Intake pipe structure for a rotary engine

Abstract

The utility model belongs to the technical field of rotor engine, and the intake pipe structure of rotor engine has the advantages of structural integration, variable cross-section optimization of air channel and fixed mode improvement, fundamentally solves the inherent defects of short intake time, complex airflow movement and low charging efficiency of rotor engine, simultaneously considers cost control and assembly convenience, and comprehensively improves engine power performance, fuel economy and emission characteristics.

Description

Technical Field

[0001] This utility model belongs to the field of rotary engine technology, specifically a rotary engine intake pipe structure. Background Technology

[0002] Rotary engines, with their unique "eccentric rotation of a triangular rotor" working principle, possess significant advantages such as high power density and compact structure, and have broad application prospects in the field of power machinery. However, due to the limitations of their working principle, rotary engines have inherent defects such as short intake time, complex airflow, and low charging efficiency. The intake system has become the core component restricting further improvements in their power performance, fuel economy, and emission characteristics.

[0003] As a core component of the rotary engine's intake system, the intake manifold directly determines the flow rate, velocity, and uniformity of the intake air, thereby affecting the engine's combustion efficiency, power output, and emissions levels. In existing technologies, intake manifolds often employ a single circular cross-section design, which is prone to wall separation under high-speed airflow conditions. This leads to increased flow resistance, reduced intake efficiency, and an inability to meet the intake performance requirements of rotary engines, thus limiting the improvement of their overall performance. Summary of the Invention

[0004] To address the problems existing in the background art, this utility model provides a rotary engine intake pipe structure.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a rotary engine intake pipe structure, comprising a throttle valve body, an intake pipe body, a rotor housing intake passage, and a fuel injector; The intake pipe body has a single-channel structure and integrates an injector seat and an injector bracket mounting point. The injector is mounted on the injector seat, and an injector bracket is fixed on the injector. The injector bracket is detachably connected to the intake pipe body through the injector bracket mounting point. The intake pipe body's channels are, in sequence, an intake end, a middle section, and an exhaust end along the airflow direction. The three are integrally formed by a smooth arc surface. The intake end is sealed to the throttle valve body, and the exhaust end is sealed to the rotor housing intake channel. The cross-sectional shape of the exhaust end fits the inlet shape of the rotor housing intake channel and is adapted to the dynamic opening range of the rotor engine's intake window. The intake pipe body has a through internal channel with a smooth arc surface structure, which passes through the intake end, middle section, and exhaust end, forming a continuous airflow channel from the throttle valve body to the rotor housing intake channel.

[0006] The air inlet end of the air intake pipe body is detachably and sealed to the throttle valve body via a flange structure or bolts, and a sealing gasket is provided on the connection surface.

[0007] The air outlet end of the air inlet pipe body is detachably and sealed to the air inlet of the rotor housing via a flange structure or bolts, and a sealing gasket is provided on the connection surface.

[0008] The injector seat is a through-hole structure that penetrates the side wall of the intake pipe body. The injector is sealed to the injector seat, and the injector nozzle is oriented towards the internal channel.

[0009] Compared with the prior art, the beneficial effects of this utility model are: 1. The intake pipe adopts a single-pass structure made of aluminum alloy, integrating the injector seat and injector bracket mounting point. It is compact in size, adapting to the compact layout requirements of rotary engine structure and simplifying the assembly process.

[0010] 2. The air duct adopts a variable cross-section design of "circular air inlet - gradually narrowing middle section - elliptical air outlet", combined with a smooth arc surface integral molding transition, to avoid airflow wall separation, reduce flow resistance, and ensure uniform and stable increase in airflow speed.

[0011] 3. The circular air inlet is compatible with most throttling valve bodies, saving overall machine development costs while increasing the air intake capture area; the elliptical air outlet is precisely adapted to the rotor housing air intake duct inlet and the dynamic opening characteristics of the air intake window, reducing airflow outlet loss and improving air intake uniformity.

[0012] 4. The injector seat and bracket mounting point are fixed together to effectively prevent injector displacement caused by engine vibration, ensure accurate injection angle, and promote full mixing of airflow and fuel to form a uniform fuel-air mixture.

