RU2083850C1 - Rotor internal combustion engine - Google Patents

Abstract

FIELD: engine engineering. SUBSTANCE: engine has hollow housing, hollow drum for receiving a ring made of a sealable- compression liquid and mounted on the shaft axially symmetrical inside the housing, rotor with radial projections on its end faces and vanes in the space between the projections and eccentrically mounted on the shaft inside the drum space, combustion chamber, systems for feeding, cooling, and lubricating, and system for taking off the torque from the rotor. The drum and rotor are kinematically interconnected and mounted on the common crankshaft inside the housing. The crankshaft together with the drum kinematically coupled with the common power take off system. The end faces of the drum are provided with ports for connecting with the systems for feeding, cooling and supplying liquid. One end face of the rotor is provided with a radial projection made up as a solid ring comb. The opposite end face of the rotor is provided with projections made up as at least two discrete combs of alternative height and is separated longitudinally by an intermediate ring radial comb into relatively short compression zone and longer expansion zone connected with the exhaust path. Each of the zone is provided with at lest two radial vanes. The body of the rotor has at least two by-passes that connect the zones and serve as combustion chambers. EFFECT: enhanced efficiency. 20 cl, 20 dwg

Description

 The invention relates to kinematic schemes and design of rotary internal combustion engines (ICE). Such engines are designed to equip various mainly small-sized vehicles.

 In one of the preferred forms of execution with the selection of power for an external load through one output shaft, the proposed rotary internal combustion engine can be used mainly to equip micro- and mini-cars for traveling single passengers and transporting small (up to 1 ton) of cargo in urban conditions (in particular, mini-taxis and mini-trucks), for equipping mini tractors or self-propelled agricultural implements intended primarily for personal plots and family farms, and for equipping small-sized vessels in (boats).

 In another preferred embodiment, with the selection of power for an external load through two coaxial output shafts, the proposed rotary engine can be used primarily to equip ultralight aircraft (for example, motor deltas and tiltrotors for transporting passengers and small-sized urgent cargo over short distances).

 A recent trend towards miniaturization of vehicles and, accordingly, miniaturization of ICEs to equip them, is one of the manifestations of the general desire of the world economy to save resources.

 A natural consequence of miniaturization is the saving of raw materials and labor costs for the manufacture and reduction of the costs of operating individual ICEs. However, the rapid increase in the total number of ICEs simultaneously in operation leads to the fact that the total consumption of oil and oil products continues to increase, and the state of the environment (especially in megacities) continues to deteriorate.

 This happens because, with a decrease in the mass and dimensions of the internal combustion engine, some “eternal” problems of engine building are not only not removed, but also aggravated.

Of these, it should be noted
the problem of increasing efficiency, closely related to the problem of reducing the specific effective fuel consumption;
the problem of reducing exhaust toxicity, closely related to the problem of reducing chemical underburning of fuel and
reliability problem, related to a significant degree to the problem of engine balancing.

 A sufficiently comprehensive review of specific constructive approaches to solving these problems would take up too much space.

 Therefore, it is advisable to limit the presentation and analysis of scientific and technological prerequisites for the most effective solution of these problems with the subsequent transition to specific analogues of the proposed rotary engine.

It is well known that, in the general case, the full duty cycle of most ICEs operating on an arbitrary (very rarely pulverized solid, and preferably liquid and / or gaseous) fuel includes
preparation of the fuel (working) mixture from the fuel and oxidizer (usually air) taken in a certain ratio;
compression of this mixture (can be combined with its preparation);
ignition and combustion of a compressed fuel mixture;
the expansion of the combustion products (which can begin and usually begins during combustion) with the conversion of part of the thermal energy into mechanical energy and its use to perform useful work and
exhaust gas exhaust (exhaust) [1]
In real (mainly piston) internal combustion engines, two main methods for preparing fuel mixtures are used:
external mixture formation using carburetors when working on liquid fuel or mixers when working on gaseous fuel, or carburetors-mixers when working on binary (liquid and gaseous) fuel and
internal mixture formation with injection of portions of fuel into compressed air and heated by compression (see ibid.).

 These methods are usually used separately, although their combination is not excluded.

 The performance of internal combustion engines is usually evaluated by criteria such as efficiency, specific effective fuel consumption, specific power, the possibility of using significantly different fuel quality and operational reliability. It is well known that the specific values of these indicators significantly depend on how exactly and by what means are performed and at what controlled parameters the above processes occur.

In the well-known classic piston internal combustion engines, which are most common in vehicles, they usually use external (mainly in carburetor gasoline or gasoline or gas ICEs) and internal (in diesel and some types of gasoline ICEs) mixture formation with forced regulation of the coefficient of excess oxidizer, and the duty cycle inside the cylinders occurs in four steps
the intake of the fuel mixture (or at least air), which begins when the piston approaches the top dead center (TDC) and continues when the piston moves towards the bottom dead center (BDC) and is characterized by a significant dependence of the mass of the fuel charge (mass of a portion of air) on the temperature of the fuel mixture or air (this mass, ceteris paribus and regardless of whether charge is used or not, is greater, the lower the temperature of any of these media)
compression, which begins when the piston moves to the TDC and is accompanied by heating of the fuel mixture (or air) and which ends with the initiation of combustion (electric spark or injection of a dose of fuel directly into the cylinder head);
fuel combustion and expansion of the combustion products ("working cycle") that occur when the piston moves from TDC to BDC and is accompanied by the conversion of part of the heat into mechanical energy, and
exhaust gas exhaust (exhaust), which is associated with significant aerodynamic noise that requires jamming.

 Piston engines are usually very narrowly specialized in the type of fuel consumed. Their efficiency rarely (and insignificantly) exceeds 40% because most of the heat of the combustion products is carried away into the atmosphere with exhaust gases, is lost when parts of the cylinder-piston group are cooled, and expended in overcoming the aerodynamic resistance of the exhaust tract. The energy losses are usually the greater, the more often the internal combustion engine operating mode changes, which is especially typical for cars driving the so-called "urban cycle". Accordingly, when driving in start-stop mode, the specific fuel consumption also increases sharply.

 The completeness of fuel combustion in piston ICEs significantly depends on the load on them. When the load increases, the flow rate of the working mixture is usually increased, and at a particularly high load it is enriched with fuel. In the first case, the concentration of oxide nitrogen increases in the combustion products, and in the second, as a rule, a chemical underburning of fuel is observed. Both that, and another increases exhaust toxicity.

The reliability of high-speed (with an average piston speed of more than 10 m / s) piston ICEs significantly depends on high (about 1000 ^o C) thermal loads on the pistons and cylinder liners and alternating mechanical loads on the main links of the kinematic chain. To ensure reliability, a complex set of technical measures is used, which includes the selection of heat-resistant materials with long thermal strength; complex technological processes of hardening processing of rubbing parts, economically justified only in conditions of large-scale and mass production; manufacturing of the most loaded parts with a large margin of safety; after-sales service system with tight delivery times for spare parts and repairs.

 Therefore, searches have long been made for such kinematic schemes and ICE designs that, at a minimum, would reduce mechanical and thermal loads on parts of the kinematic target.

 One of the results of such searches was the creation by F. Wankel of a rotary piston internal combustion engine in 1957, in which the intake of the fuel mixture, its compression and combustion, the expansion of the combustion products with the performance of useful work and the release of exhaust gases occur during complex planetary motion of the rotor, limited in cross section of three intersecting arcs of a circle.

 An internal combustion engine of this type has a hollow body closed from the ends of the caps and a rotor-piston mounted on an eccentric shaft in the main cavity of the body, which is limited in cross section by two epitrocoids.

 The housing and covers have cavities for circulating liquid refrigerant. In addition, in the walls of the main cavity of the housing there are windows for supplying the fuel mixture and exhaust gas.

 The rotor piston is connected to the eccentric shaft by a planetary gear train with internal gearing, a large gear wheel of which is fixed in the middle part of the rotor, and the gear is mounted on the spike of the eccentric shaft.

 To reduce the flow of gaseous media between the chambers, which are limited by the rotor-piston during rotation in the main cavity of the housing, the rotor-piston is equipped with three radial sealing (limited from the working ends cylindrical surfaces) plates that divide the cavity of the housing into the chambers, and lamellarly tangentially oriented mechanical seals. All of these sealing elements are spring loaded with expanders. The cooling of the rotor-piston is partially provided by the fuel mixture, and mainly by the oil supplied to the cavity of the rotor-piston through the channels in the eccentric shaft from the oil cooler.

 Replacing the reciprocating movement of the pistons with the rotational movement of the rotor-piston eliminated the valve timing mechanism and led to a significant stabilization of the torque on the output shaft.

 However, the experience of the practical use of such engines showed that, despite the noted advantages, it was not possible to increase reliability. Indeed, due to the contact of the sealing plates with the walls of the main cavity of the housing in straight lines and, therefore, due to excessive contact thermomechanical loads and due to difficult to compensate for thermal deformations of the housing, there is a rapid wear of these sealing elements. As this wear and tear, the power and efficiency of the described engine are reduced, and the specific fuel consumption and toxicity of the exhaust gases increase. In this case, the main reason for increasing the toxicity of exhaust gases (especially in terms of carbon monoxide concentration) is the fixation of products of incomplete combustion of fuel near the cold walls of the rotor and the rotor-piston engine housing.

 These shortcomings can be substantially weakened in rotary internal combustion engines with a liquid sealing ring.

Of these, the rotary (“rotary") ICE M.V. Maksimova [2]
This engine has a hollow in the middle part of the housing, equipped with bearing assemblies located on opposite sides, one of which is placed along the axis of symmetry of the housing cavity, and the other is eccentric relative to the specified axis, the geometric axes of both bearing assemblies being parallel, and an exhaust coil for exhaust gas atmosphere; a drum with an annular cavity, cantilever suspended on a shaft, which is mounted in an assembly axisymmetric with the cavity of the bearing housing; a rotor in the form of a shell having radial annular protrusions (shoulders, or, what is the same, ridges) at the ends, radial protrusions in the form of blades located between these end protrusions, and perforated interscapular spaces (this rotor is cantilever suspended on a shaft that is mounted in the second of the above bearing units, and eccentrically placed in the cavity of the drum); a fixed spool installed inside the rotor shell along a sliding fit and having a recess that serves as a combustion chamber and therefore communicates with the air and fuel supply paths and is equipped with a nozzle and an electric valve.

 The space between the wall of the drum cavity and the radial blade supporting the rotor shell communicates with the reservoir for the compression and compression fluid. The working volume (ring thickness) of this liquid in the drum is set from the condition of partial overlapping of the indicated radial blades in most of the gap between the rotor shell and the specified wall of the drum cavity.

 From the description of the operation of the considered rotary engine, it is clear that it can be equipped with the following arbitrary systems: preparation of the working (fuel) mixture; cooling; lubrication of rubbing parts and removal of torque from the (shaft) of the rotor.

