is increased, which is equivalent to increasing a boost stop on the basis of the maximum power of the engine. Especially when the fuel is heated to above the ignition point and directly injected into the compression chamber, it can be directly and quickly ignited to make the boost power greater, which plays a key role when the aircraft needs instantaneous boost power during take-off and landing.

[0059] Seventh, by setting the head plate wear plate, the maintenance time can be prolonged, and the service life of the rotor engine is improved. When the wear plate adopts an inlaid structure, it is also convenient to replace, reduces the maintenance cost, and is economical and practical.

[0060] Eighth, by setting corresponding bolt interfaces on the outside of the cylinder body, head plate or adapter plate shell, not only the function of connecting the whole body with long bolts is maintained, but also short bolt connection of adjacent two components can be realized. It is beneficial for local maintenance and maintenance, and these interfaces can also be used to conveniently install supporting equipment outside the rotor engine body, such as secondary supercharger, oil pump, shock suspension bracket, various monitoring sensors, etc. The use of short bolts instead of some long bolts also saves materials and reduces the weight of the engine. These new technologies and production processes embodied in the rotor engine have high application value in the fields of automobiles, ships, aircraft, etc. BRIEF DESCRIPTION OF DRAWINGS

[0061] Figure 1 is a schematic diagram of assembly of main components of the rotor engine;

[0062] Figure 2 is a large-scale diagram of the rotor, inner ring gear structure;

[0063] Figure 3 is a large-scale diagram of the turbine blade rotor, stator, and crankshaft structure and assembly;

[0064] Figure 4 is a large-scale diagram of the inclined blade rotor, stator, and crankshaft structure and assembly;

[0065] Figure 5 is a large-scale diagram of the arc blade rotor, stator, and crankshaft structure and assembly;

[0066] Figure 6 is a force analysis diagram of turbine blade (a), bevel blade (b), cambered blade (c) work;

[0067] Figure 7 is a cylinder structure large sample drawing;

[0068] Figure 8 is a head plate structure large sample drawing;

[0069] Figure 9 is the rotor engine working principle operation diagram of the utility model;

[0070] Figure 10 is the working method flow chart of the rotor engine of the utility model.

[0071] Figure 11 is the fuel output control system flow chart.

[0072] Mark in the drawing:

[0073] 1, rotor;

[0074] 1-1, rotor working surface; 1-2, rotor combustion chamber; 1-2-1, ignition passage; 1-2-2, turbine blade; 1-2-3, bevel blade; 1-2-4, cambered blade;

[0075] 1-6, rotor end face; 1-7, rotor inner ring gear installation end face; 1-8, rotor inner ring gear installation hole; 1-9, rotor crankshaft installation hole; 1-10, rotor inner ring gear; 1-10-1, inner ring gear main body; 1-10-2, inner ring gear transmission tooth; 1-10-3, inner ring gear installation hole; 1-10-4, inner ring gear radial installation face; 1-10-5, inner ring gear installation bolt; 1-11, stator; 1-11-1, stator installation face; 1-11-2, stator gear; 1-11-3, stator installation hole; 1-11-4, crankshaft through hole; 1-12, crankshaft; 1-12-1, crankshaft main shaft; 1-12-2, eccentric shaft;

[0076] 2, cylinder;

[0077] 2-3, intake passage; 2-4, exhaust passage; 2-5, oil injection nozzle; 2-6, spark plug; 2-8, secondary supercharging air inlet; 2-9, secondary oil injection nozzle; 2-10, cylinder outer joint bolt interface; 2-16, intake chamber; 2-17, compression chamber; 2-18, working chamber; 2-19, exhaust passage heat insulation lining;

[0078] 3, head plate;

[0079] 3-1, head plate outer shell; 3-3, head plate end face; 3-4, head plate wear plate; 3-5, stator mounting groove; 3-6, stator mounting bolt hole; 3-7, stator mounting bolt; 3-11, head plate outer connecting bolt interface;

[0080] 5, shell connecting bolt group; 5-1, shell connecting long bolt group; 5-2, shell connecting short bolt group.

[0081] 6, fuel output control system; 6-1, fuel supply pump; 6-2, fuel preheater; 6-2-1, exhaust gas preheater; 6-2-2, radiator preheater; 6-2-3, electric heating preheater; 6-3, fuel temperature controller; 6-3-1, fuel temperature rising controller; 6-3-2, fuel temperature falling controller; 6-4, fuel high pressure pump; 6-5, numerical control fuel nozzle fuel supply system; 6-5-1, normal temperature fuel nozzle; 6-5-2, gasification temperature fuel nozzle; 6-6, numerical control secondary fuel nozzle fuel supply system; 6-6-1, normal temperature fuel secondary nozzle; 6-6-2, gasification temperature fuel secondary nozzle; 6-6-3, ignition point temperature fuel secondary nozzle. DETAILED DESCRIPTION

[0082] The technical solutions in the utility model will be described clearly and completely below with reference to the drawings in the utility model, and additionally, the forms of each structure described in the following embodiments are only examples, and the utility model is not limited to each structure described in the following embodiments. All other embodiments obtained by those skilled in the art without making creative efforts belong to the scope of protection of the utility model.