[0013] In summary, this utility model fundamentally solves the inherent defects of rotary engines, such as short intake time, complex airflow, and low charging efficiency, through structural integration, optimized variable cross-section of the air passage, and improved fixing method. At the same time, it takes into account cost control and ease of assembly, and comprehensively improves engine power performance, fuel economy, and emission characteristics. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2 This is a schematic diagram of the air inlet end structure on the air inlet pipe body of this utility model; Figure 3 This is a schematic diagram of the air outlet end structure on the air inlet pipe body of this utility model; Figure 4 This is a schematic diagram of the intake pipe body structure of this utility model; Figure 5 This is a schematic diagram comparing the inflation efficiency of this utility model. Detailed Implementation

[0015] The technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of the utility model, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of this utility model without creative effort are within the protection scope of this utility model.

[0016] This embodiment describes a rotary engine intake pipe structure, including a throttle valve body 1, an intake pipe body 2, a rotor housing intake passage 3, and a fuel injector 4; The intake pipe body 2 has a single air passage structure and integrates an injector seat 2-4 and an injector bracket mounting point 2-5. The injector 4 is mounted on the injector seat 2-4, and an injector bracket 4-1 is fixed on the injector 4. The injector bracket 4-1 is detachably connected to the intake pipe body 2 through the injector bracket mounting point 2-5. The air passages of the intake pipe body 2, along the airflow direction, are sequentially an intake end 2-1, a middle section, and an outlet end 2-3, all three being integrally formed by a smooth arc surface. The intake end 2-1... The outlet end 2-3 is sealed to the throttle valve body 1 and is sealed to the rotor housing intake passage 3. The cross-sectional shape of the outlet end 2-3 fits the inlet shape of the rotor housing intake passage 3 and is adapted to the dynamic opening range of the intake window of the rotor engine. The intake pipe body 2 has a through internal channel 2-2. The internal channel 2-2 is a smooth arc surface structure that passes through the intake end 2-1, the middle section and the outlet end 2-3 respectively, forming a continuous airflow channel from the throttle valve body 1 to the rotor housing intake passage 3.

[0017] The air inlet end 2-1 of the air inlet pipe body 2 is detachably and sealed to the throttle valve body 1 through a flange structure or bolts, and a sealing gasket is provided on the connection surface.

[0018] The air outlet end 2-3 of the air inlet pipe body 2 is detachably and sealed to the air inlet channel 3 of the rotor housing through a flange structure or bolts, and a sealing gasket is provided on the connection surface.

[0019] The injector seat 2-4 is a through hole structure that penetrates the side wall of the intake pipe body 2. The injector 4 is sealed to the injector seat 2-4, and the injector nozzle of the injector 4 is set facing the internal channel 2-2.