 Due to the eccentric arrangement of the drum shafts, in which a liquid ring is formed during rotation, and the rotor, the radial blades, when they are deepened into the compression-compression fluid, compress the air between them. When each successive interscapular cell of the rotor, when it is rotated, reaches the combustion chamber in a fixed spool, compressed air is expelled into it through the perforating interscapular slot, which is heated by burning fuel. Then the working fluid in the form of gaseous products of combustion again enters the interscapular cells, where it expands during the further rotation of the rotor, doing useful work. The exhaust gases through the exhaust snail of the body go into the atmosphere.

 The O-ring is an ideal wear-resistant seal. However, the task of increasing reliability in a rotary ICE is only partially solved, because combustion products having high pressure and temperature can leak out into the joint between the rotor and the fixed spool from the combustion chamber from the combustion chamber into the side parts of the drum cavity not covered by a liquid ring. This leakage will be all the more intense the more wear on the friction surfaces of the rotor and the fixed spool will be, which will reduce the efficiency of the known rotary ICE and increase the specific effective fuel consumption.

 In addition, the thermodynamic cycle of the known rotary ICE is very imperfect, because the heating of the working fluid in it occurs at constant pressure (like a gas turbine engine), and the exhaust at significant excess pressure due to compression and expansion of the gas in the same cavity (like piston ICE). These circumstances determine its low profitability.

 And finally, the external speed characteristic of the known rotary internal combustion engine is extremely unfavorable, because the torque on the output shaft is directly related to the "stiffness" of the liquid ring, which depends on the centrifugal acceleration and is related to the output shaft rotation frequency by a quadratic dependence. In practice, this means that such an engine will not be able to work stably even with a linear load: it will either accelerate or stall.

 Therefore, the invention is based on the task, by improving the kinematic scheme, the gas-dynamic path and the shape of the rotor and other main parts, to create such a rotary internal combustion engine with a liquid sealing ring that would exclude mechanical frictional wear of the rotor in the gas-dynamic path seal nodes, would allow separate processes compression of the fuel mixture, its combustion and expansion of the combustion products and would provide high "rigidity" of the liquid ring in a wide a wide range of engine operating loads and which, owing to the achievement of the indicated interrelated technical effects, would have higher operational reliability, efficiency, lower specific effective fuel consumption and could operate stably in a wide range of load fluctuations.

 The problem is solved in that in a rotary internal combustion engine having a hollow in the middle part of the casing, a drum with an annular cavity for accommodating the sealing fluid ring, axisymmetrically mounted on the shaft inside the casing, a hollow rotor with radial protrusions at the ends and blades in the interval between these protrusions eccentrically mounted on the shaft in the cavity of the drum, at least one combustion chamber and fuel mixture supply system, cooling, lubrication of the rubbing parts and power take-off, the drum and the rotor is kinematically connected and installed in the housing on a common crankshaft, which together with the drum is kinematically connected to a common power take-off system, while windows are made in the end walls of the drum, of which the first window communicates with the atmosphere an annular gap between the rotor wall and the crankshaft shaft, which is part of the air path of the cooling system, and the second window is equipped with an annular partition separating the air path of the cooling system from the path of supply of the fuel mixture or air to igotovlenie fuel mixture on the one hand and the fluid supply path to form and maintain a sealing fluid ring on the other hand, the rotor from the end facing the first window has a radial protrusion in the form of a continuous annular ridge of constant diameter, and from the opposite end has end radial protrusions in at least two discrete ridges of variable height and sectioned along the length of the intermediate annular radial ridge of constant diameter into a relatively short communicating system At the same time, the compressor zone and a longer expansion zone connected to the exhaust tract, with at least two radial blades placed on each rotor in each of these zones, and at least two bypass channels connecting these zones and serving as combustion chambers in the rotor body .

 The implementation of the combustion chambers directly in the rotor body, which became possible due to a change in the kinematic scheme of the internal combustion engine and the structure of its gas-dynamic path as described above, leads to the fact that the rotor during friction is in frictional interaction only with the liquid in the o-ring and gas flows . The separation of the compression processes of the fuel mixture (with external mixture formation) or air (with internal mixture formation with the injection of liquid fuel into compressed air), combustion of the fuel mixture, expansion of the combustion products with the exhaust, leads to the fact that the thermodynamic cycle of the proposed ICE is very close to similar piston ICE cycles. The selection of power to an external load simultaneously from the drum and crankshaft helps to stabilize the "stiffness" of the liquid sealing ring during load fluctuations. This creates the necessary conditions for a significant increase in the operational reliability of the rotary engine, increase its efficiency and stability in a wide range of load fluctuations and reduce the specific effective fuel consumption.

 The first additional difference is that inlet valves are installed at the exits from the compressor zone to the bypass chambers serving as combustion chambers. This virtually eliminates the partial displacement of combustion products into the compressor zone.

 The second additional difference is that the power take-off system is based on a differential mechanism with one output shaft, which is most acceptable when using the proposed rotary engine for equipping land and surface vehicles.

 The third additional difference is that the differential mechanism has a leading bevel gear, rigidly connected to one of the end walls of the drum, a driven bevel gear, rigidly connected to the output shaft, a leading cross, rigidly connected to one of the crankshaft spikes, and bevel satellite gears mounted on the fingers of the specified cross and coupled to the leading bevel gear ring of the drum and with the driven bevel gear on the output shaft. Thereby, the simplest coordination of the main parts of the proposed ICE into a single kinematic chain is achieved.

 The fourth additional difference is that on each of the fingers of the differential power take-off mechanism there are pairs of bevel gears rigidly connected to each other, while in each pair one of these gears is coupled to the leading bevel gear ring of the drum, and the second to the driven bevel gear on the output shaft. This feature of the differential mechanism allows the selection of gear ratios to optimize the ratio of the angular velocities of the drum, hollow rotor, crankshaft and output shaft.

 The fifth additional difference is that the differential power take-off is equipped with a torque multiplier with a brake electromagnetic clutch, which are mounted together in a common housing, rigidly connected to the housing, at least the lower part of which is made of ferromagnetic material, while the specified multiplier has a hard drive connected to the fingers of the leading cross of the differential mechanism and driven rigidly connected to the driven bevel gear of the differential the mechanism of planetary gears coupled to the satellite gears that are mounted on the axles, and the specified brake clutch has a first ferromagnetic brake disk that is mounted on a sliding landing on the output shaft, a second ferromagnetic brake disk, which is fixed against rotation, rigidly connected to the axes of the satellite gears of the multiplier relative to the output shaft and installed under the crankcase with the possibility of reciprocating movement along this shaft, the first and second brake electromagnet s winding connected to a power source. Thus, by controlling the brake clutch, it is additionally possible to increase the torque of the output shaft at its low angular speeds, including zero.

 The sixth additional difference is that the differential mechanism has a leading cylindrical gear rim rigidly connected to one of the end walls of the drum; a carrier having a crosspiece rigidly connected to the crankshaft and at least two axles rigidly connected on one side to the fingers of the cross and on the other to the brake disc; two driven planetary cylindrical gears of different diameters, kinematically connected to the output shaft through overrunning clutches; at least two blocks of satellite gears, which are rotatably seated on the specified axles of the carrier and each contain one extreme gear coupled to the brake disc, one intermediate gear, coupled on one side to the specified drive spur gear ring, and on the other to the driven a planetary cylindrical gear of a larger diameter, and a second end gear engaged with a driven planetary cylindrical gear of a smaller diameter; and independent brake drives, installed with the possibility of interaction with these brake discs and with the specified driven planetary spur gear of a larger diameter.

 This form of implementation of the differential power take-off mechanism is most preferable in cases where the internal combustion engine should be reversible without the use of additional devices for changing the direction of rotation of the output shaft.

 The seventh additional difference is that the power take-off system is made with two coaxial output shafts, one of which is kinematically connected to the crankshaft, and the second to the hollow drum. This makes it possible to independently transmit torque to two, preferably coaxial, propellers such as propellers of an ultralight helicopter or tiltrotor.

 An eighth additional difference is that it is provided with a tank for storing a supply of fluid used to form and maintain a sealing fluid ring, said tank being connected to the drum cavity by a pipeline. This ensures the relative independence of the engine from external sources of the specified fluid.

 The ninth additional difference is that the drum is equipped with an axial protrusion with annular cavities, of which one filling is connected to the main cavity of the drum bypass pipe, and the second hydraulic discharge is directly connected to the same cavity of the drum, and the pipeline for supplying liquid from the tank at the outlet equipped with two nozzles, of which one discharge is open in the filling annular cavity, and the second retaining is open in the hydraulic discharge cavity in the specified protrusion. This ensures automatic maintenance of the fluid level in the sealing fluid ring in all modes of engine operation.

 The tenth additional difference is that the air part of the cavity of the tank is connected by an air pipe to the compressor. This ensures intensive filling of the main cavity of the drum with liquid and accelerates the formation of the liquid ring when starting the engine.

 The eleventh additional difference is that the engine in each bypass channel between the compressor and expansion zones serving as a combustion chamber is equipped with an autonomous device for igniting the fuel mixture. This ensures the independence of ignition from external energy sources.

 The twelfth additional difference is that the stand-alone device for ignition of the fuel mixture is made in the form of a prechamber predominantly closed when the rotor rotates, normally closed near the inlet valve. This form of execution of the indicated device is preferable for external mixture formation and ignition of the fuel mixture from compression.

 The thirteenth additional difference is that the autonomous device for ignition of the fuel mixture is made in the form of a piezoelectric spark ignition device, which has a candle, at least the electrode part of which is located in the bypass channel, a piezoelectric generator electrically connected to the specified candle, and a mechanical drive of the piezoelectric generator. This form of execution of the specified device is preferable for external mixture formation.

 The fourteenth additional difference is that the cooling system is double-circuit, while the first circuit designed to cool the crankshaft, rotor bearings and power take-off is closed, and the second circuit, designed to cool the drum, is open. This creates the prerequisites for the most efficient cooling of heat-stressed parts of the proposed rotary engine.

 The fifteenth additional difference is that the closed cooling circuit contains an inducer of movement of the refrigerant (air with oil particles) in the form of an impeller, which is mounted on the axial protrusion of the drum; a cochlea whose suction window is open into the crankcase cavity of the power take-off mechanism; a radiator, the input of which is connected to the discharge tangential branch pipe of the indicated scroll; a bypass pipe connected to the output of the specified radiator and to the entrance to the crankshaft location zone, and an annular closing channel between the crankshaft bend and the inner additional wall of the rotor. This provides a combination of cooling and lubrication of heat-stressed bearings of the crankshaft.

 The sixteenth additional difference is that the crankshaft is hollow and has one end facing the outlet of the bypass pipeline, and the second into the crankcase cavity, and exhaust and suction windows communicating with the indicated ring closing channel are made in the wall of its knee in the zones of minimum bending stresses . This ensures the most efficient cooling of the crankshaft.

 The seventeenth additional difference is that the open cooling circuit contains stimulants of the movement of the refrigerant (atmospheric air) in the form of predominantly multi-vane impellers that are mounted on the end walls of the drum; open from the ends of the casing, mounted in the housing and covering the drum, and an annular assembly exhaust manifold with at least one exhaust pipe. This ensures the best heat dissipation from the surface of the drum.