[0083] Reference Figure 1 - Figure 11 The specific structure of the high-efficiency large-torque rotor engine includes:

[0084] The rotor 1 is made of high-strength heat-resistant alloy, has a triangular profile, and includes three rotor working surfaces 1-1. A rotor combustion chamber 1-2 is arranged on each rotor working surface 1-1 and has an internal blade structure. The rotor combustion chamber 1-2 includes an ignition passage 1-2-1, an ignition channel penetrating through the combustion chamber, and aligned with the movement path of the spark plug 2-6. The turbine blade 1-2-2 is curved in the opposite direction to the rotation direction of the rotor 1, forming a vortex passage. The bevel blade 1-2-3 is composed of a bevel and a vertical surface, and the included angle α is adjustable. The cambered blade 1-2-4 is composed of a cambered surface and a vertical surface, and the camber β is adjustable.

[0085] Turbine blade 1-2-2, the blade is curved, the bending direction is opposite to the rotating direction of the rotor 1, and a turbine working channel is formed between adjacent turbine blades 1-2-2. The middle or both sides of the turbine blade 1-2-2 are provided with an ignition channel 1-2-1, the ignition channel 1-2-1 is communicated with the turbine working channel, and the ignition channel 1-2-1 is communicated with the turbine working channel. Ensure that the high-pressure gas stays in the turbine blade 1-2-2 for a long time to improve the combustion efficiency.

[0086] The inclined blade 1-2-3 is connected with the rotor combustion chamber 1-2 at the bottom of the blade, and the outer contour is composed of an inclined surface and a straight surface. The inclined surface forms an angle α with the bottom surface of the rotor combustion chamber 1-2 in the rotating direction of the rotor 1, and the straight surface is perpendicular to the bottom surface of the combustion chamber. The working channel is formed between the two inclined blades 1-2-3, and is communicated with the ignition channel 1-2-1.

[0087] The cambered blade 1-2-4 is connected with the rotor combustion chamber 1-2 at the bottom of the blade, and the outer contour is composed of a cambered surface and a straight surface. The cambered surface forms an angle β with the bottom surface of the rotor combustion chamber 1-2 in the rotating direction of the rotor 1, and the straight surface is perpendicular to the bottom surface of the combustion chamber. The working channel is formed between the two cambered blades 1-2-4, and is communicated with the ignition channel 1-2-1.

[0088] By optimizing the layout of the turbine blade 1-2-2, the inclined blade 1-2-3 and the cambered blade 1-2-4, the effective working area and the combustion efficiency of the rotor 1 are significantly improved, and the compression ratio and the fuel conversion efficiency of the engine are improved.

[0089] The inner ring gear assembly comprises an inner ring gear body 1-10-1 connected to the rotor end face 1-6 through a polygonal mosaic structure. The transmission teeth are engaged with the stator gear 1-11-2. The mounting hole is fixed through the bolt and the rotor inner ring gear mounting hole 1-8.

[0090] The connecting structure of the crankshaft 1-12 comprises a rotor crankshaft mounting hole 1-9 assembled with the eccentric shaft 1-12-2 of the crankshaft 1-12. The rotor end face 1-6 is provided with a wear-resistant sealing surface in sliding contact with the wear-resistant plate 3-4 of the head plate.

[0091] The cylinder body 2 is made of high-temperature alloy casting, and the inner cavity is divided into an intake chamber 2-16, a front end provided with an intake passage 2-3 and a secondary supercharging air inlet 2-8. The compression chamber 2-17 is provided with a spark plug 2-6 and a secondary fuel injection nozzle 2-9. The working chamber 2-18 is communicated with the exhaust passage 2-4, and the rear part is provided with a heat insulation lining.

[0092] The fuel injection nozzle 2-5 is installed on the side wall of the intake chamber 2-16 and connected with the numerical control fuel injection system through the fuel pipeline. The exhaust passage 2-4 cleaning structure is provided with a waste gas cleaning supercharging hole at the end of the exhaust passage 2-4, which prevents the backflow of waste gas through the supercharged gas.

[0093] The head plate 3 body, including the shell, is fixed with the cylinder body 2 through the shell connecting bolt group 5. The stator mounting groove 3-5 is a polygonal groove structure and is inlaid cooperation with the stator mounting surface 1-11-1. The crankshaft through hole 1-11-4 is concentric with the stator 1-11 crankshaft through hole 1-11-4, and allows the crankshaft main shaft 1-12-1 to pass out.

[0094] The stator 1-11 assembly includes the stator gear 1-11-2 which is in mesh with the rotor inner ring gear 1-10 to transmit torque to the crankshaft 1-12. The mounting hole is fixed with the head plate 3 bolt hole through the stator mounting bolt 3-7.

