RU41491U1 - ROTARY-VAN ENGINE G.P. KRAYUSHKIN - Google Patents

Abstract

The utility model relates to mechanical engineering, namely to the field of engine building and can find application in the design and manufacture of internal combustion engines. The essence of the utility model lies in the fact that in the proposed rotary vane engine containing a housing having radial partitions mounted in the housing with the possibility of rotation around its axis, a rotor with radial blades interacting with the inner annular surface of the housing and with radial partitions, as well as seals for sealing the contact zones of the rotor blades with the inner annular surface of the housing, the radial partitions are made in the form of sliding sashes installed in grooves made in the body of the housing, while the internal volume of the housing is divided by the shutters into two working zones - air and fuel, and the latter are divided by blades into the suction and compression cavities of the air and the working and exhaust cavities, respectively, each of these cavities having an inlet (outlet) window, and the working cavity is connected by the said window to the combustion chamber, which is made in the housing and is equipped with a synchronization system for the moment of air supply to the combustion chamber with the position of the rotor blades and the preparation system oplivnoy mixture. The synchronization system of the air supply to the combustion chamber contains an air nozzle connected to the combustion chamber, a bypass valve and a high pressure pump, the rod of which is kinematically connected to the cam on the shaft of the driven gear, which is connected by a chain gear with a gear ratio of 1/2 to the drive gear on the engine shaft . The rotor has a transverse shaped section to compensate for the wear of the end walls of the cylinder and the blades of the shaft and to seal the contact zones of the end walls of the cylinder with the blades. Rotor

made with an internal cavity for cooling oil. The valves are equipped with a pressure mixture for supplying the pressure of the valves to the blades with the pressure of the working gases from the cavity of the stroke, which includes a channel from the cavity of the stroke to the cavities at the ends of the valves, a rod with a groove controlled by a cam on the driven gear, and a pump for separating fuel gases from the air supplied to the ends of the valves. The proposed rotary vane engine has a higher specific power and efficiency in comparison with the well-known. The engine is easy to operate and does not require expensive fuel equipment due to the applied fuel mixture preparation system. Due to the small size of the proposed engine can be used in the automotive industry, shipbuilding, motor vehicles, agricultural machinery, in mobile power plants. 15 fig., 5 hl

Description

The utility model relates to mechanical engineering, namely to the field of engine building and can find application in the design and manufacture of internal combustion engines.

Known rotary engine containing a housing with a working cavity, a two-vertex rotor with a large and a small axis of symmetry mounted on an eccentric shaft, sealing elements located at the tops of the rotor and made in the form of plates, a gear synchronizing gear, a stationary gear of which is mounted on the eccentric shaft bearing coaxially with it and is associated with the gear of the internal gearing of the rotor, while the diameter of the fixed gear is equal to half the diameter of the gear of the internal gearing, eccentricity tet eccentric shaft is half the diameter of the fixed gear, the contour of the working surface of the housing cavity is made on the conchoid of the circle, and the intake and exhaust windows are located on the side wall of the housing and are offset from its plane of symmetry in the direction of rotation of the eccentric shaft, while the sealing elements are made in the form of spring-loaded plates installed at the tops of the rotor with an inclination in the direction of rotation, and the end parts of the plates in the body of the rotor are connected by channels with working cavities, and the plate, sliding the incident curve is connected by a channel to a larger chamber, and the plate sliding along the runaway curve is connected to a smaller chamber, while in the faces of the rotor there are recesses having a greater volumetric displacement in the direction of rotation of the rotor, and the notch edge is shifted by 10-15 ° relative to the glow plug in the direction of rotation when the rotor is in top dead center (RF patent No. 2070969, cl. F 01 C 1/00, F 02 B 53/00, publ. 12/27/97, bull. No. 36).

A disadvantage of the known engine is its complexity and not enough high specific power, the possibility of vibration and the fact that the rotor operates in high temperature conditions, which sharply decreases its service life.

