Internal combustion engine

Abstract

The invention relates to the field of power engineering. The present internal combustion engine comprises a housing in which a drum and a rotor are rotatably disposed. The rotor comprises a hollow shaft and an impeller wheel. The axis of rotation of the rotor is upwardly offset from the axis of rotation of the drum, the latter providing for the formation of an annular liquid seal by means of a working fluid during rotation. The impeller wheel is configured to be capable of forming alternating combustion and compression chambers. The hollow shaft has a stator arranged coaxially therein such that the cavity between the shaft and the stator can be divided into a fuel mixture supply zone and coolant supply and discharge zones. Mounted in the combustion chambers are spark plugs, each of which comes into contact with a capsule which is spring-loaded by a high-voltage contact and is fastened in a vertical upward position to the cylindrical surface of a rod arranged inside the hollow stator such as to permit regulation of the ignition timing. The rotor and the stator are configured with channels, baffles, ports and a plate, which provide for the supply and discharge of coolant to and from an annular cavity. The technical result is an increase in the efficiency and service life of the engine.

Description

[0001] INTERNAL COMBUSTION ENGINE

[0002] DESCRIPTION

[0003] The invention relates to the field of power engineering, in particular to internal combustion engines with a liquid ring [F01C7 / 00, FO2B1 / OO, F04C7 / 00]. IMPROVEMENTS IN INTERNAL COMBUSTION ENGINES are known from the prior art [GB840970A, published 13.07.1960], comprising a water vessel capable of rotation with the ability to create a water ring in said vessel, a blade wheel eccentrically rotationally mounted in the water ring on a rotating crank, said crank being subdivided into a compression section and an expansion section, a combustion chamber in which liquid or crushed solid fuel is burned with air compressed by the rotation of the blade wheel in the water ring and supplied to said combustion chamber from the compression section, means for transporting combustion gases from the combustion chamber to the expansion section and from there to the blade wheel to cause the latter to rotate, and a drive connection between the blade wheel and an output shaft.

[0004] Also known from the prior art is a ROTARY INTERNAL COMBUSTION ENGINE WITH A LIQUID LOCKING RING [RU2135796C1, published 08 / 27 / 1999], comprising a housing hollow in the middle part and installed in it: a crankshaft, in which at least the pins are made hollow; a hollow drum, axially symmetrical to the housing and mounted with the possibility of rotation on the pins of the crankshaft, with an annular cavity for placing a liquid locking ring, communicating with a source of sealing-compression fluid; a hollow rotor, open at the periphery, bounded at the ends by radially oriented sides, between which partitions are located, eccentrically mounted with the possibility of rotation on the knee of the crankshaft in the cavity of the drum and having at least two combustion chambers located at equal angular distances, separated from each other, periodically communicating with the purging, cooling and fuel supply systems and with the exhaust tract of the exhaust gases and connected to the ignition system;and a power take-off mechanism kinematically connected to the crankshaft and rotor, characterized in that the combustion chambers are made in the form of compartments of the rotor cavity, which are limited by the body of the rotor, its end sides and the said partitions between these sides.

[0005] The closest in technical essence is the ROTARY ENGINE [SU91751A2 published 01.01.1951], which contains a shaft resting in plain bearings, on which a rotor with radial blades is mounted; the central part of the rotor is equipped with a sector distribution valve, providing suction of the working mixture from the carburetor; the rotor is placed inside an eccentrically located cylinder, rotating in the same direction in two plain bearings.

[0006] The main technical problem with the analogs and prototype is the lack of a cooling system and bearings between the rotor and stator, which would reduce the heating of the fuel-ignition mixture during the compression stroke and the internal engine components, as well as reduce mechanical losses due to friction and wear of the internal engine components, which would lead to an increase in efficiency and an increase in the engine life.

[0007] The objective of the invention is to eliminate the shortcomings of the prototype.

[0008] The technical result of the invention consists in increasing the efficiency and increasing the engine service life.