[0095] The wear-resistant structure includes the head plate wear-resistant plate 3-4 which is inlaid in the head plate end surface 3-3 and is made of silicon carbide ceramic material to reduce the friction loss of the rotor end surface 1-6.

[0096] The crankshaft 1-12 assembly includes the crankshaft main shaft 1-12-1 which penetrates the head plate 3 and the stator 1-11 and is connected with the flywheel or power transmission device at the output end. The eccentric shaft 1-12-2 is assembled with the rotor crankshaft mounting hole 1-9 to convert the eccentric motion of the rotor 1 into the rotary motion of the crankshaft 1-12.

[0097] The fuel control system includes the fuel preheater 6-2 which comprises three channels of exhaust gas preheating, radiator preheating and electric heating. The high-pressure oil pump pressurizes and delivers the preheated fuel to the nozzle. The numerical control fuel nozzle oil supply system 6-5 includes normal-temperature nozzles and gasification-temperature nozzles and switches the fuel injection mode according to the working condition. The secondary fuel injection system sprays fuel at the ignition point temperature to the compression chamber 2-17 to realize instantaneous supercharging.

[0098] The shell connecting structure includes the long bolt group which penetrates the cylinder body 2 and the head plate 3 to provide overall structural strength. The short bolt group locally reinforces the cylinder outer connecting bolt interface 2-10 and the head plate 3 interface.

[0099] The utility model provides a kind of high-efficiency large torque rotor engine, including rotor 1, cylinder body 2, head plate 3, crankshaft 1-12, fuel output control system;

[0100] The rotor 1 is provided with a rotor working surface 1-1, and a rotor combustion chamber 1-2 is arranged on the rotor working surface 1-1. The rotor combustion chamber 1-2 is provided with a ignition channel 1-2-1 and a plurality of blades for rotating the rotor 1. The blades are one of turbine blades 1-2-2, inclined blades 1-2-3 and curved blades 1-2-4.

[0101] The turbine blade 1-2-2 is provided with a bending direction opposite to the rotating direction of the rotor 1, and a turbine working channel is formed between adjacent turbine blades 1-2-2; at least one ignition channel 1-2-1 is arranged in the middle or on both sides of the turbine blade 1-2-2, and the ignition channel 1-2-1 is communicated with the turbine working channel;

[0102] The bottom of the inclined blade 1-2-3 is connected with the rotor combustion chamber 1-2, and the outer contour is composed of an inclined surface and a straight surface, the inclined surface forms an angle α with the bottom surface of the rotor combustion chamber 1-2 in the rotating direction of the rotor 1, and the straight surface is perpendicular to the bottom surface of the rotor combustion chamber 1-2, and the working channel is formed between the two inclined blades 1-2-3 and communicated with the ignition channel 1-2-1;

[0103] The bottom of the cambered blade 1-2-4 is connected with the rotor combustion chamber 1-2, and the outer contour is composed of a cambered surface and a straight surface, the cambered surface forms an angle β with the bottom surface of the rotor combustion chamber 1-2 in the rotating direction of the rotor 1, and the straight surface is perpendicular to the bottom surface of the rotor combustion chamber 1-2, and the working channel is formed between the two cambered blades 1-2-4 and communicated with the ignition channel 1-2-1.

[0104] The crankshaft 1-12 includes a crankshaft main shaft 1-12-1 and an eccentric shaft 1-12-2.

[0105] The core problems to be solved in the design are: first, the area of the effective working surface is greatly increased by increasing a plurality of turbine blades 1-2-2, the working torque of the crankshaft 1-12 is increased, the power is increased, and the power-to-weight ratio of the engine is improved; second, according to the technical characteristics of the turbine blade 1-2-2, the high-speed rotation of the vortex effect generated by the mixed gas in the concave turbine working channel is increased, which not only prolongs the working time of the high-pressure gas on the turbine blade 1-2-2, but also makes the mixed gas burn more fully, improves the emission quality, and at the same time, the high-speed rotating vortex impacts on the concave groove of the turbine blade 1-2-2, so that part of the kinetic energy of the rotating gas flow is converted into the impact force on the turbine blade 1-2-2, that is, part of the kinetic energy of the high-speed rotating expansion gas is converted into the forward thrust of the turbine blade 1-2-2, which also improves the power;

[0106] Similarly, the inclined blade 1-2-3 or the cambered blade 1-2-4 is also used to greatly increase the area of the effective working surface, increase the working torque of the crankshaft 1-12, increase the power, and improve the power-to-weight ratio of the engine;

[0107] According to the sparse and dense layout of the three kinds of blades, the compression ratio of the rotor engine can be improved, so that the rotor engine obtains higher fuel conversion efficiency;

[0108] The ignition channel 1-2-1 is communicated with the working channel of the three kinds of blades, which is used to quickly ignite the mixed gas to form high-pressure working and obtain maximum power;

[0109] The curvature radius of the turbine blade 1-2-2 at different positions of the rotor combustion chamber 1-2 is varied, and the value range satisfies the condition that the maximum average power of the crankshaft 1-12 is obtained in the interval from the compression chamber 2-17 to the working chamber 2-18;

[0110] The included angle α of the inclined blade 1-2-3 at different positions of the rotor combustion chamber 1-2 is varied, and the value range satisfies the condition that the maximum average power of the crankshaft 1-12 is obtained in the interval from the compression chamber 2-17 to the working chamber 2-18; and the included angle α is preferably in the range of 40 degrees to 55 degrees according to force integration.