Closest to the claimed utility model is a rotary vane internal combustion engine having radial baffles installed in the housing with the possibility of oscillatory movement around its axis of the rotor with radial blades interacting with the inner annular surface of the housing in the zones between its radial baffles, while the engine is equipped with inner belt of radial seals for sealing the annular surface of the rotor in the areas between its radial blades relative to the radial the body partitions and the outer belt of radial seals for sealing the annular surfaces of the radial rotor blades relative to the inner annular surface of the case, and the seals of the outer belt are made in the form of sealing devices interacting with the radial rotor blades installed in the longitudinal grooves of the inner annular surface of the case, and the seals of the inner belt are made in in the form of sealing devices installed in the longitudinal grooves of radial partitions for interactions tviya annular surface zones of the rotor between its radial blades (RF patent №2107173, Cl. F 02 B 53/00, publ. 03/20/98, bull. No. 8). Each sealing device of the inner and outer belt is formed by a leaf spring placed on the bottom of the corresponding groove and a sealing plate resting on it.

A disadvantage of the known engine is that the specific power of the engine of the known design will be low due to the small displacement, as well as low efficiency.

The objective of the utility model is to increase the specific power of the engine and its efficiency

The problem is solved in the proposed rotary vane engine, comprising a housing having radial partitions mounted in the housing with the possibility of rotation around its axis of the rotor with radial blades interacting with the inner annular surface of the housing and with radial partitions, as well as seals for sealing the contact areas of the blades a rotor with an inner annular surface of the housing, in which the radial partitions are made in the form of retractable flaps installed in grooves made in the body to housing, while the internal volume of the housing is divided by the shutters into two working areas: air and fuel, and the latter are divided by blades into the suction and compression cavities of the air and the working and exhaust cavities, respectively, each of these cavities having an inlet (outlet) window, and the cavity the working stroke is connected by the said window to the combustion chamber, which is made in the engine body and equipped with a synchronization system for the moment of air supply to the combustion chamber with the position of the rotor blades and the preparation system fuel mixture. The synchronization system of the air supply to the combustion chamber contains an air nozzle connected to the combustion chamber, a bypass valve and a high pressure pump, the rod of which is kinematically connected to the cam on the shaft of the driven gear, which is connected by a chain gear with a gear ratio of 1/2 to the drive gear on the engine shaft . The rotor has a transverse shaped section to compensate for the wear of the end walls of the cylinder and the blades of the shaft and to seal the contact zones of the end walls of the cylinder with the blades. The rotor is made with an internal cavity for oil cooling. The shutters are equipped with a pressure system for supplying the working mixture to ensure the shutters are pressed against the blades by the pressure of the working gases from the working stroke cavity, which includes a

cavities of the working stroke to the cavities at the ends of the leaves, a rod with a groove controlled by a cam on the driven gear, and a pump for separating fuel gases from the air supplied to the ends of the leaves.

The proposed engine design is illustrated by drawings.

Figure 1 shows a schematic diagram of the proposed rotary vane engine.

Figure 2 - end view of the shaft.

Figure 3 is a section aa of the shaft of figure 2.

In Fig.4 is a section of the PP shaft in Fig.2.

Figure 5 is a side view of the cylinder.

Figure 6 is a top view of the cylinder.

In Fig.7 is a stepped section BB of the engine for 4) Ig.9.

In Fig.8 is a figured section bB of the engine in Fig.7.

In Fig.9 is a cross-section GG of the engine in Fig.7.

Figure 10 is a view of the engine assembly with a shaft.

11 is a vector diagram of the forces applied to the blades.

On Fig is a diagram of the sum of the levels of moments of forces acting on the shaft depending on the angle of rotation of the blades.

In Fig.13 is a longitudinal section of an air nozzle.

On Fig is a section of the node of the rod switching the pressure of the gases on the sash.