[0009] The said technical result is achieved due to the fact that the internal combustion engine comprises a housing and a drum and a rotor located therein, configured to rotate, wherein the rotor comprises a hollow shaft and a blade wheel, wherein the axis of rotation of the rotor is shifted upward relative to the axis of rotation of the drum, ensuring the formation of an annular liquid seal by the working fluid during the rotation process; the blade wheel is configured to form at least one combustion chamber and at least one compression chamber alternating one after the other; a hollow stator is located coaxially with it on bearings with the possibility of dividing the cavity between the hollow shaft and the hollow stator into a zone for supplying the fuel ignition mixture and zones for supplying and removing the coolant;in each combustion chamber, spark plugs are rigidly mounted, each of which, during engine operation, comes into contact with a capsule with a spring-loaded high-voltage contact, fixed vertically upward on the cylindrical surface of the rod, located inside the hollow stator with the ability to regulate the ignition phase; in the rotor and in the hollow stator, channels and partitions are made that ensure the movement of the fuel-ignition mixture into and out of each compression chamber, and openings and a plate that ensure the supply and removal of coolant into the annular cavity washing the bottom of all combustion chambers and all compression chambers.

[0010] In particular, a non-flammable liquid was used as the working fluid, eliminating the possibility of its boiling.

[0011] In particular, a silicone-containing liquid with a chlorinated radical, the boiling point of which at atmospheric pressure is plus 400°C, was used as the working fluid.

[0012] In particular, water or an aqueous solution of ethylene glycol, or an aqueous solution of propylene glycol, or air is used as a coolant.

[0013] Brief description of the drawings:

[0014] Fig. 1 shows the engine in cross section.

[0015] Fig. 2 shows the engine, view along section line A-A (Fig. 1).

[0016] Fig. 3 shows a bladed wheel, view along the arrow of view B (Fig. 2).

[0017] Fig. 4 shows a bladed wheel, view along the arrow of view B (Fig. 2).

[0018] Fig. 5 shows a diagram of the annular seal for the working fluid.

[0019] Fig. 6 shows the engine operation diagram.

[0020] Fig. 7 shows a diagram of the cooling of the combustion chamber bottom.

[0021] The figures show: 1 - housing; 2 - branch pipe; 3 - drum; 4 - large-size bearings; 5 - rotor; 6 - medium-size bearings; 7 - hollow shaft; 8 - impeller; 9 - disk; 10 - combustion chambers; 11 - compression chambers; 12 - blades; 13 - left flange; 14 - right flange; 15 - spark plugs; 16 - bearings; 17 - hollow stator; 18 - bushing; 19 - annular cavity; 20 - valve; 21 - large handle; 22 - partitions; 23 - receiver; 24 - rod; 25 - small handle; 26 - capsule with spring-loaded high-voltage contact; 27 - radial channels; 28 - plate; 29 - coolant supply pipe; 30 - coolant outlet pipe; 31 - bottom; 32 - U-shaped pipe supplying working fluid; 33 - exhaust nozzle; 34 - U-shaped pipe dischargeing working fluid; 35 - working fluid; 36 - cooler.

[0022] Implementation of the invention.

[0023] An internal combustion engine (see Fig. 1, Fig. 2, Fig. 3, Fig. 4) comprising a housing 1 is connected via a pipe 2 to a carburetor (not shown in the Fig.) which supplies a fuel-ignition mixture saturated with air. A drum 3 is located in the housing 1 and can rotate on larger-sized bearings 4 located on two opposite end faces of the drum 3. The larger-sized bearings 4 may be radial or radial-axial, ball or roller, single-row or double-row, rolling or gas, or sliding.