 The eighteenth additional difference is that the rotary engine is equipped with a batch injection system of liquid fuel into the bypass channels in the rotor serving as combustion chambers, while this system has a fuel pipe passing through one of the crankshaft spikes; an annular distribution chamber made in the body of the rotor, covering the specified spike and communicating with the specified fuel line; built-in fuel pumps that are hydraulically connected to the specified chamber, the number of which is equal to the number of bypass channels in the rotor and each of which is equipped with an atomizer at the outlet. This ensures the direct supply of liquid fuel in the combustion chamber during internal mixture formation.

 The nineteenth additional difference is that each built-in pump has a cranked fuel line, consisting of a supply “centrifugal” and a delivery “centripetal” elbows connected by a perforated cup, the cavity of which communicates with the annular cavity of the drum, and counter-flow check valves, of which the first is located before leaving the specified perforated cup from the supply knee, and the second in the inlet of the discharge knee. This ensures the simplest metering of liquid fuel when injected into the combustion chamber.

 In FIG. 1 shows a kinematic diagram of the proposed rotary engine; in FIG. 2 proposed rotary internal combustion engine, a longitudinal section; figure 3 is a partial scan to the plane of the peripheral part of the hollow rotor with ridges; in Fig.4 is a section IV-IV of Fig. 2, showing a preferred embodiment of the hollow drum and the relative position of the hollow drum and the hollow rotor; in FIG. 5 diagram of the fuel pump (in the "fuel pump" position); 6 is a diagram of a fuel pump (in the position "fuel injection into the bypass channel", which serves as a combustion chamber); in Fig.7, a preferred embodiment of the said device for igniting the fuel mixture from compression with a compression chamber independent of the intake valve and self-igniting the ignition dose of the fuel mixture; on Fig a diagram of an autonomous piezoelectric device for ignition of the fuel mixture; Fig.9 cooling scheme of the proposed rotary internal combustion engine; in FIG. 10 diagram of the gas-dynamic forces acting in the compressor and expansion zones on the blades; figure 11 plots of gas-dynamic forces acting on the surface of the rotor; on Fig diagram of the moments and speeds of the differential mechanism of a rotary engine (in axonometric projection); in FIG. 13 diagram of the forces acting in the torque multiplier (cabinet projection); in FIG. 14 diagram of the instantaneous speeds of the torque multiplier (cabinet projection); on Fig indicator diagram of the cycles of the proposed rotary engine; on Fig kinematic diagram of the power take-off in the proposed rotary engine using a planetary differential power take-off, including only cylindrical gears; on Fig a diagram of the instantaneous linear speeds of the links fully disinhibited planetary differential mechanism shown in Fig. 16, during power take-off in normal mode; on Fig a diagram of the instantaneous linear speeds of the links of the planetary differential mechanism shown in Fig.16, when operating in the mode of multiplication of torque; on Fig diagram of the instantaneous linear speeds of the links of the planetary differential mechanism shown in Fig.16, when operating in the "acceleration" mode; on Fig a diagram of the instantaneous linear speeds of the links of the planetary differential mechanism shown in Fig.16, when operating in reverse mode.

 The proposed ICE can be made both single and multi-section, consisting of several kinematically interconnected blocks of the same type. Further, for simplicity, it is described in a one-sectional version, which in the form most prepared for launch has the following main parts (see FIG. 1): hollow body 1, hollow drum 2, hollow rotor 3, crankshaft 4, selection mechanism 5 power, shown further in the preferred embodiment in the form of a differential mechanism with a torque multiplier 6 described in detail below, equipped with a brake (mainly electromagnetic) clutch, output shaft 7, compression and compression fluid, acquired guide during operation of the liquid ring type internal combustion engine 8 and a starter 9.

 Drum 2, not specifically designated spikes of the crankshaft 4 and power take-off mechanism 5, a multiplier 6 with a brake clutch and an output shaft 7 are placed coaxially in the housing 1 of the rotary engine. The rotor 3 is mounted on a specially designated elbow of the crankshaft 4 eccentrically relative to the drum 2 (and the housing 1).

 Bearings that ensure rotation of the drum 2, rotor 3, crankshaft 4 and output shaft 7, for simplicity, are also not particularly indicated by numbers. However, they are clearly visible in the kinematic diagram in figure 1, and the preferred form of their implementation in the form of rolling bearings or sliding bearings are visible in figure 2.

 The arrows in the kinematic diagram (Fig. 1) show the directions of the material flows of fuel, oxidizer (air) and combustion products (including in the form of a mixture of exhaust gases and cooling air in the exhaust).

 The terms “upper” and “lower” used later in characterizing the relative positions of individual parts (and other terms with quotation marks such as “height” and “left”, “right”, etc.) are conditional in nature and indicate only where the referenced parts are shown in FIGS. 1.2, etc. Naturally, when installing the proposed ICE on an arbitrary technical object and during the operation of such an object, the actual spatial position of the parts may be different.

 More clearly, one of the possible forms of execution of these parts is shown in figure 2.

 Thus, the housing 1, in particular, is made in the form of “upper” and “lower” end plates 10 and 11, rigidly connected by at least one (not shown here for simplification) jumper.

 The full drum 2 is installed in bearings, the cages of which are fixed relative to the end plates 10 and 11 of the housing 1. This drum 2 has an annular cavity not specially designated "height" for accommodating the fluid ring 8, limited by the lateral 12 and the end ("upper" and " bottom ") walls 13 (this cavity communicates with the source of compression and compression fluid using the following means), windows 14 made in the end walls 13, radial ribs 15 located in the openings of the windows 14, an annular intermediate partition ku separator 16, rigidly connected to the ribs 15 in the "upper" window 14, the peripheral gaps of which are intended for inlet into the annular gap between the drum 2 and the rotor 3 of the fuel mixture (with external mixture formation) or air (with internal mixture formation) in the position on the right "according to the drawing and for supplying the compression and compression fluid in the" left "position according to the drawing (the" internal "gaps of the" upper "window and the" lower "window 14 are generally designed to purge the central cavity of the rotor 3 with cooling air), the" upper "end conical th gear ring 17 for connecting when starting to the starter 9 (such a connection for starting is not the only possible), the “bottom” end (mainly conical) gear ring 18 for removing torque from the drum 2 after starting the engine (in particular, a differential gear 5 power), a cylindrical gear rim 19 for internal engagement with the similar rim of the rotor 3 indicated below, an axial protrusion 20 in the “upper” end wall 13 with two not specially marked annular cavities, one of which (hydraulic fracturing full-time) directly communicates with the main cavity of the drum 2, and the second (filling) communicates "on the right" with the same main cavity of the drum 2 clearly visible in figure 2, but not specifically marked bypass pipe, located in the middle part of the drum 2 mainly radially oriented exhaust nozzles 21.

 To prevent air leakage, the upper end of the drum 2 on a sliding fit is adjacent to the "upper" end plate 10 of the housing 1.

The hollow rotor 3 is mounted to rotate on the knee of the crankshaft 4 on bearings not specifically designated. This rotor 3 has “upper” discrete radial protrusions (ridges) 22 of variable height, the number of which is equal to the number of blades mentioned and indicated below (the outer contours of the ridges 22 are limited by arcs of spiral curves, therefore, when the internal combustion engine is running, they are periodically buried in the fluid ring 8 in positions corresponding to the minimum gap between the rotor 3 and the drum 2 and "close" to this minimum, and are located with a gap relative to this fluid ring 8 in opposite positions); a “lower” end radial annular protrusion (ridge) 23 of constant diameter, which when the engine is running at any position of the rotor 3 relative to the drum 2 is buried in the liquid ring 8; at least one intermediate radial annular dividing-sealing protrusion (ridge) 24 of constant diameter, having a height approximately equal to the height of the "lower" end ridge 23, and dividing the space between the discrete end ridges 22 and said ridge 23 into two communicating with each other through employees combustion chambers bypass channels 25 zones, namely
a compressor zone (for inlet and compression of the fuel mixture or its components), in which at equal angular distances from one another at least two, and usually four mainly radially oriented vanes 26 are located, designed to form compression chambers during rotation of the rotor and
an expansion zone (for the selection of kinetic energy from the products of combustion and exhaust exhaust), in which also at equal angular distances from one another predominantly radially oriented blades 27, substantially wider than the blades 26, and designed to absorb the working torque and displace exhaust gases in the exhaust tract during rotation of the rotor 3;
a cylindrical gear rim 28 introduced into internal engagement with the aforementioned cylindrical gear rim 19 for rotating the drum 2 both when starting the internal combustion engine, and during its operation at idle and under load.

 It is highly preferred that the holes not specifically designated in the wall of the rotor 3, which open the fuel mixture inlet to the bypass channels (combustion chambers) 25, are equipped with inlet valves indicated and indicated below.

 It is preferable that the above blades 26 and 27, as shown in FIG. 3 below, be partially bent, respectively, in the direction and against the direction of rotation of the rotor 3 and therefore do not overlap the entire width of the said zones and form “pockets” adjacent to the working volumes, respectively compressor and expansion zones.

 The crankshaft 4 is mounted in bearings fixed relative to the end walls of the drum 2. It is advisable that this shaft 4 be hollow, although it is permissible that only the spikes are hollow. This crankshaft 4 has an “upper” and “lower” balancing counterweights 29, one of which (“upper”) is brought into sliding contact with the specified annular partition-separator 16 of the “upper” window 14 and together with this partition 16 serves as a gas flow separator in the central cavity of the rotor 3, passing "right" fuel mixture or air for its preparation, and "left" cooling atmospheric air; a separator (separator) 30, which consists of a cage, a visor that is not particularly specially marked in the longitudinal section, and which connects the cage and the visor of the radial ribs and which the cage is rigidly connected to the “upper” shaft spike 4 (it can be seen in FIG. 2 that the visor of the separator 30 and the counterweight 29 is brought into sliding contact with the annular partition 16 in the window 14 of the "upper" end wall 13 of the hollow drum 2; the crosspiece 31, rigidly mounted on the "lower" spike of the crankshaft 4, intended for its connection to the differential power take-off mechanism 5 and which is one of the kinematic links of this mechanism 5.

 The differential power take-off mechanism 5, which is shown in the preferred embodiment in combination with a torque multiplier 6 having a brake electromagnetic clutch, is located in the crankcase 32. This crankcase 32 is rigidly connected to the "bottom" plate of the housing 1 and, in the presence of an electromagnetic brake clutch, must be made of ferromagnetic material at least in its bottom (ie, "lower") part.

Inside the crankcase 32, the specified mechanism 5, as a minimum, has the following kinematic links:
the first driving link in the form of a "lower" end conical gear ring 18 of the drum 2;
the second leading link in the form of a cross 31;
the first driven unit in the form of a predominantly bevel gear 33 rigidly connected to the output shaft 7;
bevel satellite gears 34, which are rotatably mounted on the fingers of the spider 31 and coupled to said crown 18 and driven gear 33.