On Fig - kinematics of the piston drive of the high pressure pump and the rod for switching gas pressure to the ends of the valves.

The rotary vane engine consists of a rotor including a shaft 52 with blades 51 and 53 (Figs. 1, 2, 3), a housing 12 of a cylindrical shape (Figs. 5, 6, 7), closed from the end sides by the end walls 54, 55 (FIG. 6) attached to the housing 12 by bolts 70 (FIG. 10). Bolts 70 pass through holes 56 (FIGS. 5, 7) in end walls 54, 55 and in bearing housings 57 (FIG. 10). The full length of the housing 12 is installed radially two sliding sash 7, 24 (Fig.1, 7) passing through the window 67 (Fig.6) in

the housing 12. The flaps 7, 24 divide the volume of the housing 12 into two equal parts, since they abut against the blades 51, 53 of the shaft 52 (Figs. 1, 7). The sliding wings 7, 24 are pressed against the vanes 51, 53 by the springs 1, 27. The vanes 51, 53 with their vertices touch the inner cylindrical surface of the housing and, passing the wings during clockwise rotation of the shaft, form cavities 19, 11, 37, 41. Cavities 11 and 19 form the air zone, and the cavities 37 and 41 form the fuel zone. These zones are separated from each other by shutters 7 and 24. On the sides of the housing 12 near the windows 67 there are inlet (outlet) windows 20, 10, 35, 21 on both sides (Figs. 1, 5, 7). Air is sucked into the cavity 19 through the window 20 and the suction pipe 22 - the suction cavity. From the cavity 11 - the compression cavity - the compressed air is forced out through the window 10 and the bypass valve 8 into the synchronization system of the air supply in the combustion chamber 9. The air supply synchronization system in the pre-combustion chamber 9 of the fuel includes a valve 32, a high pressure pump 29, the rod of which is kinematically connected to an eccentric 48 on the shaft of the driven gear 47, which is connected with a gear ratio 1/2 with the pinion gear 49 on the shaft 52 the engine, and the nozzle 31 of the air (Fig.1, 13, 15). The synchronization system provides compressed air to the combustion chamber 9 after the blade closes the window 35 of the housing 12. From the combustion chamber 9 (FIGS. 1, 7, 8), expanding gases through the window 35 enter the cavity 37 — the working passage cavity. From the exhaust cavity 41, through the window 21 (FIGS. 1, 7) and the exhaust pipe 23, the exhaust gases are forced out by the vanes. The shaft 52 and the blades 51, 53 have an internal cavity 14 (Fig.2, 3, 4) for oil cooling of the rotor. Cooling oil is supplied to the pipe 62 (Fig. 10) through the oil channel 69, the hole 63 on the shaft, through the cavity 14 of the shaft 52 and the blades 51, 53, and is discharged through the same pipe 62 at the other end of the shaft. On the tops of the blades there are grooves 16 (FIGS. 1, 3) into which the sealing plates 18 with curved spring plates 17 are inserted for sealing