[0024] In the housing 1 with an offset axis of rotation upwards relative to the axis of rotation of the drum 3, a rotor 5 is located with the ability to rotate on medium-sized bearings 6, located in zones corresponding to the opposite inner end surfaces of the drum 3. The medium-sized bearings 6 can be radial or radial-axial, ball or roller, single-row or double-row, rolling or gas, or sliding. The rotor 5 comprises a hollow shaft 7, on which a blade wheel 8 and a disk 9 are mounted. The blade wheel 8 is configured to form at least one combustion chamber 10 and at least one compression chamber 11 alternating one after the other. Each combustion chamber 10 and each compression chamber 11 are limited by blades 12, a left flange 13 and a right flange 14. In each combustion chamber 10, spark plugs 15 are rigidly mounted.On the left flange 13 and the right flange 14 in the area of ​​each combustion chamber 10, the outer diameter of the impeller 8 is made with a curved cutout, wherein the curved cutout of the outer diameter on the left flange 13 is located in the combustion chamber 10 near the right blade 12 of the impeller 8 when viewed from the side of the pipe 2, and the curved cutout of the outer diameter on the right flange 14 is located in the combustion chamber 10 near the left blade 12 of the impeller 8 when viewed from the side of the pipe 2. The disk 9 is located on the hollow shaft 7 on the side of the left flange 13 parallel to it at a distance. A hollow stator 17 is located coaxially within the hollow shaft 7 on three bearings 16. Bearings 16 may be radial or radial-axial, ball or roller, single-row or double-row, rolling or gas, or sliding. Two bearings 16 are located in the mounting zones of the medium-size bearings 6, and the third bearing 16 is located between them.

[0025] A hollow stator 17 of cylindrical shape is rigidly secured to the housing 1. On the side of the pipe 2, a sleeve 18 of cylindrical shape is rigidly secured to the inner surface of the hollow stator 17, limited by blind walls and forming an annular cavity 19 that ensures the movement of the fuel-ignition mixture during engine operation. On the opposite side from the pipe 2, the hollow stator 17 is made with a blind end. On the side of the pipe 2, a valve 20 is located on the hollow stator 17, configured to rotate in 1° increments relative to the axis of the hollow stator 17 using a large handle 21 located outside the housing 1.

[0026] On the cylindrical surface of the hollow stator 17, in the areas between the bearings 16, two partitions 22 are rigidly secured, one of which is secured in the area of ​​the bottom dead center at the beginning of the compression stroke of the fuel-igniting mixture, and the other partition 22 is located in the area of ​​the top dead center at the end of the compression stroke of the fuel-igniting mixture. A cavity of larger area, bounded by the first and second bearings 16 in the direction from the large handle 21, the rotor 5, the hollow stator 17, and the partitions 22, forms the area for supplying the fuel-igniting mixture to each compression chamber during the expansion stroke. A cavity of a smaller area, limited by the first and second bearings 16 in the direction from the large handle 21, the rotor 5, the hollow stator 17 and the partitions 22, forms a zone of flow of the fuel-ignition mixture during the compression stroke from each compression chamber 11 into the receiver 23, which is a cavity limited by the left flange 13, the hollow shaft 7 and the disk 9.

[0027] Inside the hollow stator 17 there is a rod 24 of cylindrical shape with the possibility of adjusting the ignition phase with the help of a small handle 25, located on one end of the rod 24, located outside the housing 1, and providing rotation of the rod 24 inside the hollow stator 17. The end of the rod 24 opposite from the small handle 25 is made with a sliding fit relative to the inner diameter of the hollow stator 17, without touching the inner blind end of the hollow stator 17. On the cylindrical surface of the rod 22 there is a capsule with a spring-loaded high-voltage contact 26 fixed vertically upwards by a rigid connection, providing timely ignition of the fuel ignition mixture in each combustion chamber 10, while in the cylindrical surface of the hollow stator 17 there is an opening made, coinciding with the position of the capsule with the spring-loaded high-voltage contact 26.The position of the capsule with the spring-loaded high-voltage contact 26 in the axial direction coincides with the position of each spark plug 15, wherein the position of the capsule with the spring-loaded high-voltage contact 26 is made with the possibility of touching the contact surface of each spark plug 15, without limiting the rotation of the rotor 5.