 To optimize the ratio of the angular velocities of the drum 2, the hollow rotor 3, and the crankshaft 4 by selecting gear ratios, it is preferable that each bevel gear 34 consist of two rigidly connected gear parts, in particular, be made integral with two bevel gears arranged in series, of which in each pair, one gear (or the whole gear with one crown) would be coupled to the indicated crown 18 of the drum 2, and the second gear (or the whole gear with the second ring) would be coupled with the specified gear wheel 33 on the output shaft 7.

 It is even more preferable that to increase the torque of the output shaft 7 at its low angular speeds, including zero, a multiplier 6 having a driving (mainly cylindrical) planetary gear 35 rigidly connected to the fingers of the crosspiece 31 is included in the differential power take-off mechanism 5 ; driven (also predominantly cylindrical) planetary gear wheel 36, rigidly connected to the bevel gear 33 on the output shaft 7; satellite gears 37, which are mounted on axles 38, said brake clutch, which has a first ferromagnetic brake disk 38 fixedly connected to said axles 38, mounted on a sliding fit on the output shaft 7 with rotation and reciprocating capabilities; the second ferromagnetic brake disk 40, which is fixed from rotation relative to the output shaft 7 and is installed under the crankcase 32 with the possibility of reciprocating movement along this shaft 7; the first 41 and second 42 brake electromagnetic windings connected to an arbitrary power source not shown (for example, a battery or an electric generator) through any suitable known switch, also not shown for simplification.

 Of particular note is one of the preferred forms of execution of the hollow drum 2 and the hollow rotor 3, shown in figure 4. This form of execution aims to reduce the mass of the compression-compression fluid necessary for the formation of the liquid ring 8, and accordingly to reduce the moment of inertia of the drum 2 and the loads arising during its rotation on the rotation bearings and the housing 1 of the proposed rotary engine.

 These desired effects can be achieved by giving the drum 2 in the compressor and expansion zones non-circular in cross-sectional shape. In the simplest case, the side wall 12 of the drum 2 in these zones can be shaped into a hollow prism. In a more complex case, the side wall 12 can be formed from arched concave toward the rotor 3 (usually finned outside to enhance air cooling) plates, as shown in Fig. 4.

 The number of faces (plates) in the side wall 12 of the drum 2, their cross-sectional shape and size should be selected taking into account the number and height of the radial blades 26 and 27 of the hollow rotor 3 and the amount of eccentricity with which the rotor 3 is mounted relative to the drum 2. For example when using four blades 26 and 27, it is enough to have five plates in the composition of the side wall 12 of the drum 2.

 It should also be noted the advisability of introducing into the design of the rotor 3 in the spaces between the blades 26 additional (clearly visible in Fig. 4, but not particularly indicated) longitudinal ribs whose height is significantly less than the height of the blades 26 and which are designed to cut off part of the volume formed during rotation of the rotor 3 compression chambers in front of the inlet valves indicated and indicated below.

 The source of the compression and compression fluid in the simplest case (mainly for stationary rotary ICEs) can be in the form of a canister or a similar portable vessel, from which through the peripheral part of the "upper" window 14 this fluid will be filled into the cavity of the drum 2 when the ICE starts up.

 However, it is preferable that a sealed tank 43 for said liquid is connected to the housing 1, as shown in FIG. 2, communicating with the cavity of the drum 2 by a pipe 44 with two nozzles 45 and 46 oriented respectively to the direction of rotation and opposite to the direction of rotation, to the left In this case, the injection nozzle 45 is introduced into the filling (open in the bypass pipe) annular cavity in the axial protrusion 20 of the drum 2, and the retaining nozzle 46 is inserted in the axial protrusion 20 of the drum 2, and the retaining nozzle 46 is inserted into the annular guide discharge chamber in the same axial protrusion 20 on the "upper" end wall 13 of the hollow drum 2.

 It is also preferable that the air part of the cavity of the tank 43 be connected by an air pipe 47 to the air compressor 48, which is included either in the general kinematic chain of the starter 9 (when starting the internal combustion engine) or in the general kinematic chain of the internal combustion engine through the "upper" end conical gear ring 17 of the hollow drum 2 (with the engine running).

 A high density (3.0 4.0 g / cc) aqueous solutions of certain salts (e.g. potassium or sodium bromide) or synthetic heat-resistant liquid (in particular, organosilicon) oligomers can be used as a compression-compression liquid.

 The proposed rotary internal combustion engine is capable of operating on various fuels, including gasoline (including low-octane), natural gas (methane) or liquefied petroleum gas ("propane-butane"), a mixture of gasoline with any of these gases, pure diesel fuel and in mixtures with any of these gases. Accordingly, the proposed internal combustion engine can be equipped with various power systems, including tank (s) for liquid fuel and / or cylinder (s) for gaseous fuel, necessary pipelines and means for preparing the fuel mixture.

 So, to work in the mode of external mixture formation, it can be equipped with any suitable carburetor (or carburetor-mixer) 49, which it is advisable to place "on the right" above the peripheral part of the window 14 in the "upper" end wall of the hollow drum 2.

 When operating in the internal mixture formation mode, it is sufficient that the specified peripheral part of the window 14 in the "upper" end wall of the hollow drum 2 is either in communication with the atmosphere or (when using boost) connected to the air compressor 48.

Of course, the principle of internal mixture formation can be realized by injection into the compressed air and heated from compression in the above compressor zone both portions of diesel fuel and portions of gasoline. In both cases, it is advisable to use:
a fuel line 50 introduced coaxially with the main, except for the hollow rotor 3, parts of the rotary engine into the hollow "upper" pin of the crankshaft 4 and hydraulically connected to a source of liquid fuel (for example, to a fuel tank not shown for simplification);
a radial channel 51 in the body of the crankshaft 4, communicating with the specified fuel line 50 and opening into the annular distribution chamber 52 made in the body of the hollow rotor 3, which is partially closed by the side surface of the crankshaft, and partially by the side surface of the wall of the separator cartridge 30 fixed relative to this shaft 4, and
built-in fuel pumps, the number of which should be equal to the number of bypass channels (combustion chambers) 25 in the hollow rotor 4 and each of which is equipped with an atomizer (for example, nozzle) 53 at the outlet.

 Each such pump (see Figs. 5 and 6) has a cranked fuel line, consisting of a supply "centrifugal" 54 and a discharge "centripetal" 55 bends connected by a perforated cup 56, the cavity of which communicates with the annular cavity of the drum 2, where during engine operation there is a liquid ring 8, and non-return valves included in the path of supplying liquid fuel, the first of which is located before exiting the cup 56 from the supply elbow 54, and the second in the inlet of the discharge elbow 55.

 Each of these check valves has (see FIGS. 5 and 6) a seat 57, a “floating” spool 58 and an emphasis stop 59 of the reciprocating movements of the spool 58.

 Regardless of what kind of mixing principle will be implemented in the specific design of the proposed rotary engine, it is desirable that the above compressor zone, in which the vanes 26 are located, communicate with the bypass channels 25 acting as combustion chambers through the intake valves 60 (see Fig. 2 and 4). These valves must block the path to the channels 25 either for the fuel mixture when it is compressed (with external mixture formation), or for air when it is compressed (with internal mixture formation); pass compressed fuel mixture or compressed air into the channels 25 under the pressure of the liquid ring 8 and cut off the volume of the channels 25 from the compression chambers during the combustion of the fuel mixture and displacement of the combustion products into the expansion zone.

 Preferably, these valves are of the type float, and more preferably plate.

 In cases where the compressor zone will constantly communicate with the cavities of the bypass channels (combustion chambers) 25 through the openings, their flow sections should be selected from a condition that ensures the predominant flow of the combustion products into the expansion zone and then into the exhaust tract.

 The ignition of the fuel mixture in the proposed rotary internal combustion engine can be provided by various means depending on the type of fuel used and the principle of mixture formation.

 In particular, for rotary internal combustion engines designed to operate on gasoline, natural or liquefied petroleum gas or their mixtures during external mixture formation, in the bypass channels (combustion chambers) 25 ordinary spark or glow plugs (not shown) can be installed. In this case, glow plugs are preferable, since their use does not require forced synchronization of the voltage supply to the electrodes with the arrival of portions of the compressed fuel mixture in the cavity of these channels 25.

 Glow plugs can also be used to facilitate the launch of a rotary internal combustion engine running on diesel fuel in the mode of internal mixture formation.

 However, in specific forms of execution of the proposed rotary internal combustion engine, designed primarily for equipping ultralight aircraft, it is advisable to use the ignition means shown in Figs. 7 and 8. The number of such means on each rotary internal combustion engine should be equal to the number of bypass channels (combustion chambers) 25.

 In this case, the compression ignition device shown in FIG. 7, and the autonomous piezoelectric device for spark ignition of the fuel mixture shown in Fig. 8, it is advisable to use when external mixture formation and especially when feeding the proposed rotary internal combustion engine mixtures of gasoline with natural gas (methane).

 Each compression ignition device (Fig. 7) has a prechamber 62 normally closed during rotation of the rotor 3 with a predominantly spherical spool 61, designed to cut off the ignition dose of the fuel mixture during rotation of the rotor 3 and ignite it from compression before opening the intake valve 60. Spool 61 in such prechambers 62 should be located significantly farther from the geometric axis of the rotary internal combustion engine in comparison with the intake valves 60.

 Each autonomous piezoelectric device for spark ignition of the fuel mixture (Fig. 8) has a candle 63 with a central electrode not specifically marked in the bypass channel (combustion chamber) 25; a piezoelectric generator 64 electrically connected to the candle 63 and electrically isolated from the rotor 3; mechanical drive of the piezoelectric generator 64 in the form of a pivot arm 65 of the second kind and equipped with a return spring 66 of the push rod 67, which is passed through the hole in the seat 68 of the air valve and fixed in the elastic valve 69 of this valve, made in particular in the form of a silicone rubber cuff , and a cup 70, in the end of which, facing the rotor 3, a saddle 68 and an air valve spool 69 are installed and the height of which is selected so that when the fuel mixture is inlet (with external mixture formation) or air (with internal ennem carburetion) was opened from an end face facing the drum 2 and the compression of the fuel mixture or air it is immersed in the liquid ring 8.

 To facilitate the breakdown of the fuel mixture during discharge to the mass of the rotor 3, it is desirable that the electrode of the plug 63 be bent towards the wall of the bypass channel (combustion chamber) 25.

The cooling system of the proposed rotary internal combustion engine (Fig.9) preferably has two circuits:
closed, designed to cool the crankshaft 4, the bearings of the rotor 3 and the power take-off mechanism 5, and
open, designed to cool the drum 2.