[0111] The β angle of the cambered blade 1-2-4 at different positions of the rotor combustion chamber 1-2 is varied, and the β angle of the cambered blade 1-2-4 is selected to make the maximum average power of the crankshaft 1-12 be obtained in the interval from the compression chamber 2-17 to the working chamber 2-18; and the included angle β is preferably in the range of 55 degrees to 65 degrees according to force integration.

[0112] The utility model discloses a rotor engine design scheme, according to different rotor engine technical index, the geometric space layout of each function room, air compression ratio, the speed interval of stable operation, the combustion efficiency of fuel, optimal output power and numerous factors, and each model rotor engine obtains the curvature radius of best setting turbine blade 1-2-2, the α angle of inclined blade 1-2-3 and the β angle of cambered blade 1-2-4 through several test tests.

[0113] The rotor 1 is provided with an inner ring gear, a rotor crankshaft mounting hole 1-9 and a rotor end face 1-6; the rotor crankshaft mounting hole 1-9 is in a matching assembly relationship with the eccentric shaft 1-12-2; the rotor inner ring gear 1-10 is in an integral structure or a split structure with the rotor 1; when the split structure is adopted, the rotor end face 1-6 is provided with a rotor inner ring gear mounting end face 1-7 and a rotor inner ring gear mounting hole 1-8, the inner ring gear is provided with an inner ring gear transmission tooth 1-10-2, an inner ring gear mounting hole 1-10-3 and an outer ring radial mounting face on the inner ring gear main body 1-10-1, and is matched with an inner ring gear assembly bolt; the outer ring radial mounting face and the rotor inner ring gear mounting end face 1-7 are polygonal structures, and the two are polygonal inlaying and matching structures; the inner ring gear is fixed together with the rotor 1 through the inner ring gear assembly bolt, the inner ring gear mounting hole 1-10-3, the rotor inner ring gear mounting hole 1-8.

[0114] The technical scheme is to eliminate the hidden danger that the inner ring gear assembly bolt is sheared when the inner ring gear 1-10 and the rotor 1 are in a split structure, is suitable for a high-power rotor engine, and when the structure is used, the inner ring gear assembly bolt can be small in specification, which reduces the weight of the rotor 1, reduces the cost, improves the inner ring gear special processing efficiency and standardization, is beneficial to large-scale production and maintenance replacement, and greatly improves the reliability and service life of safe operation.

[0115] The head plate 3 comprises a head plate shell 3-1, a head plate end face 3-3, and a stator mounting bolt 3-7, the stator mounting groove 3-5 and the stator mounting bolt hole 3-6 are arranged on the head plate end face 3-3, and the head plate 3 crankshaft through hole 1-11-4 is arranged in the stator mounting groove 3-5;

[0116] The stator 1-11 is mounted on the head plate 3; the stator 1-11 is provided with a stator mounting surface 1-11-1, a stator gear 1-11-2, a stator mounting hole 1-11-3, and a crankshaft through hole 1-11-4;

[0117] The crankshaft through hole 1-11-4 and the head plate 3 crankshaft through hole 1-11-4 are concentric holes;

[0118] The stator mounting groove 3-5 and the stator mounting surface 1-11-1 are polygonal structures, and the two form a corresponding inlaid matching structure; the stator 1-11 is fixed together with the head plate 3 through the stator mounting bolt 3-7, the stator mounting hole 1-11-3, and the stator mounting bolt hole 3-6;

[0119] The crankshaft 1-12 passes through the rotor crankshaft mounting hole 1-9 at one end, so that the eccentric shaft 1-12-2 is assembled together with the rotor crankshaft mounting hole 1-9, and the inner ring gear transmission tooth 1-10-2 of the rotor inner ring gear 1-10 is engaged and driven with the stator gear 1-11-2, the rotor 1 rotates to drive the synchronous rotation of the crankshaft 1-12; the crankshaft main shaft 1-12-1 at the other end of the crankshaft 1-12 passes through the crankshaft through hole 1-11-4 of the stator 1-11 and the head plate 3 crankshaft through hole 1-11-4 of the head plate 3 and is led out, realizing the output of power.