[0028] In the rotor 5, in the area where the valve 20 is installed, an opening is made to provide the supply of the fuel ignition mixture from the pipe 2 into the annular cavity 19 of the hollow stator 17. In the rotor 5 and in the hollow stator 17, in the area between the first and second bearings 16 from the large handle 21, radial channels 27 are made to provide the supply of the fuel ignition mixture into each compression chamber 14 and the flow of the fuel ignition mixture from each compression chamber 14 into the receiver 23.

[0029] In the hollow stator 17, in the area between the second and third bearings 16 from the large handle 18, two openings are made, wherein one of the openings is located in the area of ​​the bottom dead center in the direction of rotation at the beginning of the compression stroke of the fuel igniter mixture, and the second opening is made in the area of ​​the bottom dead center in the direction of rotation at the end of the expansion stroke of the fuel igniter mixture. Inside the hollow stator 17, a plate 28 is rigidly fixed, located parallel to the axis of the hollow stator 17, while excluding contact with the surface of the rod 24. The plate 28 is located in such a way that the opening in the hollow stator 17, made in the area between the second and third bearings 16 from the large handle 18 in the area of ​​the bottom dead center in the direction of rotation at the beginning of the compression stroke of the fuel igniter mixture, is located in a cavity, limited by the plate 28 and the inner surface of the hollow stator 17, of a smaller area.The second opening in the hollow stator 17, made in the area between the second and third bearings 16 from the large handle 18 in the area of ​​the bottom dead center in the direction of rotation at the end of the expansion stroke of the fuel ignition mixture, is located in the cavity limited by the plate 28 and the inner surface of the hollow stator 17, which is larger in area. From the side of the branch pipe 2 in the hollow stator 17, two radial channels are made into the inner cavity of the hollow stator 17 through the annular cavity 19, wherein one radial channel is located in the cavity limited by the plate 28 and the inner surface of the hollow stator 17, which is smaller in area, and the second radial channel is located in the cavity limited by the plate 28 and the inner surface of the hollow stator 17, which is larger in area.A tube supplying coolant, 29, is hermetically installed in a radial channel located in a cavity limited by plate 28 and the inner surface of the hollow stator 17, of a smaller area, the opposite end of which is located outside of housing 1. A tube removing coolant, 30, is hermetically installed in a radial channel located in a cavity limited by plate 28 and the inner surface of the hollow stator 17, of a larger area, the opposite end of which is located outside of housing 1.

[0030] In the hollow shaft 7, in the area between the second and third bearings 16 from the large handle 20, two openings are made, one of which provides for the supply of coolant into the cavity limited by the bottom 31 of all combustion chambers 10 and all compression chambers 11, the left flange 13, the right flange 14 and the hollow shaft 7; the second opening is intended for the removal of coolant from the said cavity.

[0031] In the lower part of the housing 1, on the side of the branch pipe 2, there is a U-shaped branch pipe 32 supplying the working fluid, one end of which is located outside the housing 1, and the opposite end is located in the cavity between the vertical surface of the disk 9 and the inner vertical surface of the drum 3. On the opposite side of the housing 1, in its lower part, there is an exhaust nozzle 33, one end of which is located in the cavity between the vertical surface of the right flange 14 of the impeller 8 and the inner vertical surface of the drum 3, and the second end of the exhaust nozzle 33 is brought out beyond the housing 1. In the housing 1, in the area of ​​the exhaust nozzle 33, with an angular offset relative to it, there is a U-shaped branch pipe 34 discharged from the working fluid, one end of which is located outside the housing 1 and is partially immersed in a container with the working fluid (in Fig.not shown), and the other end is located in the cavity between the vertical surface of the right flange 12 of the impeller 8 and the inner vertical surface of the drum 3.