the contact points of the tops of the blades 51, 53 with the inner surface of the housing 12. The blades with the shaft have a figured cross section 64 of the joint 66, made in the form of a spline around the perimeter (Figs. 3, 4), so as not to let compressed gases through the joint, but for strong adhesion parts of the shaft with each other on one half of the shaft there are two rectangular protrusions 65 (Fig.2, 3, 4), inserted into the reciprocal grooves on the other half of the shaft. Section 64 is provided to compensate for the wear of the end walls of the blades and the end walls of the housing 12 and for tightly pressing them against each other. On both sides of the shaft 52, springs 60 are installed (Fig. 10), which create efforts aimed at stretching the blades 51, 53 for tightly pressing the end walls of the blades to the end walls of the housing. Springs 60 are installed between the outer walls of the oil channels 62, which are rigidly fixed to the engine housing, and between the gears 49, 59, rigidly sitting on the rotor shaft. On the end wall 55 of the housing 12 there is an opening 36 connected by a pipe 42 (FIGS. 1, 5) to the lower chamber 39 of the pump 38. The upper chamber of the pump 38 is connected by a channel including a pipe 40, a pipe 45 (FIG. 1), with cavities 6, 26 at the ends of the leaves 7, 24. The pressure supply system of the working mixture from the cavity 37 of the working stroke of the housing in the cavity 6, 26 at the ends of the leaves 7 and 24 for tightly pressing them to the blades 51, 53 includes an opening 36 on the end wall of the housing 12, a channel from pipelines 42 and 45, a pump 38 for separating fuel gases from air supplied to the ends of the valves, the stem 43 with the groove 75, the rocker 15 (figure 1, 15), the cam 13 on the driven gear 47. The pump 38 (figure 1) is introduced to separate the expanding gases from the air entering the cavity 6, 26 through the pipeline 45 so as not to pass through the pipeline 45 working gases, from which carbon deposits can settle on the walls of the pipeline. In the pipeline 42 (Fig. 1) there is a stem 43, which is provided for blocking expanding gases after turning the vanes 51, 53 from the sash 7 by 90 "and relieving high pressure from

the ends of the leaves 7, 24 and the exhaust gases to the outside of the engine through the groove 75 (Fig. 14) in the stem 43 and the pipe 44. The stem 43 (Figs. 1, 14, 15) is driven from the cam projection 13, which occupies the semicircle of the gear wheel 47 of the gear transmission. Between the ends of the flaps 7, 24 and the grooves in the engine body, in which the flaps 7, 24 move radially, sliding along the blades 51, 53 of the shaft 52 (FIGS. 1, 7), cavities 6, 26 are formed. The cavities 5, 25 are located symmetrically to the cavities 6, 26 on the other side of the wings 7, 24 (Figs. 1, 7) and isolated from them (Figs. 1, 7). The cavity 5 is connected to the cavity 25 by a pipe 46 (FIGS. 1, 7, 8), the cavity 6 is connected to the cavity 26 by a pipe 45. The compression cavity 11 is connected to the fuel mixture preparation system, including a bypass valve 8, a high pressure pump 29, the bypass valve 32, the air nozzle 31 and the fuel nozzle 33. The window 10 through the bypass valve 8 is connected by a pipe 3 to the upper chamber 28 of the high pressure pump 29 and to the bypass valve 32 (Figs. 1, 7, 9). The lower chamber 30 of the high-pressure pump 29 is connected by a pipe to the air nozzle 31, and an overflow valve 32 (Figs. 1, 8). An air nozzle 31, an overflow valve 34, a fuel nozzle 33 are connected to the combustion pre-chamber 9. From the fuel nozzle, the fuel is sprayed and a stream of highly compressed air is directed to the sprayed jet, from which the sprayed jet is bombarded with this air and mixes well with it and is sprayed even more. The pre-chamber 9 of the combustion of the fuel mixture exits through the window 35 in the housing 12 into the cavity 37 (figures 1, 7, 8) of the working stroke. The piston of the high pressure pump is driven from a chain drive with a gear ratio of Uz. The pinion gear 49 of the chain drive (FIGS. 1, 10, 15) sits rigidly on the shaft 52. On the pinion gear 47 there is an eccentric 48 to which the piston rod of the high pressure pump 29 is connected. The downward movement of the piston begins at the moment when the blades 7, 24 do not reach the valves by 15-5 °, this is achieved by rearranging the teeth

gear 47 with the installation of the eccentric 48 at top dead center. The piston of the high-pressure pump 29 will make a downward movement and rise upward for half a revolution of the shaft 52. Air to fill the increasing volumes of the cavities 5, 25 when the flaps 7, 24 move into the body through the pipe 71, through the bypass valve 2 and pipeline 4 (Fig. 1 , 9). Compressed air in cavities 5, 25, when the shutters 7, 24 move during their displacement by the blades 51, 53 from the housing, enters through pipeline 4, a bypass valve 34 into the pre-chamber 9 of the fuel mixture for “purging” the exhaust gases from the pre-chamber (Fig. 18). To spray fuel in the combustion chamber 9, the fuel is supplied from the fuel equipment (not shown in the drawings) through the fuel injector 33 (Figs. 1, 7).