[0120] The technical scheme is to eliminate the hidden danger that the inner ring gear assembly bolt is sheared when the inner ring gear 1-10 and the rotor 1 are in a split structure, is suitable for a high-power rotor engine, and when the structure is used, the inner ring gear assembly bolt can be small in specification, which reduces the weight of the rotor 1, reduces the cost, improves the inner ring gear special processing efficiency and standardization, is beneficial to large-scale production and maintenance replacement, and greatly improves the reliability and service life of safe operation.

[0121] The inside of the cylinder 2 is provided with an intake chamber 2-16, a compression chamber 2-17 and a working chamber 2-18, an oil nozzle 2-5 is arranged in the intake chamber 2-16, a spark plug 2-6 is arranged in the compression chamber 2-17, and the spark plug 2-6 is located on the movement path of the ignition passage 1-2-1; an exhaust passage 2-4 is arranged at the rear of the working chamber 2-18, and an exhaust passage heat insulation lining 2-19 is arranged in the exhaust passage 2-4 close to the cylinder 2; an exhaust gas cleaning supercharging hole is arranged at the rear of the exhaust passage 2-4; a secondary supercharging air inlet 2-8 is arranged in the intake chamber 2-16.

[0122] The design is to prevent the high-temperature exhaust gas after working from entering the intake chamber 2-16, to affect the oxygen content of the intake chamber 2-16, and to reduce the effective power. The exhaust gas cleaning supercharging hole is arranged at the rear of the exhaust passage 2-4, and the low-temperature gas with supercharging is continuously input through the exhaust gas cleaning supercharging hole. The low-temperature gas with supercharging pushes the exhaust gas back to the exhaust passage 2-4 before entering the intake chamber 2-16, and has a cooling effect on the outlet of the exhaust passage 2-4. The exhaust passage heat insulation lining 2-19 is arranged in the exhaust passage 2-4 close to the cylinder 2, which reduces the heating and warming of the high-temperature exhaust gas to the cylinder 2, saves the working load of the cooling system, and the exhaust passage heat insulation lining 2-19 can be made of high-temperature resistant ceramic material, composite glass fiber material, etc. The secondary supercharging air inlet 2-8 is arranged at the half position of the intake chamber 2-16, which is to supplement more high-pressure air, improve the compression ratio, and make the fuel burn more fully, so as to greatly improve the power of the engine. For example, a large-diameter cylinder is used for high-compression-ratio reciprocating air supply, and a supercharging air inlet controlled by an external one-way valve can be used during air suction. Since it is only air compression, it does not need to withstand high temperature and high pressure like the cylinder 2, and only needs to use a light alloy thin-walled material to make the compression cylinder 2. If a reciprocating compression cylinder is used, the input power can also be saved. As long as the cylinder is high-pressure air supply within about half of the initial closed compression stroke after natural suction or turbocharging air supply, the working principle is more convenient to explain through the system description of the installation cooperation relationship of each interval of the rotor engine.

[0123] The fuel output control system comprises: a fuel oil supply pump 6-1, a fuel preheater 6-2, a fuel temperature controller 6-3, a fuel high-pressure oil pump 6-4, and a numerical control fuel nozzle oil supply system 6-5; the fuel preheater 6-2 is one or more combinations of an exhaust gas preheater 6-2-1, a radiator preheater 6-2-2 and an electric heating preheater 6-2-3; the fuel temperature controller 6-3 comprises a fuel temperature riser and a fuel temperature reducer; the numerical control fuel nozzle oil supply system 6-5 adopts one or both of a normal-temperature fuel nozzle 6-5-1 and a gasification heat temperature fuel nozzle.

[0124] The design is to make full use of high-temperature exhaust, radiator waste heat, electric heating and other means to preheat the fuel, and to realize precise control of the fuel temperature, through high-pressure oil pump numerical control injection, which is conducive to improving the full mixing of fuel and air, achieving the purpose of optimal efficiency ratio, increasing the output power of the engine, especially heating the fuel to a temperature range higher than the heat of vaporization and lower than the ignition point of the fuel, and injecting it into the intake chamber 2-16, which can instantly vaporize into oil molecular structure, and mix with air, which belongs to intermolecular mixing, and the combustion efficiency is much higher than that of conventional fuel injection, which is close to the conversion efficiency of gas turbine, and it is also a technical innovation of piston engine structure to the combustion efficiency of gas turbine, and this technology can be widely applied to the power improvement of piston engine.

[0125] The compression chamber 2-17 is provided with a secondary fuel injection nozzle 2-9; the fuel output control system further comprises a numerical control secondary fuel injection nozzle fuel supply system 6-6; the numerical control secondary fuel injection nozzle fuel supply system 6-6 adopts one or more combinations of normal temperature fuel secondary injection nozzle 6-6-1, heat of vaporization temperature fuel secondary injection nozzle and ignition temperature fuel secondary injection nozzle 6-6-3.