[0032] The internal combustion engine is used in the following way.

[0033] The engine is first connected via pipe 2 to the carburetor (not shown in the figure), the rotor 5 is connected to an electric or pneumatic accumulator (not shown in the figure), the free end of the tube supplying coolant 29 is immersed and secured in a container with coolant (not shown in the figure); the free end of the tube removing coolant 30 is connected to an external cooling system, for example, to a radiator (not shown in the figure); the free end of the U-shaped pipe supplying the working fluid 32 is immersed and secured in a container with the working fluid (not shown in the figure); the free end of the U-shaped pipe removing the working fluid 34 is connected to an external system (not shown in the figure).

[0034] After which the cavity of the drum 3 is filled with the working fluid 35 (see Fig. 5), which, when the rotor 5 rotates, ensures the formation of an annular liquid seal with the working fluid 35, hermetically sealing each compression chamber 12 and each combustion chamber 11 along the contour, forming a "liquid" piston. The working fluid 35 is supplied through the U-shaped branch pipe supplying the working fluid, 21 to a level that ensures continuous immersion of the outer diameter of the impeller 8 in the annular seal of the working fluid 35 when the rotor 5 rotates, while the annular seal of the working fluid 31, when the rotor 5 rotates, should not block the curvilinear cutout of the outer diameter on the left flange 13 and the curvilinear cutout of the outer diameter on the right flange 14 when they are positioned at the lower point of rotation of the rotor 5.A non-flammable liquid is used as the working fluid 35, excluding the possibility of its boiling, for example, a silicone-containing liquid with a chlorinated radical, the boiling point of which at atmospheric pressure is plus 400°C. Continuous replacement of the working fluid in the annular seal of the working fluid 35 is carried out by feeding the working fluid 35 into the cavity of the drum 3 through a U-shaped branch pipe supplying the working fluid, 32 and removing the high-pressure working fluid through a U-shaped branch pipe removing the working fluid, 34. Then the engine is started (see Fig. 2) by spinning the rotor 5 with the help of an electric or pneumatic accumulator (not shown in the Fig.), connected to the rotor 5 on the side opposite to the branch pipe 2, to a rotation speed of 85 rpm, ensuring the formation of a liquid annular seal with the working fluid 35.The annular seal of the working fluid 35 is formed by centrifugal force at a rotational speed at a rotation radius of 13,000 rpm, providing a specific gravity of the working fluid 35 at a rotation radius approximately 15,000 times greater than that of the working fluid 35 at rest. The moving working fluid in the annular seal of the working fluid 35 sets the drum 3 in motion. The direction of rotation of the rotor 5, when viewed from the side of the branch pipe 2, is counterclockwise.

[0035] Next, turn on the ignition.

[0036] Then, the fuel-ignition mixture (see Fig. 6) is supplied from the carburetor (not shown in the Fig.) into the annular cavity 19 through the pipe 2; if necessary, the opening in the hollow stator 17 is partially closed with the valve 20 using the large handle 21, ensuring the required volume of fuel-ignition mixture supplied to the engine. From the annular cavity 19 through the radial channel 27 during the expansion phase, the fuel-ignition mixture enters a cavity of larger area, limited by the first and second bearings 16 in the direction from the large handle 21, the rotor 5, the hollow stator 17 and the partitions 22, and then enters the compression chamber 11. Due to the presence of eccentricity between the axis of rotation of the rotor 5 and the axis of rotation of the drum 3, each compression chamber 11 and each combustion chamber 10 during the rotation of the rotor 5 sequentially increase and decrease their volume, thereby ensuring the alternation of the compression and expansion phases.From the compression chamber 11, during the compression phase, the fuel-ignition mixture enters the receiver 23 through a cavity of a smaller area, limited by the first and second bearings 16 in the direction from the large handle 18, the rotor 5, the hollow stator 17 and the partitions 22. When passing the lower position during the rotation of the rotor 5, in each combustion chamber 10, the fuel-ignition mixture is blown through the curved cutout of the outer diameter on the left flange 13 of the impeller 8 and the exhaust gases are ejected from the combustion chamber 10 into the cavity between the right flange 14 and the drum 3 through the curved cutout of the outer diameter on the right flange 14. In the direction of rotation of the rotor 5, the curved cutout of the outer diameter on the right flange 14 is shifted forward relative to the curved cutout of the outer diameter on the left flange 11, ensuring the correct sequence of the processes of exhaust gas emission and purging of the combustion chamber 10.The exhaust gases from the cavity between the right flange 14 and the drum 3 are discharged outside the housing 1 through the exhaust nozzle 33. As each combustion chamber 10 passes through the compression phase, the fuel-ignition mixture located in this combustion chamber 10 is further compressed and ignited at the top dead center. The contact surface of the spark plug 15 slides along the cylindrical surface of the hollow stator 17, and in the upper position, during the rotation of the rotor 5, it comes into contact with the high-voltage contact in the capsule with the spring-loaded high-voltage contact 26. If necessary, the ignition phase is adjusted by turning the small handle 25 on the rod 24, on which the capsule with the spring-loaded high-voltage contact 26 is secured.