 The closed loop contains a stimulator of the movement of the refrigerant (air saturated with microdrops of lubricant) in the form of an impeller 71, which is mounted on the “lower” (bearing conical gear ring 18) axial protrusion of the drum 2; the cochlea 72, the central ("suction") window of which is open into the crankcase cavity 32; a radiator 73, the input of which is connected to the discharge tangential pipe of said snail 72; a bypass duct 74 connected to the outlet of said radiator 73 and to the entrance to the “upper” spike of the hollow crankshaft 4, in the walls of which in the zones of minimum bending stresses at the “upper” and “lower” ends of the knee, outlet 75 and suction 76 windows are made, and an annular (closing described cooling circuit) channel between the elbow of the crankshaft 4 and the inner additional wall 77 of the rotor 3.

 The open loop contains motivators of the movement of the refrigerant (atmospheric air) in the form of predominantly multi-vane impellers 78, which are mounted on both end walls 13 of the drum 2, the casing 79, mounted in the housing 1 and covering the drum 2 (along the perimeter completely and partially along the ends), and an annular pre-assembled exhaust manifold 80 with at least one (preferably two) tailpipes 81.

In this open cooling circuit, cooling air passage channels serve as
the cavity between the casing 79 and the walls of the drum 2 (in directions from the "upper" and "lower" air intake ring openings to the cavity of the specified collector 80) and
the annular cavity of the rotor 3 between its main limiting bypass channels (combustion chamber) 25, not specifically designated by the wall and the inner additional wall 77. This cavity communicates with the atmosphere through the peripheral part of the “upper” window 14 in the “upper” end wall 13 of the drum 2 and with the cavity of the exhaust manifold 80 through the "lower" window 14 in the "lower" end wall of the drum 2 and the "lower" annular air intake opening between the casing 79 and the drum 2.

The lubrication system of the rotary engine (figure 2) has
an oil tank 82 communicating with the bottom of the crankcase 32 by a drain pipe 83 through an oil filter 84, and
an oil pump 89 in communication with an oil supply line 86 with an oil tank 82 and an oil supply line 87 with a spray 88 of oil into a closed air cooling circuit of a rotary engine (in particular, into the cavity of the “upper” crankshaft spike 4).

 The design of the starter 9 may be arbitrary. At the same time, it is advisable that, at start-up, it could be included in the kinematic chain of the rotary engine through the shaft 89, common to the air compressor 48 and oil pump 85 and coupled to a specially designated bevel gear with an “upper” end bevel gear ring 17 of the drum 2.

 In the described embodiments, the proposed rotary internal combustion engine is not reversed without using any suitable arbitrary design of the direction of rotation converter, coupled, if necessary, to the output shaft 7.

 However, another reversible embodiment of the power take-off mechanism 5 based on the differential mechanism using only cylindrical gears and three predominantly mechanical brakes with independent dependent drives is also possible, as shown in FIG. 16.

 With this form of execution, said power take-off mechanism 5 has (FIG. 16) a cylindrical gear ring 90 in the “lower” part of the hollow drum 2 and a carrier, which is rigidly connected to the “lower” spike of the crankshaft 4 and consists of a spider 31, axles 91, rigidly connected to the ends of the fingers of the crosspiece 31, and the brake disc 92, rigidly connected with the ends of the axles 91; at least two (preferably three or four) blocks of three satellite gears rigidly interconnected, rotatably seated on said axles 91; each block has two extreme (possibly, but not necessarily the same diameter) gears 93 and 94 and one intermediate gear 95; a brake disk 96 with an unmarked particularly gear ring that is engaged with the extreme satellite gears 93 of all satellite gear units; two driven links, including an external (covering) driven planetary gear wheel 97, coupled to the intermediate gears 95, kinematically connected to the output shaft 7 through the first overrunning clutch 98 and installed with the possibility of braking, and the internal (covered by the specified wheel 97) driven planetary gear 99 coupled to extreme satellite gears 94 and kinematically connected to the output shaft 7 through a second overrunning clutch 100 included in the opposite direction of the first; and independent and separately controlled brakes 101 (for interacting with the brake disc 92), 102 (for interacting with the brake disc 96) and 103 (for interacting with the external planetary gear wheel 97).

 To reduce the loss of compression and compression fluid, it is desirable that the drum 2 (see figure 2) was equipped with an elastic cuff 104, pinched along the outer perimeter of the "bottom" window 14 and capable of deforming when the drum 2 is unwound under the action of centrifugal force, opening this window 14 , and when the drum stops, relax and close the opening of the window 14.

 It is also advisable that the proposed rotary engine was equipped with at least a speed limiter of the drum 2 (for example, in the form of a cut-off fuel supply), and preferably be equipped with any suitable speed controller of the drum 2 at idle.

 The described rotary internal combustion engine operates as follows.

 Preferably, before starting it was given a position in which the common geometric axis of the drum 2 and the spikes of the crankshaft 4 was close to vertical.

 In cases where the rotary internal combustion engine has a power take-off mechanism 5 with a single output shaft 7, it is necessary that this shaft 7, before turning on the starter 9, is either inhibited by the current supply to the second winding 42 of the electromagnetic brake clutch, which leads to the locking of the second brake disk 40 and the output shaft 7 (when executing the power take-off mechanism 5 as shown in FIGS. 1 and 2), or is transferred to the detailed multiplication mode described below by the inclusion of a mechanical brake 102 acting on the brake disk 96 (when the mechanism power take-off as shown in FIG. 16).

 If the rotary ICE is equipped with two coaxial output shafts, both of them should rotate freely when starting.

 When the output shaft 7 is braked, the torque from the starter 9 through the drum 2 is transmitted, firstly, directly to the rotor 3 through the spur gears 28 and 19 and, secondly, through the gear ring 18 to the crankshaft 4.

 In relation to the design of the power take-off mechanism 5, shown in FIGS. 1 and 2, the spin-up process proceeds with at least two conical satellite gears 34, as described above, repelling one of its parts from the gear wheel 33 locked by the output shaft 7 and interacting with the others parts with a "lower" bevel gear ring 18, these gears 34 rotate freely on the fingers of the crosspiece 31 and transmit torque to the crankshaft 4.

 With reference to the design of the power take-off mechanism 5 shown in FIG. 16, the spin-up process is functionally similar to the above, but occurs using structurally different means, in particular blocks of three coaxially rigidly connected satellite gears 93, 94 and 95. Indeed, pushing by the extreme satellite gears 93 from the brake disk 96 locked by the brake 102 and interacting with the extreme satellite wheels gears 94 with an internal driven planetary gear wheel 99 and overrunning clutch 100, and intermediate gears 95 with a leading (in this case cylindrical) tooth Atymya crown 18 of the drum 2 on the one hand and the external driven planetary gear 97 and the overrunning clutch 98 on the other hand, blocks the planet gears, freely rotating on the fingers of the spider 31, the torque transmitted to the crankshaft 4.

 After the starter 9 is turned on and the drum 2, rotor 3 and crankshaft 4 are unwound, a portion of the compression and compression fluid sufficient to form a stable fluid ring 8 must be filled in the cavity of the drum 2.

 In the simplest case, such a filling can be carried out from the canister through the peripheral part of the window 14 in the "upper" end wall 13 of the drum 2. If the ICE is equipped with the sealing-compression fluid filling system described above (see Fig. 2), then when the starter is turned on 9, an air compressor 48 will be driven through shaft 89. A portion of the air compressed therein through the air pipe 47 will enter the air cavity of the tank 43 and expel the liquid from it into the pipe 44. Next, the liquid through the injection nozzle 45, the filling ring evuyu cavity in axial projection 20 of the drum 2 and are not particularly designated bypass pipe will enter the cavity of the drum 2 to form the liquid ring 8.

 When the thickness of this ring 8 becomes sufficient for overflow of excess fluid into the hydraulic discharge cavity in the same axial protrusion 20 on the “upper” end wall 13 of the hollow drum 2, the retaining nozzle 46 will turn on and, with a stable rotation of the drum 2, a dynamic balance between the influx and outflow of fluid will be established. This balance after turning off the starter 9 will be maintained during rotation of the compressor shaft 48 through the specified shaft 89 from the "upper" bevel gear 17 of the drum 2.

 Simultaneously with the system of formation of the liquid ring 8 at startup, lubrication and cooling systems are also included.

 In the lubrication system (Fig. 2), when the shaft 89 rotates, the oil pump 85 draws oil from the oil tank 82 through the oil supply pipe 86 and through the oil supply pipe 87 and the atomizer 88 delivers it in the form of microdrops into a closed air cooling circuit of a rotary internal combustion engine (in particular, cavity of the “upper” crankshaft spike 4). The air-oil emulsion circulating in this circuit washes the bearing assemblies of the drum 2 and rotor 3 and the friction parts of the power take-off mechanism 5, forming an oil film on them. Next, the oil flows into the bottom of the crankcase 32 and through the drain pipe 83 and the oil filter 84 are returned to the oil tank 82. After starting the engine, the described process proceeds in steady state.

 In a closed loop of the cooling system (Fig. 9), the refrigerant in the form of an air-oil emulsion is induced to circulate when the drum 2 is rotated by the impeller 71. This refrigerant is sucked from the crankcase 32 through the central window of the cochlea 72 and then fed through its discharge tangential nozzle to the radiator 73 for cooling. Then the refrigerant through the bypass duct 74 enters the "upper" spike of the hollow crankshaft 4, exits through the outlet window 75 of this shaft 4 into the annular channel between the crankshaft 4 knee and the inner additional wall 77 of the rotor 3, washing the bearing assemblies, and finally through a suction window 76 in the hollow crankshaft 4 and the “lower” spike of this shaft 4 returns to the crankcase cavity 32.

 Similarly, in the open circuit of the cooling system (Fig. 9), the multi-vane impellers 78 on the "lower" and "upper" end walls 13 of the drum 2 induce atmospheric air to move under the casing 79. This air washes the drum 2 and through the annular exhaust manifold 80 and exhaust pipe 81 is returned to the atmosphere. Naturally, the flow area of the annular air inlet between the casing 79 and the drum 2 can be adjusted depending on the ambient temperature and the load on the engine. It is also obvious that the described processes continue to proceed in the cooling system even after the starter 9 is turned off and the said impellers 71 and 78 drive directly from the drum 2.

 The described cooling processes proceed in the same way during the operation of the internal combustion engine in the steady state.

 After the starter 9 ensures the stability of the liquid ring 8 in the drum 2, the power system is turned on, which can operate in different modes depending on the type of fuel used.

 So, in the mode of external mixture formation in the carburetor (or carburetor-mixer) 49 from the atmospheric air and gasoline (or combustible gas, or a mixture of gasoline and gas), a working fuel mixture is prepared, which is sucked when the rotor 3 rotates into the compressor zone.

 In the mode of internal mixture formation, only air is sucked into the indicated zone (directly from the atmosphere, or from compressor 48 when working with supercharging).

 When the rotor 3 rotates, its "upper" end radial protrusions (ridges) 22 of variable height cut off portions of the fuel mixture or air, which are compressed in the compression chambers periodically arising in the compressor zone in front of the vanes 26. These chambers in a variable radial clearance between the peripheral surface of the rotor 3 and the liquid ring 8 are bounded at the ends by said ridges 22 "from above" and an intermediate annular dividing-sealing protrusion-comb 24 "from above". The compression efficiency of the portions of the fuel mixture or air can be improved by using the longitudinal ribs shown in FIG. 4.