[0126] The design is to improve the pressure during combustion by secondary direct injection of the compression chamber 2-17, to further increase the instantaneous power in a short time, which plays a key role in the process of aircraft take-off and landing, especially the application of ignition temperature fuel secondary injection nozzle 6-6-3 technology, which ensures successful ignition each time, not only increases the engine power, but also ensures that there is no unexpected shutdown phenomenon, which can greatly improve the working stability of the engine for long-term work, and reserves emergency power to ensure high power output in special situations.

[0127] The head plate 3 is provided with a head plate wear-resistant plate 3-4 on the head plate end surface 3-3.

[0128] The design is mainly because the head plate 3 of the engine is mostly made of lightweight alloy material, which is easy to wear and even damage under the high-speed rotating and sliding friction of the rotor end surface 1-6 sealing strip, by setting the head plate wear-resistant plate 3-4, not only the maintenance time can be prolonged, but also the service life of the rotor engine is improved, and when the wear-resistant plate adopts inlaid structure, it is also convenient to replace, which is economical and practical.

[0129] Cylinder body 2 and head plate 3 are respectively provided with cylinder body outer connecting bolt interface 2-10 and head plate outer connecting bolt interface 3-11, and are matched with shell connecting bolt group 5, including shell connecting long bolt group 5-1 and shell connecting short bolt group.

[0130] The design is mainly to facilitate the quick connection of the cylinder body 2 and the head plate 3, not only maintains the function of the long bolt for the whole body connection, but also can realize the short bolt connection of the adjacent two parts, provides a flexible interface for the space suspension installation of the engine, is also beneficial to the local maintenance and maintenance, and can also utilize the interfaces to conveniently install the matching equipment outside the rotor engine body, such as a turbocharger, an oil pump, a cooler, a shock absorber, a suspension bracket, a secondary supercharging cylinder and the like; the rotor engine is mostly connected by the long bolt at present, now the long bolt is replaced by the short bolt, material is also saved, the engine weight is reduced, and when the sealing of the partial interface position is not good, the local locking can be realized, and the destructive damage to other interfaces when the whole locking is prevented.

[0131] The working method of the rotor engine comprises the following steps,

[0132] The intersection points of the three working surfaces of the rotor 1 are respectively a, b and c points, the three working surfaces of the rotor 1 are ac working surface, cb working surface and ba working surface, the front point of each working surface is first to the air inlet according to the rotation direction of the rotor 1, and the rear point is last to the air inlet, for example, the ac working surface is clockwise, the c point is the front point, and the a point is the rear point, the cb working surface is the b point, the c point is the rear point, the ba working surface is the a point, and the b point is the rear point.

[0133] The end point of the air inlet is d point, the end point of the air outlet is e point, the end point of the secondary supercharging air inlet 2-8 is f point, the secondary supercharging air inlet 2-8xq represents the air intake state, and the secondary supercharging air inlet 2-8jq represents the air intake state.

[0134] The specific working steps are as follows:

[0135] S1, air suction stroke

[0136] When the front point of each working surface passes through the d point, the working surface is in the air intake state of the air inlet, when the rear point of the working surface passes through the d point, the working surface is in the air intake state of the air inlet, and the next working surface is turned into the air intake state, and so on.

[0137] When the back point passes d point, the secondary supercharged intake port 2-8 begins to enter the high-pressure intake Jq state, and the first oil nozzle 2-5 begins to spray oil, and the sprayed fuel is normal temperature fuel or gasification heat temperature fuel; wherein the normal temperature fuel supply mode: the fuel tank directly supplies oil to the oil nozzle 2-5 through the fuel oil supply pump 6-1, the fuel high-pressure oil pump 6-4, the numerical control oil nozzle oil supply system 6-5, and the normal temperature fuel nozzle 6-5-1; the fuel supply mode of the gasification heat temperature fuel: the fuel tank supplies oil to the fuel preheater 6-2 through the fuel oil supply pump 6-1, and the fuel is preheated through the exhaust gas preheater 6-2-1 or the radiator preheater 6-2-2 or the electric heating preheater 6-2-3, and then the temperature of the fuel is accurately controlled through the fuel temperature controller 6-3, if the temperature is lower than the fuel gasification heat temperature, the fuel is heated through the fuel heating controller 6-3-1, if the fuel temperature is higher than the fuel gasification heat temperature and lower than the fuel ignition point temperature, if the fuel temperature is higher than the fuel ignition point temperature, the fuel is cooled through the fuel cooling controller 6-3-2, so that the fuel temperature is higher than the fuel gasification heat temperature and lower than the fuel ignition point temperature interval; the gasification heat temperature fuel is supplied to the oil nozzle 2-5 through the fuel high-pressure oil pump 6-4, the numerical control oil nozzle oil supply system 6-5, and the gasification temperature fuel nozzle 6-5-2;

[0138] When the back point passes f point, the secondary supercharged intake port 2-8 stops the high-pressure intake Jq state and enters the suction Xq state;