On both sides of the shaft 52 mounted bearings 57 with liners 61 (figure 10). The bearings 57 are attached to the end walls 54, 55 of the housing 12. Water for cooling the housing is supplied to the pipe 58, and passing the engine cavity, is discharged through the pipe 68 (Fig.7).

Oil for lubricating the rods of the high pressure pump 29, valves 2, 8, 32, 34, the air nozzle 31 is poured through the pipe 50 (Fig.7). The bypass valve 8 opens when the pressure of the compressible air in the cavity 11 of the housing 12 exceeds the spring tension of the bypass valve and this pressure is supplied from the end of the valve. The bypass valves 2, 32, 34 are similarly arranged, but the pressure for opening the valves is supplied from the side of the valves (FIGS. 1, 8, 9). The air nozzle 31 (Fig. 8) opens when the air pressure for opening is supplied from the side and exceeds the tension of its spring, and, having passed the nozzle, leaves its end, being divided into several jets. Adjustment of the tension force of the springs to open the valves and the air nozzle is made by the manufacturer.

To regulate the spring tension of the air nozzle 31, there are nuts 73.74 that are screwed onto the stem of the air nozzle (Fig. 13). To seal the flaps 7, 24 with the walls of the grooves of the engine along which the flaps move, there are grooves 72 in the engine body and in the flaps 7, 24 (Fig. 7), into which the sealing plates with spring curved plates similar to those installed in the grooves are inserted 16 on the tops of the blades of the plates 17.18 (figure 3).

The proposed rotary vane engine operates as follows. When the rotation of the blades 51, 53 of the shaft 52 in the housing 12 for half of their rotation is simultaneously suction, compression, stroke and exhaust. For the other half of the shaft rotation, the cycle is repeated and this is achieved by the fact that the volume of the cylindrical body 12 is divided into two zones formed by two wings 7, 24, moving radially, sliding along the surfaces of the vanes 51, 53. When the vanes move from one wing to another clockwise arrows form cavities in the housing 12. The suction cavity 19, starting from zero, increases to a maximum value of half the total volume of the cylinder, there is air intake through the window 20 in the housing 12. The cavity 11, respectively, decreases to zero, there children compressed air which is expelled from the cavity through the window 10 of the housing 12 in the air supply system in synchronization precombustor 9 via two overflow valves 8, 32, high pressure pump 29 and the air nozzle 31. The cavity 37 of the working stroke increases when the blades turn from zero to the maximum value - half the volume of the entire cylinder, there is a working stroke, because through the window 35 from the combustion chamber 9, expanding gases enter the cavity 37, press on the blade 51 and rotate the shaft. The cavity 41, respectively, decreases to zero, there is an exhaust gas exhaust through the window 21 in the housing 12.

With the movement of the blade 53, starting from the leaf 24, simultaneously begins to move down and the piston of the pump 29 high pressure and up