 In cases where the blades 26 and 27 (see Fig. 3) are partially bent, respectively, in the direction and against the direction of rotation of the rotor 3, due to the "pockets" in the compressor zone, the intake stroke is lengthened and the filling of the compression chambers with fuel mixture or air is improved, and in the expansion zone, friction losses in the flow of combustion products are reduced and purge is facilitated when the exhaust gases are exhausted.

 Compressed portions of the fuel mixture or air enter the bypass channels (combustion chambers) 25. If the inlet valves 60 are installed at the entrances to them, then they are pressed by centrifugal force to the seats during the entire intake stroke and most of the compression stroke, and at the time of completion of compression under the pressure of the liquid ring 8 open for the passage of compressed fuel mixture or compressed air. If the compression chambers are constantly in communication with the cavities of the bypass channels (combustion chambers) 25, then the main mass of the fuel mixture or air flows intensively from the compression chambers into these channels at the end of the compression stroke, when the volume of “gas wedges” between the rotor 3 and the liquid ring 8 tends to zero and the pressure in them becomes maximum, and the back pressure in the channels 25, due to the combustion of previous charges of the fuel mixture in them, drops due to the release of combustion products from these channels 25 into the expansion zone and the pneumatic protector Adding the inlets to the channels 25 ceases to play a prominent role.

 Depending on the principle of mixture formation used, the ignition of the fuel mixture can be produced in different ways.

 With external mixture formation, ignition occurs in the bypass channels (combustion chambers) 25 from glow or spark plugs. In cases of using autonomous piezoelectric ignition devices (see Fig. 8), the candle 63 is activated on the mass of the rotor 3 from the piezoelectric generator 64, the electrostrictive element of which generates an electric impulse each time the rotary lever 65 is pressed. This lever 65 rotates when the fluid ring 8 acts on the elastic spool 69 of the air valve and piston rod 67 synchronously with the completion of the compression stroke and the beginning of the inlet of the fuel mixture in the bypass channel 25. After emptying the glass 70 from the compression and compression fluid The return spring 66 extends and the lever 65 returns to its original position.

 Such a variant of the operation of the ignition system with external mixture formation is possible, when the candles 63 will be used only at startup, and during the remaining periods of operation of the proposed rotary internal combustion engine, the ignition will occur from compression. This option is due to the fact that when operating in the steady state, the rotor 3 rotational speed is significantly (two to three times) greater than when starting. Accordingly, the liquid ring 8 acquires the greatest rigidity and the compression ratio is sufficient for self-ignition of the fuel mixture.

 Therefore, the selection of the mass of the spool 69 and the elasticity of the return spring 66 can ensure the operation of the air valve in the "open-close" mode only up to a certain threshold value of the rotational speed of the rotor 3, above which this valve will be constantly open under the action of centrifugal forces, and the elastic spool 69 will stop deform and act on the lever 65.

 The transition from spark ignition to compression ignition can be facilitated by using the device shown in FIG. 7. Since the spools 61 of the pre-chambers 62 in such devices are noticeably farther from the geometric axis of the internal combustion engine than the inlet valves 60, so long as the pre-chambers 62 are sealed with a liquid ring 8, the compression ratio of the cut off part of the fuel mixture charge is significantly higher than the compression ratio of the main part of the specified charge, and self-ignition begins inside the pre-chambers 62. The resulting high-temperature gaseous products of incomplete combustion, mixing in turbulent mode with the bulk of the charge of the fuel mixture in bypass channels (combustion chambers) 25, initiate its ignition and intensify combustion, contributing to a more complete combustion of fuel.

 With internal mixture formation, ignition occurs directly in the bypass channels (combustion chambers) 25 when injected into the compressed and heated from compression air portions of atomized liquid fuel at the end of each subsequent compression stroke.

 As mentioned above, for such a portioned supply of fuel, built-in fuel pumps are used (see FIGS. 5 and 6), the action of which is based on the dependence of the pressure in the elbows 54 and 55 on their position relative to the liquid ring 8.

 The feed "centrifugal" elbows 54 of such pumps are constantly in communication with the fuel tank through the fuel line 50, the radial channel 51 in the body of the crankshaft 4 and the annular distribution chamber 52.

 At the beginning of the air inlet stroke in the compressor zone of the rotary internal combustion engine, both elbows 54 and 55 of the pumps for most of their length are outside the fluid ring 8 and only perforated cups 56 are constantly immersed in the fluid. Therefore, under the action of centrifugal force, the check valve spools 58 are in opposite positions: “open” in the supply bend 54 and “closed” in the delivery bend 55. Accordingly, liquid fuel fills the subvalvular cavity in the supply bend 54 and a significant part of the cavity of the cup 56, the rest of which filled with non-miscible liquid combustible compression and compression fluid.

 As the inlet continues and in almost the entire compression stroke, the liquid ring 8, due to the eccentric location of the rotor 3 in the drum 2, is gradually pressed deeper into the cavity of the cup 56 and through the fuel layer closes the valve in the supply elbow 54 and opens the valve in the discharge elbow 55, displacing the fuel in the end of the compression stroke into the nozzle 53 and further into the compressed air and heated by compression. Reliable injection contributes to a significant (three to four times) excess density of the compression-compression fluid over the density of hydrocarbon fuel.

 There is also the option of starting a rotary ICE with external mixture formation with the transition after heating to internal mixture formation.

 As a result of the launch, all systems of the rotary ICE enter the operating mode. If there are two coaxial output shafts, the start is completed by switching to idle mode or by connecting both shafts to an external load. When using one output shaft 7, the start is completed by its inclusion in the kinematic chain of the internal combustion engine or by turning off the power to the second winding 42 of the electromagnetic brake clutch with the second brake disc 40 open (when performing the power take-off mechanism 5, as shown in figures 1 and 2), either by turning off the mechanical brake 102 and putting the brake disk 96 into free rotation mode (when performing the power take-off mechanism as shown in Fig. 16), followed by the operation of the engine at idle or external load.

 In the steady state mode of operation of the rotary internal combustion engine, the flow of the fuel mixture or air to prepare it and the exhaust stream are constantly separated by an intermediate separating and sealing ring protrusion (ridge 24) immersed in the liquid ring 8 (rotor 3) (see Figs. 1 and 2).

 Moreover, the material flows in the proposed ICE from the inlet to the ignition were described above. The combustion of the charges of the fuel mixture occurs mainly in the bypass channels (combustion chambers) 25, from where the combustion products are displaced into the expansion zone to do useful work there.

 The exhaust gases from the expansion zone in the cavity of the drum 2 through the exhaust pipes 21 fall into the annular collecting exhaust manifold 80 of the open circuit of the cooling system and together with the spent refrigerant-air through the exhaust pipe 81 enter the atmosphere.

Since the volume of the expansion zone is significantly higher than the volume of the compressor zone, in comparison with the piston and rotor-piston ICEs in the proposed rotary ICE, the heat of the combustion products is more fully converted into mechanical energy, and the pressure and temperature of the exhaust gases at the exhaust turn out to be lower (see the indicator diagram on Fig). The symbols on this PV diagram have the following meanings:
a point corresponding to the initial charge volume of the fuel mixture (with external mixture formation) or a portion of air (with internal mixture formation) after completion of the intake stroke;
c is the point corresponding to the final charge volume of the fuel mixture (with external mixture formation) or a portion of air (with internal mixture formation) after completion of the compression stroke;
z 'point corresponding to the minimum volume and maximum pressure when igniting the charge of the fuel mixture;
z is the point corresponding to the maximum volume at the maximum constant pressure at the beginning of the adiabatic expansion of the combustion products in the expansion zone;
b 'a point corresponding to the volume of products of combustion at the beginning of the compression stroke (ie, a point located on the isochore with point "a");
b point corresponding to the maximum volume and actual pressure of the exhaust gases at the end of the working cycle during the expansion of the combustion products in the expansion zone;
f point corresponding to the maximum volume and minimum pressure of the exhaust gases at the end of the working cycle (exhaust);
Q 'is the heat supplied at a constant volume to the working fluid (charge of the fuel mixture when it is ignited during positive ignition or from fuel combustion when it is ignited by compression);
Q '' heat supplied at constant pressure to the working fluid (during combustion of the fuel mixture or fuel);
Q '''heat removed from the working fluid at a constant volume with exhaust gases (at their exhaust);
Q '''' heat removed from the working fluid at constant pressure (i.e. purging of the expansion zone segments from the exhaust gases);
ac line corresponding to the compression of the working fluid;
cz 'line characterizing the increase in the pressure of the working fluid in the bypass channels (combustion chambers) 25 with a constant volume and constant volume due to heat generation during fuel combustion;
z'z line corresponding to the preliminary expansion of the working fluid when applying heat at constant pressure in the combustion chambers 25;
zb line corresponding to the adiabatic expansion of the combustion products;
bf line corresponding to the removal of the heat of the working fluid into the external environment at a constant volume (with exhaust exhaust);
fa line corresponding to the removal of heat into the environment at a constant pressure during the purge of the expansion zone.

 Indeed, the indicator diagram shows that the cycle of operation of the proposed rotary ICE is characterized by a “prolonged” expansion stroke (see the cross-hatched section in the “right” part of the indicator diagram). This ensures a more complete utilization of the heat of the combustion products with a corresponding increase in efficiency.

 Useful torque at the output of the proposed rotary internal combustion engine occurs as follows.

 In the compressor zone, which corresponds to the "left" side of the circuit in FIG. 10, part of the mechanical energy of the rotor 3 is spent on suction and compression of the fuel mixture or air and (in some cases) on ignition, and in the expansion zone, which corresponds to the "right" side of the circuit in Fig. 10, the combustion products through the blades 27 give mechanical energy rotor 3. Since the blades 27 exceed the area of the blades 26, insofar as indicated by thin arrows in FIG. 10, the forces acting on the blades 27 exceed the forces developed by the blades 26, and the one indicated in FIG. 10 thick arrow active working torque Мкр.р.

 This torque inside the housing 1 of the rotary ICE is converted into the active torque of the drum 2 (hereinafter referred to as Mcr.) Directed in the same direction due to the interaction of the spur gears 28 and 19 (see FIG. 2).

 In addition to the blades 26 and 27, the dynamic surface of the rotor 3 also participates in the dynamic processes in the proposed rotary internal combustion engine. As can be seen in FIG. 11, the fuel mixture (or air for preparing it) is pressured on this surface in the compressor zone shown on the left, and "to the right" of the expansion zone, combustion products (the corresponding loads distributed over the area of the rotor 3 are indicated by thin arrows radially directed towards the rotor 3).