[0139] With the inertia effect of the rotor 1 continuing to rotate, the working surface is continuously circulated to complete the first intake / stop intake, the first oil injection, the secondary high-pressure intake / stop secondary supercharged intake, and enter the re-compression stroke;

[0140] S2, compression stroke and high-pressure ignition;

[0141] S21: normal compression ignition process;

[0142] Compression: when the rotor 1 rotates clockwise, when it rotates to the ac working surface and the space volume formed by the cylinder 2 is the smallest, the mixed gas is in a high-temperature and high-pressure state:

[0143] Ignition: at this time, if the mixed gas fuel is gasoline or diesel fuel that does not meet the compression ignition condition, it has an ignition state, and the high-pressure discharge of the spark plug 2-6 can ignite and explode the mixed gas in the compression chamber 2-17, and push the rotor 1 to rotate in the working chamber 2-18;

[0144] S22: oil supplementing and boosting working process:

[0145] Secondary oil supplement: when the rotor 1 rotates clockwise, when it rotates to the ac working surface and the space volume formed by the cylinder 2 is close to the minimum, one of the normal temperature fuel, gasification heat temperature fuel and ignition point temperature fuel is supplemented into the compression chamber 2-17 by the secondary injection nozzle 2-9; wherein the normal temperature fuel and gasification heat temperature fuel are supplemented into the compression chamber 2-17 by the secondary injection nozzle 2-9 in the same way as the oil supply method in S1; the ignition point temperature fuel is supplemented into the compression chamber 2-17 by the secondary injection nozzle 2-9 in the following way:

[0146] The fuel tank supplies fuel to the fuel preheater 6-2 through the fuel oil supply pump 6-1, preheats it through the exhaust gas preheater 6-2-1 or the radiator preheater 6-2-2 or the electric heating preheater 6-2-3, and then accurately controls the temperature of the fuel through the fuel temperature controller 6-3. If the temperature is lower than the ignition point temperature of the fuel, the fuel temperature controller 6-3-1 is used to raise the temperature to above the ignition point temperature of the fuel. The fuel reaching the ignition point temperature is then supplied to the secondary injection nozzle 2-9 by the fuel high-pressure oil pump 6-4, the numerical control secondary injection nozzle fuel supply system 6-6 and the ignition point temperature fuel secondary injection nozzle 6-6-3.

[0147] Ignition: the mixed gas after oil supplement is ignited by high-voltage discharge of the spark plug 2-6, so that the explosion gas pushes the rotor 1 to rotate clockwise in the working chamber 2-18;

[0148] S3, power stroke;

[0149] After S2 is completed, the explosion gas pushes the rotor 1 to rotate from the compression chamber 2-17 to the working chamber 2-18, and then outputs power outwardly by the crankshaft 1-12. The movement of the rotor 1 in the working chamber 2-18 is the power stroke of the engine;

[0150] S4, exhaust stroke;

[0151] When the ac working surface of the rotor 1 moves to the exhaust passage 2-4 and passes through the e point, the high-pressure exhaust gas after power is discharged outwardly from the exhaust passage 2-4;

[0152] The friction generated by the high-speed rotation of the rotor 1 can drive a small amount of exhaust gas to move to the next intake chamber 2-16. The exhaust gas cleaning and pressurizing hole arranged at the rear of the exhaust passage 2-4 has continuous pressurized cold air entering, and then the exhaust gas is pushed back to the exhaust passage 2-4 and discharged, completing the exhaust gas cleaning and the outlet temperature reduction of the exhaust passage 2-4.

[0153] In this way, each working surface continuously completes its own four-stroke power process, and the rotor engine runs stably, and the crankshaft 1-12 can continuously output power.

[0154] The above merely describes preferred embodiments of the present application and is not intended to limit the present application, and any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A high-efficiency, high-torque rotary engine, comprising a rotor, cylinder block, end plate, crankshaft, and fuel output control system; characterized in that: The rotor has a rotor working surface, and a rotor combustion chamber is arranged on the rotor working surface. The rotor combustion chamber has an ignition channel and several blades that drive the rotor to rotate. The blades are one of turbine blades, inclined blades, and curved blades, wherein: The turbine blades bend in the opposite direction to the rotor rotation, and a turbine power passage is formed between adjacent turbine blades; at least one ignition passage is provided in the middle or on both sides of the turbine blade, and the ignition passage is connected to the turbine power passage. The bottom of the inclined blade is connected to the rotor combustion chamber. The outer contour consists of an inclined surface and a straight surface. The inclined surface and the bottom surface of the rotor combustion chamber form an angle α in the direction of rotor rotation. The straight surface is perpendicular to the bottom surface of the rotor combustion chamber. The power passage is between the two inclined blades and is connected to the ignition passage. The bottom of the arc-shaped blade is connected to the rotor combustion chamber. The outer contour consists of an arc surface and a straight surface. The arc surface and the bottom surface of the rotor combustion chamber form an angle β in the direction of rotor rotation. The straight surface is perpendicular to the bottom surface of the rotor combustion chamber. The power channel is between the two arc-shaped blades and is connected to the ignition channel. The crankshaft includes a crankshaft main shaft and an eccentric shaft.