[0037] A mixture of air and any fuel is used as the fuel ignition mixture. To cool the bottom 31 of each combustion chamber 10 (see Fig. 7) and each compression chamber 11, coolant 36 is supplied through a coolant supply pipe 29 into a cavity limited by a plate 28 and the inner surface of a hollow stator 17 of smaller area, from where the coolant enters a cavity limited by the second and third bearings 16 in the direction from the large handle 21, the rotor 5, and the hollow stator 17. Then, through an opening in the hollow shaft 7, coolant 36 enters a cavity limited by the bottom 31 of all combustion chambers 10 and all compression chambers 11, the left flange 13, the right flange 14, and the hollow shaft 7.Coolant 36 enters the cavity washing the bottom 31 of all combustion chambers 10 and all compression chambers 11, in the area of ​​the bottom dead center at the beginning of the compression stroke of the fuel-ignition mixture and circulates throughout the cavity washing the bottom 31 of all combustion chambers 10 and all compression chambers 11, providing sequential cooling of all combustion chambers 10 and all compression chambers 11. Coolant 36, heated during the circulation of the coolant throughout the cavity washing the bottom 31 of all combustion chambers 10 and all compression chambers 11, with the possible formation of a vapor-liquid mixture is removed in the area of ​​the bottom dead center at the end of the expansion stroke of the fuel-ignition mixture from the cavity washing the bottom of each combustion chamber 10 and each compression chamber 11, through the second hole in the hollow shaft 7 into a cavity of a larger area, limited by the second and the third in the direction from the large handle 21 bearings 16, rotor 5 and hollow stator 17.The coolant then enters a cavity bounded by plate 28 and the inner surface of the larger hollow stator 17, from where it is discharged through coolant discharge tube 30 into an external cooling system, such as a radiator (not shown in the figure). Water, an aqueous solution of ethylene glycol, an aqueous solution of propylene glycol, or air are used as the coolant.

[0038] Examples of use of the invention.