of the moment when the longitudinal axis of the blades makes an angle of 90 degrees with the longitudinal axis of the valves, the compressed air from the cavity 11 is forced out through the window 10 and enters through the bypass valve 8 through the pipeline 3 into the upper chamber 28 of the high pressure pump 29 increasing in volume. Compressed air can also enter the lower chamber 30 of the high-pressure pump 29 through valve 32, but valve 32 is closed at this time, because the piston of the pump 29, moving down, reduces the volume of the chamber 30 and increases the pressure in it from the value that was created earlier from the compression of air in the cavity 11 of the housing 12. When the blades are rotated by an angle from 90 ° to 180 °, the piston of the pump 29 will begin to rise up, compressible air from the cavity 11 of the housing 12 will enter the lower chamber 30, because rarefaction of air is created in the lower chamber 30, while the valve 32 opens and air begins to flow through the valve 32 into the lower chamber 30. From the upper chamber 28 of the high pressure pump, the air will also pass to the lower chamber 30 through pipeline 3, through the valve 32. After that As the blade 53 reaches the leaf 7, the compressed air from the cavity 11 is completely expelled into the lower chamber 30 of the pump 29 and the air from the upper chamber 28 also passes into the lower one. The pressure in the chamber 30 will be the maximum that the blade can create when moving during the compression of the air in the cavity 11. At the time when the blade 51 reaches the valve 7 and the piston of the pump 29 starts to move downward, the valve 32 closes and a further increase in pressure chamber 30. This pressure will overcome the spring tension in the air nozzle 31 and, having opened its valve, highly compressed air will enter the combustion chamber 9 until the piston of the pump 29 reaches the bottom dead center and squeezes out all the compressible air from the chamber 30 . Fore air hinge 31 opens at the moment when the blade has just closed the window 35 of the housing 12. For this, the piston of the pump 29 should start moving downward at the moment when the blade 51 does not reach the leaf 7 by 15-5 ° to create pressure in the chamber 30 pump 29 high

pressure to open the valve of the nozzle 31 of air, during this time the blade 51 will reach the sash and close the window 35. Synchronization of the moments of closing the window 35 and the opening of the valve of the nozzle 31 of the air is achieved by rearranging the teeth of the gear 47 of the chain gear. To do this, you need to install the shaft, without reaching the leaf 51 to the wing 7 by 15-5 °, the eccentric 48 of the gear 47 of the chain gear must be installed at the top dead point by shifting the teeth in the chain gear. Unscrew fuel injector 33 and screw manometer instead. Release the spring tension of the air nozzle 31 by turning the nut 74 a few turns and, turning the rotor shaft, achieve the highest pulse high pressure in the combustion chamber 9 by screwing the nut 74 on the rod of the air nozzle 31. Lock nut 74 with nut 73. When the vane 51, after closing the window 35, rotates another 3-5 °, fuel is supplied through the fuel nozzle 33 to the combustion chamber 9. Fuel is sprayed by the fuel nozzle 33, and a stream of highly compressed air from the air nozzle 31 enters the formed stream, this compressed air, bombarding the stream sprayed by the fuel nozzle, atomizes it even more and mixes it intensively with air.

The resulting fuel mixture will ignite and burn. The burning time of the mixture increases, because still continues the flow of compressed air, so the fuel burns completely in the combustion chamber 9. The expanding working gases enter the working cavity 37 and press on the blade. When decomposing the forces from the vector diagram (Figs. 11, 12), it can be seen that at the moment of the explosion, three of the four force vectors F1, F2, F3 are directed to the blade. The opposite direction vectors -F1, -F2, -F3 press on the leaf 7 and the cylinder body 12. From the interaction of the blade with the leaf and the cylinder body 12, a rotary moment of the blade is created, which is also the rotational moment of the shaft 52. This moment performs work in the direction A ( 11). From the force vectors (Fig. 11) it is seen that no