The pressure on the rotor 3 in the compressor zone and its area is less, respectively, the pressure in the expansion zone and its area. Therefore, the resultant "F" of all the forces indicated in Fig. 11, passing through the axis of rotation of the rotor 3 on the knee of the crankshaft 4, is directed towards the compressor zone. Since the rotor 3 is located relative to the inner contour of the fluid ring 8 with an eccentricity "e", so far on the crankshaft 4 there is a reactive torque indicated by the contour arrow
Sqm F • L,
where L is the length of the shoulder on which the force F acts when the rotor 3 rotates in the steady-state mode of operation of the internal combustion engine.

 This reactive torque is mc.sq. directed opposite to the active torque Mcr.b.

 The pressure of the fuel mixture or air and combustion products not shown in FIG. 2 "upper" end radial protrusions (ridges) 22, an intermediate radial annular dividing-sealing protrusion-comb 24 and a "lower" end radial annular protrusion (comb) 23, directed along the axis of the rotor 3, and the pressure of these material media uniformly directed along normal to the inner surface of the liquid ring 8 and the rotor 3 (indicated by long thin arrows in figure 10) do not affect the formation and magnitude of the useful torque on the rotor 3.

 When power is taken to two coaxial output shafts, the active Mc.sq. and the reactive M.sq. torques separately perform useful work on propulsors suitable for this (for example, on coaxial propellers).

 When power is taken to the common output shaft 7, the indicated torques add up.

 This addition when using the power take-off mechanism 5 based on the differential mechanism shown in FIG. 1 and 2, in the simplest case, i.e., without reduction or animation, occurs as follows (see Fig. 12).

 Under the action of the load on the output shaft 7, the driven gear 33 has a braking effect on the satellite gears 34.

In this case, two main operating modes of the internal combustion engine are possible:
the torque on the satellite gears 34 is sufficient to overcome the load and the output shaft 7 rotates;
the torque on the same gears 34 is insufficient to overcome the load and the output shaft 7 is stationary.

 In order to simplify the explanations, let us assume that the rotation speed of the drum 2 and its "lower" leading gear conical crown 18 is constant. Then the instantaneous linear velocity Vb at the periphery of the indicated crown 18 will also be constant.

 In the first case, the following processes will occur.

 Since the output shaft 7 is rotated, so far on the periphery of the driven bevel gear 33 the instantaneous linear speed Vн will be different from zero in absolute value.

 From theoretical mechanics, the rule of distribution of linear velocities relative to the instantaneous center of rotation is proportional to the length of the radius relative to this center.

 Therefore, when Vb = const, a change (increase or decrease) Vн will change the linear velocity Vкв of the axis of rotation of the satellite gears 34 (i.e., the ends of the fingers of the spider 31) and their (equal to the rotational speed of the crankshaft 4) angular velocity Wкв (which may not vary only in size, but also in direction). Moreover, the greater the rotation frequency of the output shaft 7, the greater will be the difference in the angular velocities of the rotor 3 and the drum 2 on one side and the crankshaft 4 on the other.

 Accordingly, more fuel mixture will pass through the bypass channels (combustion chambers) 25 and the power developed by the rotary ICE will be greater at the rated torque and constant rotor speed 3. Thus, the speed mode of operation of the rotary ICE will adapt to the load.

 If necessary, by changing the fuel supply, you can adjust the rotor speed 3 and the value of the engine torque.

 Depending on the specific purpose of the rotary internal combustion engine, by choosing the appropriate degree of reduction on the satellite gears 34 and the differential mechanism as a whole or on the gears 19 and 28, optimization of the values of the torques and angular velocities of the rotor 3 and the crankshaft 4 can be achieved.

 In the second case (when the output shaft 7 is braked), the angular velocity Wн of the driven bevel gear 33 and the linear velocity Vн at its periphery will be zero. Then, according to the above-mentioned linear velocity distribution rule, in the simplest case (without reduction), the linear velocity of the axes of the satellite gears 34 will be equal to half Vb. Therefore, the angular velocity Wкв of the crosspiece 31 and the crankshaft 4 will be equal to 1/2 Wб and is directed in the same direction as Wб, that is, "clockwise". Since in this case the directions of the rotational speeds of the rotor 3 and the crankshaft 4 coincide, a minimum amount of the fuel mixture will pass through the bypass channels (combustion chambers) 25. This means that under excessive load the rotary engine will develop only rated torque and operate in an economical mode.

 If necessary (for example, when starting up a vehicle equipped with a rotary engine), the torque on the output shaft 7 can be increased by turning on the multiplier 6. The principle of its operation is illustrated in FIG. 13 and 14.

This multiplier 6 during operation of the rotary internal combustion engine is usually turned off from the kinematic chain leading from the rotor 3 and the crankshaft 4 to the output shaft 7. To do this, both ferromagnetic brake discs 39 and 40 are disconnected by de-energizing both brake electromagnetic windings 41 and 42. Indeed, in such mode, when the axis 38 of the cylindrical satellite gears 37 and the output shaft 7 are inhibited (see Fig. 2):
the leading planetary gear wheel 35, rigidly connected to the fingers of the spider 31 of the crankshaft 4, and the driven planetary gear 36, rigidly connected to the driven bevel gear 33 of the differential power take-off mechanism 5, rotate freely relative to the other;
said cylindrical satellite gears 37 also rotate freely, dragging along the axles 38 and the first ferromagnetic brake disk 39, which is rigidly connected with them, which slides relative to the output shaft 7;
a natural consequence of these kinematic features is that the geometrical axis of the output shaft 7 serves as the common axis of rotation of all but the rotor 3, the rotating parts of the rotary engine and the center of instantaneous speeds of the gears 37 is located on this common axis.

In this case, the force Fq (Fig. 13) applied by the crankshaft 4 to the axis of rotation of the bevel satellite gear 34 of the differential power take-off mechanism 5 is balanced by the force Fb applied to the periphery of the same gear 34 by the drum 2 through the ring gear 18 on one side and the force Fn is the load resistance applied to the periphery of the same gear 34 on the other side of the output shaft 7 through a bevel gear 33 rigidly connected to the planet gear 36;
the linear speed Vn (Fig. 14) of the load on the periphery of the bevel gear 33, rigidly connected with the planetary gear wheel 36, is determined by the ratio of the linear velocities Vb of the peripheral part of the ring gear 18 of the drum 2 and Vкв of the crankshaft.

 The multiplier 6 is turned on by supplying current to the first brake electromagnetic winding 41, which stops the first ferromagnetic brake disk 39 and the axis 38 of the spur gears 37 that are rigidly connected to it.

In this mode (see figure 2):
reactive torque sq. from the crankshaft 4 is transmitted through the spider 31 and the leading planetary gear 35 to the driven planetary gear 36, rigidly connected to the driven bevel gear 33 of the differential power take-off 5 and, therefore, to the output shaft 7 only through satellite gears 37;
said cylindrical satellite gears 37 rotate only around their locked axles 38;
a natural consequence of these kinematic features is that the position of the center of instantaneous speeds of the satellite gears 37 changes.

In this case, the force Fq (see Fig. 13), which can be represented as the quotient of the division of the reactive torque Mcr developed by the crankshaft 4. sq. by a variable radius (varR), being applied through the spider 31 and the leading planetary gear 35 to the satellite gears 37 of the multiplier 6 rotating on the fixed axles 38, it is converted into a force Fmp, which is transmitted via gears 37 to the driven gears 33, 36 as additional traction effort sharply increasing the force Fн, load resistance and useful torque on the output shaft 7;
linear speed Vn.mp. (see Fig. 14) the load on the periphery of the bevel gear 33 rigidly connected to the planetary gear wheel 36 is determined by the ratio of the linear velocity Vkv at the ends of the fingers of the spider 31 and the linear velocity Vmp of the teeth of the leading planetary gearwheel 35 and is significantly less than the linear speed Vн .

 By de-energizing the first brake electromagnetic winding 41, the multiplier 6 is returned to its original position.

 When equipping the proposed rotary internal combustion engine with a power take-off mechanism 5 as shown in FIG. 16, conversion of active and reactive sq. torques and the transfer of mechanical energy to the output shaft 7 will occur as follows.

Depending on which brakes 101, 102, 103 will be turned on or off, four modes of operation of the power take-off mechanism 5 are possible, namely
a) normal mode when all these brakes are turned off (Fig.17);
b) torque multiplication mode when only the brake 102 is engaged (Fig. 18);
c) the "loan" kinetic energy of the drum 2, when only the brake 101 is on (Fig. 19);
g) the mode of reverse torque on the output shaft 7, when only the brake 103 is applied (Fig.20).

In normal mode (Fig.16 and 17), the active and reactive torques are added as follows:
active torque the ring gear 18 of the drum 2 is transmitted to the intermediate gears 95 of all satellite gear units and then through the external driven planetary gear wheel 97 and the first overrunning clutch 98 coupled to the gears 95, it is for the most part transmitted directly to the output shaft 7;
reactive torque through the carrier in the form of a cross 31 and axles 91 rigidly connected with its fingers, it is transmitted to the blocks of satellite gears 93, 94 and 95 and then through the intermediate satellite gear 95, the external driven planetary gear wheel 97 and the first overrunning clutch 98 are transmitted by its direct stroke for the most part also to the output shaft 7.

 In this case, a small part of the kinetic mechanical energy through the extreme satellite gears 93 and 94, interlocked with the indicated gears 95, is spent on the free rotation of the brake disc 96, and the driven planetary gear 99 and the second freewheel 100 operating in scroll mode, respectively.

 These freely rotating masses serve as accumulators of potential mechanical energy and stabilize the torque on the output shaft 7 during random short-term fluctuations in the external load.

 In FIG. 17, the dependence of the instantaneous linear velocities Vout on the external driven planetary gear wheel 97 on the linear velocities Vb on the ring gear 18 of the drum 2 and the intermediate satellite gear 95 and Vkv on the axes 91 of the blocks of the satellite gears 93, 94, 95 is clearly visible (while to simplify the illustration of the principle transformation Vb is assumed constant in magnitude and direction).

Roman numerals in Fig.17 indicate
I the interdependence of these speeds when the prevailing external load over the torque of the output shaft 7, and
II, III, IV, the interdependence of these speeds with successively increasing values of the frequency of rotation of the output shaft 7.

Respectively
in cases I, the linear speed on the teeth of the external driven planetary gear 97 is zero, and Vkv0.5Vb;
in cases II, III, IV, with an increase in the instantaneous linear velocities Vout on the external driven planetary gear wheel 97 and, accordingly, the rotational speed of the output shaft 7, the instantaneous velocities Vqu initially decrease to zero, and then again begin to increase, but in the opposite direction. Accordingly, the direction of rotation of the crankshaft 4 also changes. This leads to a braking of the rotor 3, a decrease in the consumption of the fuel mixture and auto-balancing of the torque on the output shaft 7 and the external load.

 In the torque multiplication mode (FIGS. 16 and 18), the brake 102 through the brake disk 96 coupled to the extreme satellite gears 93 forces all the blocks of the satellite gears 93, 94 and 95 to rotate around the axles 91 so that the centers of instantaneous speeds are transferred from points meshing of the external driven planetary gear wheel 97 with the intermediate satellite gears 95 to the engagement points of the brake disk 96 with the outermost gears 93 of substantially smaller diameter.