[0039] An application for the claimed technical solution is in automotive transport. An internal combustion engine, comprising a housing, is connected via a pipe to a carburetor, which mixes 92-octane gasoline supplied from a passenger car's fuel tank with air. The housing contains a drum and a rotor, with its axis of rotation offset upward relative to the drum's axis. The rotor is connected to the vehicle's transmission system. The rotor contains a hollow shaft on which a blade wheel and disc are mounted. The blade wheel forms six combustion chambers and six compression chambers, alternating and bounded by blades, a left flange, and a right flange. Spark plugs are rigidly mounted in each combustion chamber.On the left and right flanges, in the area of ​​each combustion chamber, the outer diameter of the impeller is provided with a curved cutout. The curved cutout on the left flange is located in the combustion chamber near the right impeller blade when viewed from the exhaust manifold, while the curved cutout on the right flange is located in the combustion chamber near the left impeller blade when viewed from the exhaust manifold. The disk is located on a hollow shaft parallel to the left flange at a distance. A hollow stator is located coaxially within the hollow shaft on three rolling bearings. A bushing, bounded by solid walls, is mounted on the inner surface of the stator.Two baffles are rigidly attached to the cylindrical surface of the hollow stator, in the area between the first and second rolling bearings in the direction from the carburetor. One baffle is located at the bottom dead center (BDC) at the beginning of the combustion stroke, and the other baffle is located at the top dead center (TDC) at the end of the combustion stroke. A cylindrical rod is located within the hollow stator. A capsule with a spring-loaded high-voltage contact is rigidly attached vertically to the cylindrical surface of the rod. This contact ensures the timely ignition of the combustion mixture in each combustion chamber.

[0040] In the rotor and in the hollow stator there is an opening and radial channels that provide the supply of fuel-ignition mixture to each compression chamber and the flow of fuel-ignition mixture from each compression chamber to the receiver.

[0041] The rotor and the hollow stator contain openings for the supply of coolant to the cavity that washes the bottom of all the impeller chambers and for the removal of coolant from this cavity. A plate is secured within the hollow stator, not touching the rod and dividing the internal cavity of the hollow stator into two zones for the supply and removal of coolant. A radial channel with hermetically sealed tubes connected to the radiator is provided in each zone. An ethylene glycol aqueous solution is used as a coolant. A U-shaped pipe for the supply of working fluid and a U-shaped pipe for the removal of working fluid are located in the lower part of the housing. They are connected to a reservoir containing the working fluid; a silicone-containing liquid with a chlorinated radical is used as the working fluid. An exhaust nozzle is located in the lower part of the housing, one end of which is located outside the passenger car.

[0042] An alternative application for the claimed technical solution is marine transport. The internal combustion engine is connected via a pipe to the boat's carburetor, which mixes 95-octane gasoline supplied from the fuel tank with air. The rotor is connected to an electric generator. The pipes supplying and removing coolant are connected to a heat exchanger; water is used as the coolant. The U-shaped pipe supplying the working fluid is connected to a reservoir containing the working fluid; the U-shaped pipe removing the working fluid is connected to the propeller's hydraulic drive; a silicone-containing fluid with a chlorinated radical is used as the working fluid.

[0043] Another possible application for the claimed technical solution is in generator sets. The internal combustion engine is connected via a pipe to the generator set's carburetor, which mixes 92-octane gasoline supplied from the fuel tank with air. The rotor is connected to an electric generator. The coolant inlet and outlet pipes are connected to a radiator; an aqueous propylene glycol solution is used as the coolant. U-shaped inlet and outlet pipes for the working fluid are connected to a reservoir containing the working fluid; a silicone-containing fluid with a chlorinated radical is used as the working fluid.

[0044] An additional application for the claimed technical solution is in agricultural machinery. The internal combustion engine is connected via a pipe to the tractor's carburetor, which combines 92-octane gasoline supplied from the fuel tank with air. The rotor is connected to the tractor's transmission. The coolant supply and discharge tubes are connected to the radiator; water is used as the coolant. The U-shaped pipe supplying the working fluid is connected to a reservoir containing the working fluid; the U-shaped pipe discharges the working fluid and is connected to the hydraulic motor. A silicone-containing fluid with a chlorinated radical is used as the working fluid.

[0045] Another application of the claimed technical solution is in aviation. The internal combustion engine is connected via a pipe to the aircraft's carburetor, where aviation kerosene supplied from the fuel tank is mixed with air. The rotor is connected to the propeller. The pipes supplying and removing coolant are connected to the radiator, where air is used as the coolant. A U-shaped pipe supplying the working fluid is connected to a reservoir containing the working fluid; a U-shaped pipe removing the working fluid is connected to the hydraulic drive; a silicone-containing fluid with a chlorinated radical is used as the working fluid.