[0020] The working principle of this invention revolves around "variable cross-section flow channel guidance + smooth structure optimization" to improve intake efficiency. When the rotary engine is working, fresh air enters the intake port end 2-1 of the intake pipe body 2 through the throttle valve body 1. This intake port end 2-1 has a circular cross-section (dimensions are width D × height D, where D is the diameter of the circular cross-section), and its diameter is slightly larger than that of the throttle valve body 1. The connection end has no steps to obstruct it, which not only adapts to most throttle valve bodies 1 to save on overall machine development costs, but also maximizes the intake capture area to ensure smooth airflow. After the airflow enters the internal channel 2-2 of the intake pipe body 2, it flows through the middle section with a gradually narrowing structure (dimensions are width 1.05D × height 0.9). (5D) Because the inlet end 2-1, the middle section and the outlet end 2-3 are integrally formed with smooth arc surfaces without abrupt changes in cross-section, and in conjunction with the smooth arc surface design of the internal channel 2-2, the airflow naturally accelerates in the gradually narrowing channel and always maintains a wall-hugging flow state. This effectively avoids the wall separation problem that is prone to occur under high-speed airflow in traditional circular cross-section air passages, reduces flow resistance, and ensures a uniform and stable increase in airflow velocity. Subsequently, the airflow continues to flow to the outlet end 2-3 with an elliptical cross-section (dimensions are width 1.1D × height 0.9D). This elliptical structure not only continues the smooth arc surface transition design to further accelerate the airflow, but also accurately adapts to the inlet contour and air intake window of the rotor housing inlet passage 3. The dynamic opening characteristics of the inlet guide the orderly convergence of airflow to reduce airflow loss at the outlet and improve intake uniformity. During the airflow through the intake manifold body 2, the injector 4, installed on the injector seat 2-4 integrated into the intake manifold body 2, injects fuel into the internal channel 2-2. Simultaneously, the injector bracket 4-1 is detachably fixed to the intake manifold body 2 via the injector bracket mounting point 2-5, forming a coordinated fixation with the injector seat 2-4. This prevents engine vibration from causing injector 4 displacement, ensuring precise injection angle and allowing the high-speed airflow to fully mix with the fuel to form a uniform fuel-air mixture. Finally, this fuel-air mixture enters the engine working chamber through the rotor housing intake passage 3 to participate in the combustion process. Combustion power generation, through Fluent software simulation comparison, shows that the charging efficiency of the variable cross-section intake duct is 8%-10% higher than that of the circular cross-section. The core advantage of this design is that by dynamically changing the aspect ratio of the cross-section, the airflow "flows along the wall" to avoid separation. At the same time, it adapts to the dynamic opening characteristics of the intake window, fundamentally solving the inherent defects of short intake time, complex airflow movement, and low charging efficiency of rotary engines. Meanwhile, the intake pipe body 2 adopts a single-channel structure made of aluminum alloy, which is compact in size and integrates injector bracket mounting points 2-5. The injector bracket is fixed to the intake pipe body 2 through these mounting points, which adapts to the compact layout requirements of the rotary engine and simplifies the assembly process.

[0021] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A rotary engine intake pipe structure, characterized in that: It includes a throttle valve body (1), an intake manifold body (2), an intake duct for rotor housing (3), and an injector (4); The intake pipe body (2) is a single-channel structure and integrates an injector seat (2-4) and an injector bracket mounting point (2-5). The injector (4) is mounted on the injector seat (2-4), and an injector bracket (4-1) is fixed on the injector (4). The injector bracket (4-1) is detachably connected to the intake pipe body (2) through the injector bracket mounting point (2-5). The air passages of the intake pipe body (2) are, in sequence, an intake end (2-1), a middle section, and an outlet end (2-3) along the airflow direction. The three sections are integrally formed by a smooth arc surface. The intake end (2-1) is... 1) It is sealed to the throttle valve body (1), and the outlet end (2-3) is sealed to the rotor housing air intake passage (3). The cross-sectional shape of the outlet end (2-3) fits the inlet shape of the rotor housing air intake passage (3) and is adapted to the dynamic opening range of the air intake window of the rotor engine. The air intake pipe body (2) is provided with a through internal channel (2-2). The internal channel (2-2) is a smooth arc surface structure, which passes through the air intake end (2-1), the middle section and the outlet end (2-3) respectively, forming a continuous airflow channel from the throttle valve body (1) to the rotor housing air intake passage (3).

2. The rotary engine intake pipe structure according to claim 1, characterized in that: The air inlet end (2-1) of the air inlet pipe body (2) is detachably and sealed to the throttle valve body (1) through a flange structure or bolts, and a sealing gasket is provided on the connection surface.

3. The rotary engine intake pipe structure according to claim 1, characterized in that: The air outlet end (2-3) of the air inlet pipe body (2) is detachably and sealed to the air inlet channel (3) of the rotor housing through a flange structure or bolts, and a sealing gasket is provided on the connection surface.

4. The rotary engine intake pipe structure according to claim 1, characterized in that: The injector seat (2-4) is a through hole structure that penetrates the side wall of the intake pipe body (2). The injector (4) is sealed to the injector seat (2-4), and the injector nozzle (4) is set facing the internal channel (2-2).

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