2. The rotary engine according to claim 1, characterized in that: The radius of curvature of the turbine blades at different positions in the rotor combustion chamber varies, and the range of values ​​satisfies the condition that the crankshaft obtains the maximum average power in the interval from ignition in the compression chamber to the power chamber. The included angle α of the inclined blades at different positions in the rotor combustion chamber varies, and the range of values ​​satisfies the condition that the included angle α is such that the crankshaft obtains the maximum average power in the interval from ignition in the compression chamber to the power chamber. The β angle of the arc blades at different positions in the rotor combustion chamber varies. The value of the β angle of the arc blades ensures that the crankshaft obtains the maximum average power in the interval from ignition in the compression chamber to the power chamber.

3. The rotary engine according to claim 1, characterized in that, It also includes: The rotor is provided with an inner ring gear, a rotor crankshaft mounting hole, and a rotor end face; the rotor crankshaft mounting hole and the eccentric shaft are in a mating assembly relationship; the rotor inner ring gear and the rotor are either an integral structure or a separate structure; when a separate structure is adopted, the rotor end face is provided with a rotor inner ring gear mounting end face and a rotor inner ring gear mounting hole, and the inner ring gear is provided with inner ring gear transmission teeth, an inner ring gear mounting hole, and an outer ring radial mounting surface on its inner ring gear body, and is equipped with inner ring gear mounting bolts; the outer ring radial mounting surface and the rotor inner ring gear mounting end face are polygonal structures, and the two belong to a polygonal inlay mating structure; the inner ring gear is fixed to the rotor through the inner ring gear mounting bolts, the inner ring gear mounting hole, and the rotor inner ring gear mounting hole.

4. The rotary engine according to claim 1, characterized in that: The end plate includes an end plate shell, an end plate end face, and stator mounting bolts. A stator mounting groove and a stator mounting bolt hole are provided on the end plate end face, and a crankshaft through hole is provided in the stator mounting groove. A stator is mounted on the head plate; the stator is provided with a stator mounting surface, a stator gear, a stator mounting hole, and a crankshaft through hole; The crankshaft through hole and the crankshaft through hole in the end plate are concentric holes; The stator mounting groove and the stator mounting surface are polygonal structures, and the two form a corresponding inlay mating structure; The stator is fixed to the head plate by stator mounting bolts, stator mounting holes, and stator mounting bolt holes; One end of the crankshaft passes through the rotor crankshaft mounting hole, allowing the eccentric shaft to be assembled with the rotor crankshaft mounting hole. This also meshes the inner ring gear of the rotor inner ring gear with the stator gear, causing the rotor to rotate synchronously and drive the crankshaft to rotate. The crankshaft main shaft at the other end of the crankshaft passes through the crankshaft through hole of the stator and the crankshaft through hole of the end plate and exits, thus realizing the output of power.

5. The rotary engine according to claim 1, characterized in that: The cylinder body is provided with an intake chamber, a compression chamber and a power chamber. A fuel injector is provided in the intake chamber and a spark plug is provided in the compression chamber. The spark plug is located on the movement path of the ignition channel. An exhaust duct is provided at the rear of the power chamber. An exhaust duct heat insulation liner is provided in the exhaust duct near the cylinder body. An exhaust gas scavenging and boosting port is provided at the rear of the exhaust duct. A secondary pressurization air inlet is installed in the air intake chamber.

6. The rotary engine according to claim 5, characterized in that: The fuel output control system includes: a fuel supply pump, a fuel preheater, a fuel temperature controller, a high-pressure fuel pump, and a digitally controlled fuel injector supply system. The fuel preheater is one or more combinations of an exhaust gas preheater, a radiator preheater, and an electric heating preheater; The fuel temperature controller includes a fuel heater and a fuel cooler; The CNC fuel injector supply system uses one or a combination of two types of fuel injectors: ambient temperature fuel injectors and fuel injectors with vaporization heat temperature.

7. The rotary engine according to claim 6, characterized in that: The compression chamber is equipped with a secondary fuel injector; the fuel output control system further includes a CNC secondary fuel injector supply system; the CNC secondary fuel injector supply system employs one or more combinations of ambient temperature fuel secondary nozzles, vaporization heat temperature fuel secondary nozzles, and ignition point temperature fuel secondary nozzles.

8. The rotary engine according to claim 1, characterized in that: The end plate has a wear-resistant plate on its end face.

9. The rotary engine according to claim 1, characterized in that: The cylinder body is provided with an external bolt interface for the cylinder body, and the end cap plate is provided with an external bolt interface for the end cap plate; a matching housing connection bolt set is provided, including a housing connection long bolt set and a housing connection short bolt set.

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