[0046] The technical result of the invention consists in increasing the efficiency and in increasing the service life of the engine. The specified technical result is achieved due to the fact that the internal combustion engine, comprising a housing and a drum and a rotor located therein, configured to rotate, wherein the rotor comprises a hollow shaft and an impeller, wherein the axis of rotation of the rotor is shifted upwards relative to the axis of rotation of the drum, ensuring the formation of an annular liquid seal by the working fluid during the rotation process; the impeller is configured to form at least one combustion chamber and at least one compression chamber alternating one after the other; a hollow stator is located coaxially with it on bearings with the possibility of dividing the cavity between the hollow shaft and the hollow stator into a zone for supplying the fuel ignition mixture and zones for supplying and removing the coolant;in each combustion chamber, spark plugs are rigidly mounted, each of which, during engine operation, comes into contact with a capsule with a spring-loaded high-voltage contact, fixed vertically upward on the cylindrical surface of the rod, located inside the hollow stator with the ability to regulate the ignition phase; in the rotor and in the hollow stator, channels and partitions are made that ensure the movement of the fuel-ignition mixture into and out of each compression chamber, and openings and a plate that ensure the supply and removal of coolant into the annular cavity washing the bottom of all combustion chambers and all compression chambers.

[0047] To assess the change in the efficiency level and engine life, calculations were performed, including modeling the combustion processes of the fuel-ignition mixture and heat exchange in ANSYS FLUENT, as well as dynamic modeling of the engine operation in Simulink. Modeling was carried out for various types of fuel-ignition mixture based on gasoline with an octane number of 92 and gasoline with an octane number of 95. Based on the calculation results, a comparative analysis of the declared technical solution with the prototype was carried out according to the indicators presented in Table 1. The comparative analysis showed that a decrease in the temperature of the fuel-ignition mixture during the compression stroke by 15-20% increases the density of the fuel-ignition mixture, which increases the efficiency by 5 - 8%. A decrease in the surface temperature of internal engine elements and a decrease in mechanical losses due to friction ensure an increase in the engine life by at least 5 times. Table 1 - Comparison of the calculation results of changes in the efficiency and engine life Thus, thanks to the declared technical solution, it is possible to increase the efficiency by at least 5%, and increase the engine life by at least 5 times.

Claims

FORMULA 1. An internal combustion engine comprising a housing and a drum and a rotor arranged therein, each arranged to rotate, wherein the rotor comprises a hollow shaft and a blade wheel, wherein the axis of rotation of the rotor is shifted upward relative to the axis of rotation of the drum, ensuring the formation of an annular liquid seal by the working fluid during rotation; the blade wheel is configured to form at least one combustion chamber and at least one compression chamber alternating one after the other; a hollow stator is arranged coaxially with the hollow shaft on bearings with the capability of dividing the cavity between the hollow shaft and the hollow stator into a zone for supplying the fuel ignition mixture and zones for supplying and removing the coolant;in each combustion chamber, spark plugs are rigidly connected, each of which, during engine operation, comes into contact with a capsule with a spring-loaded high-voltage contact, fixed vertically upward on the cylindrical surface of the rod, located inside the hollow stator with the possibility of regulating the ignition phase; in the rotor and in the hollow stator, channels and partitions are made that ensure the movement of the fuel ignition mixture into and out of each compression chamber, and openings and a plate that ensure the supply and removal of coolant into the annular cavity washing the bottom of all combustion chambers and all compression chambers.

2. An internal combustion engine according to paragraph 1, characterized in that a non-flammable liquid is used as the working fluid, eliminating the possibility of its boiling.

3. An internal combustion engine according to paragraph 1, characterized in that water, or an aqueous solution of ethylene glycol, or an aqueous solution of propylene glycol, or air is used as a coolant.

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