 On Fig. 18 it is clearly seen that the degree of reduction of the speed Vb and the increase in torque on the output shaft 7 in this case depends on the difference in the diameters of the satellite gears 95 and 93: the smaller this difference, the more noticeable the reduction, and vice versa.

 This mode can be used in cases when it is necessary to obtain the highest torque from a rotary engine, for example, when starting a vehicle from a standstill.

 In the “loan” mode of kinetic energy of the drum 2 (Figs. 16 and 19), the brake 101 stops the crankshaft 4 through the brake disk 92 and the axles 91 and the crosspiece 31 which are rigidly connected to it. As a result, the centers of instantaneous speeds are on the axes 91 of rotation of the blocks of satellite gears 93, 94, 95 and Vout on the teeth of the outer driven planetary gear 97 is equalized in absolute value with the speed Vb of the drum 2, which is clearly seen in Fig.19.

 This mode can be used (preferably, when the rotary engine is equipped with an automatic control system) for short-term acceleration of the vehicle by transferring the kinetic energy accumulated by the drum 2 to the output shaft 7 and to limit the rotation speed under load of this drum 2.

 In reverse mode (Figs. 16 and 20), when only the brake 103 is engaged, the external driven planetary gear wheel 97 is braked and the first overrunning clutch 98 operates in the scroll mode, and the torque is transmitted to the output shaft 7 via internal clutch with the outermost gears 94 driven planetary gear 99 and second overrunning clutch 100.

 In FIG. 20 it is clearly seen that during the reversal of the rotary internal combustion engine, the centers of instantaneous speeds are located on the periphery of the outer driven planetary gear wheel 97 and that Vout in this case coincides in direction with Vb and is significantly smaller in magnitude.

 To stop the rotary internal combustion engine, the fuel supply is cut off either to the carburetor (carburetor-mixer) 49 during external mixture formation or to the fuel pipe 50. Accordingly, combustion is stopped in the bypass channels (combustion chambers) 25, and the useful torque disappears on the rotor 3.

 As the drum 2 decelerates, the fluid ring 8 loses its rigidity, the compression-compression fluid flows into the "lower" part of the drum 2 and either flows out of it or, if there is an elastic collar 104, remains inside the drum 2 and is used to form the fluid ring 8 during subsequent start-up.

 When you restart, the described processes are repeated.

 The industrial applicability of the proposed rotary ICE is justified in both production and consumer aspects.

 Indeed, the rotor, which undergoes basic thermomechanical loads, works mainly in the liquid friction mode and relies on ordinary bearings. Therefore, it can be made of well-known and affordable heat-resistant and, in part, combustion chambers of heat-resistant materials. Other parts of the internal combustion engine experience mainly mechanical loads and therefore can also be manufactured using well-known and affordable technologies from known materials.

In the consumer aspect, one should once again pay attention to the unmet need of society for small-sized ones with high specific power and reliability in relation to environmentally friendly multi-fuel ICEs for small-sized vehicles. The proposed rotary internal combustion engine is able to satisfy such a need because it
firstly, it is characterized by a more compact than the prototype, the relative position of the main parts (especially in the axial direction);
secondly, it ensures the work of the most thermomechanically loaded parts in the regime of only liquid friction;
thirdly, it has a thermodynamic cycle with a “prolonged” expansion stroke;
fourthly, it is able to work on different liquid or gaseous fuels and their arbitrary mixtures in different modes of mixture formation;
fifthly, it is steady against fluctuations of external load and,
sixth, provides a more complete combustion of fuel.

Claims (20)

 1. A rotary internal combustion engine having a hollow in the middle part of the housing, a drum with an annular cavity for accommodating the sealing fluid ring, mounted axisymmetrically on the shaft inside the housing, a hollow rotor with radial protrusions at the ends and blades in the gap between these protrusions, eccentrically mounted on the shaft in the cavity of the drum, at least one combustion chamber and a system for preparing the fuel mixture, cooling, lubricating the rubbing parts and power take-off, characterized in that the drum and rotor They are mathematically connected and installed in the housing on a common crankshaft, which together with the drum is kinematically connected to a common power take-off system, while windows are made in the end walls of the drum, of which the first window communicates with the atmosphere an annular gap between the rotor wall and the crankshaft knee , which is part of the air path of the cooling system, and the second window is equipped with an annular partition separating the air path of the cooling system from the path of supplying the fuel mixture or air to the cooking the fuel mixture on the one hand and the fluid supply path to form and maintain the sealing fluid ring on the other hand, the rotor from the end facing the first window has a radial protrusion in the form of a continuous annular ridge of constant diameter, and from the opposite end has end radial protrusions in at least two discrete ridges of variable height and sectioned along the length of the intermediate annular radial ridge of constant diameter into a relatively short communicating with the pit system a compressor zone and a longer expansion zone in communication with the exhaust tract, at least two radial vanes are placed on the rotor in each of these zones, and at least two bypass channels are made in the rotor body connecting these zones and serving as combustion chambers.  2. The engine according to claim 1, characterized in that inlet valves are installed at the exits from the compressor zone to the bypass channels serving as combustion chambers.  3. The engine according to claim 1, characterized in that the power take-off system is based on a differential mechanism with one output shaft.  4. The engine according to claim 3, characterized in that the differential mechanism has a leading bevel gear, rigidly connected to one of the end walls of the drum, a driven bevel gear, rigidly connected to the output shaft, a leading cross, rigidly connected to one of the crankshaft spikes shaft, and conical satellite gears, mounted on the fingers of the specified cross and coupled to the leading bevel gear ring of the drum and with the driven bevel gear on the output shaft.  5. The engine according to claim 4, characterized in that on each of the fingers of the differential power take-off mechanism there are pairs of bevel gears rigidly connected to each other, while in each pair one of these gears is coupled to the leading bevel gear ring of the drum, and the second to driven bevel gear on the output shaft.  6. The engine according to claim 5, characterized in that the differential power take-off is equipped with a torque multiplier with a brake electromagnetic clutch, which are mounted together in a common crankcase rigidly connected to the housing, at least the lower part of which is made of ferromagnetic material, wherein the multiplier has a leading rigidly connected to the fingers of the leading cross of the differential mechanism and a slave rigidly connected to the driven bevel gear of the differential mechanism open gears coupled to the satellite gears that are mounted on the axles, and said brake clutch has a first ferromagnetic brake disk that is mounted on a sliding fit on the output shaft and a second ferromagnetic brake disk that is fixed from rotation relative to the output shaft and mounted under the crankcase with the possibility of reciprocating movement along this shaft, the first and second brake ele tromagnetic coil connected to a power source.  7. The engine according to claim 3, characterized in that the differential mechanism has a leading cylindrical gear rim rigidly connected to one of the end walls of the drum, a carrier having a spider rigidly connected to the crankshaft, and at least two axes rigidly connected to on one side with the fingers of the cross, and on the other with a brake disc, two driven planetary cylindrical gears of different diameters, kinematically connected to the output shaft through counterclockwise overrunning clutches, at least two satellite gear units gearwheels that are rotatably mounted on the specified axles of the carrier and each containing one extreme gear coupled to the brake disc, one intermediate gear coupled on one side to the specified driving spur gear ring of the drum, and on the other to a driven planetary spur gear wheel of large diameter , and the second final gear, coupled to a smaller planetary spur gear, and independent brake drives mounted to interact with the decree nnym braking discs and with said driven planetary spur gear of greater diameter.  8. The engine according to claim 1, characterized in that the power take-off system is made with two coaxial output shafts, one of which is kinematically connected with the crankshaft, and the second with a hollow drum.  9. The engine according to claim 1, characterized in that it is equipped with a tank for storing a supply of fluid used to form and maintain a sealing fluid ring, said tank being connected to the drum cavity by a pipeline.  10. The engine according to claim 9, characterized in that the drum is provided with an axial protrusion with annular cavities, of which one filling is connected to the main cavity of the drum bypass pipe, and the second hydraulic discharge is directly connected to the same cavity of the drum, and the pipeline for supplying fluid from the outlet tank is equipped with two nozzles, of which one (discharge) is open in the filling annular cavity, and the second (retaining) is open in the hydraulic unloading annular cavity in the specified protrusion.  11. The engine according to p. 10, characterized in that the air part of the cavity of the specified tank is connected by an air pipe to the compressor.  12. The engine according to claim 1, characterized in that it is equipped with an autonomous device for ignition of the fuel mixture in each bypass chamber between the compressor and expansion zones in each bypass chamber.  13. The engine according to item 12, wherein the stand-alone device for ignition of the fuel mixture is made in the form of a prechamber predominantly closed when the rotor rotates, normally closed when the rotor rotates.  14. The engine according to item 12, wherein the autonomous device for ignition of the fuel mixture is made in the form of a piezoelectric spark ignition device, which has a candle, at least the electrode part of which is located in the bypass channel, a piezoelectric generator electrically connected to the specified candle, and mechanical drive of the piezoelectric generator.  15. The engine according to claim 1, characterized in that the cooling system is double-circuit, while the first circuit designed to cool the crankshaft, rotor bearings and power take-off is closed, and the second circuit, designed to cool the drum, is open.  16. The engine according to item 15, wherein the closed cooling circuit contains a motive agent for the movement of the refrigerant (air with oil particles) in the form of an impeller, which is mounted on the axial protrusion of the drum, a snail, the suction window of which is open into the cavity of the crankcase of the power take-off, radiator , the input of which is connected to the discharge tangential branch pipe of the indicated scroll, a bypass pipe connected to the output of the specified radiator and to the entrance to the crankshaft location zone, and the annular closing channel between the the crankshaft axle and the inner additional wall of the rotor.  17. The engine according to p. 16, characterized in that the crankshaft is hollow and has one end facing the outlet of the bypass pipeline, and the second into the crankcase cavity, and exhaust and suction windows communicating with the bend wall in the zones of minimum bending stresses are made the specified annular closing channel.  18. The engine according to clause 15, wherein the open cooling circuit contains the motive agents of the movement of the refrigerant (atmospheric air) in the form of predominantly multi-vane impellers, which are mounted on the end walls of the drum, the casing open from the ends, fixed in the housing and enclosing the drum, an annular assembly exhaust manifold with at least one exhaust pipe.  19. The engine according to claim 1, characterized in that it is equipped with a batch injection system of liquid fuel into the bypass channels in the rotor, which said system has a fuel pipe passing through one of the crankshaft spikes, an annular distribution chamber made in the body rotor, covering the specified spike and communicating with the specified fuel line, built-in fuel pumps that are hydraulically connected to the specified chamber, the number of which is equal to the number of bypass channels in the rotor and to each trunk which is provided at the outlet nozzles.  20. The engine according to claim 19, characterized in that each built-in pump has a cranked fuel line, consisting of a supply "centrifugal" and a discharge "centripetal" elbows connected by a perforated cup, the cavity of which communicates with the annular cavity of the drum, and non-return valves, of which the first is located before entering the specified perforated cup from the supply knee, and the second in the inlet of the discharge knee.

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