forces directed to the rotor axis and the cylinder body in one line, which means that during the ignition of the fuel there will be no shock loads on the motor shaft and there will not be much friction in the shaft bearings. The moment of force with pressure on the blade starts with a large lever and increases with the opening of the leaf 7 of the area of the blade, on which the expanding gases are pressed. The sum of the moments of force close to the maximum starts from 10-20 degrees of the angle of rotation of the blades and continues to 160-170 degrees of the angle of rotation of the blades. The sum of the moments of forces depending on the angle of rotation of the blades is shown in the graph (Fig. 12). After the blades rotate through a angle of 120 degrees, another blade opens, the moment of the forces applied to it will be negative to the moment of rotation of the shaft, from which the sum of the moments of forces for rotation will fall to 180 °. From the graph of the applied moments of forces it is clear that the engine efficiency is 70-80%. The blade 51, reaching the leaf 24, will open the window 21. The pressure in the cavity 37 will be relieved. High pressure will also be released in the combustion chamber 9, since the window 21 of the housing 12 is wider than other windows 10, 20, 35 of the housing. The tops of the blades 51, 53, being on the line of the wings 7, 24, will not overlap the windows 21 and 35 at the same time, which means that high pressure is also released in the combustion chamber 9. From the depressurized pressure in the pre-chamber 9, a condition is created for opening the valve 34, since the flaps 7, 24. being in the extruded position, the ends compressed air in the cavities 5, 25. It is forced out and through the pipe 4 through the opening valve 34 enters the combustion chamber 9 for blowing off the exhaust gases from the pre-chamber 9. The other blade, which has passed through the sash 7, will begin to push the exhaust gases out of the cavity 41 through the window 21 and the exhaust pipe 23 on one side of the blade, and on the other side of the blade, the next stroke will also begin.

At a high speed of rotation of the blades, the shutters 7, 24 can be “knocked out” by inertia or lag with pressing to the blades during the blades moving away from the shutters and this will disrupt engine operation due to gas transition

from one cylinder cavity to another. To prevent this from happening, a system is provided for supplying the pressure of the working mixture to ensure that the flaps are pressed against the blades by the pressure of the working gases from the working cavity cavity onto the ends of the flaps 7, 24. The blade 51, having passed through the window 35, will open the hole 36 on the end wall 55 of the housing 12, and gases from the combustion chamber 9, they will enter through the opening 36, line 42, into the lower chamber 39 of the pump 38 and will strongly press on the piston 38. From the upper chamber of the pump 38, highly compressed air will exit through the pipes 40, 45 and will enter the cavities 6, 26, and will strongly press on the ends of the wings 7, 24, which matured nestle on the blades, thus sash will always cling to him, and nothing will be restrained from them by pressure during the passage of the blades at a high speed. To relieve high pressure during the displacement of the valves by the blades from the cylinder 12 after 90 ° rotation of the shaft, a cam protrusion 13, which occupies the semicircle of the wheel 47, is suitable on the driven gear and the beam 15 moves the rod 43, which will block the pipe 42. Working gases from the cavity 37 through the hole 36 will not flow to the piston 38 of the pump. The lower chamber 39 of the pump will be connected to the pipeline 44 through a groove 75 in the stem 43 and the air will come out, being displaced by the piston 38 from the existing pump spring and the outgoing air from the decreasing cavities 6, 26, displaced by the shutters 7, 24 during rotation of the blades.

The shutters 7, 24 will be pressed against the blades by springs 1, 27, and in order not to “knock” the shutters out of the housing, the groove 75 in the stem 43 is made in such a section that the extruded air at a high speed of rotation of the shaft does not have time to leave the lower chamber of the pump 38, This will create high pressure at the end of the displacement of the sash from the body, which will act as a “shock absorber”, from which the sash will not “knock” out of the body. The air compressed in the cavities 5, 25 by the ends of the valves 7, 24, displaced by the blades 51, 53, to purge the combustion chamber 9, also

will be a shock absorber for the flaps during their displacement by the blades from the housing 12, since this compressed air will leave the cavities 5, 25 through the valve 34 only when the flaps and blades are on the same axial line and when the pressure in the working cavity for blowing is relieved combustion chambers, i.e. when the movement of the valves to the displacement stops.

The proposed rotary vane engine has a higher specific power and efficiency in comparison with the well-known. The engine is easy to operate and does not require expensive fuel equipment due to the applied fuel mixture preparation system. Due to the small size of the proposed engine can be used in the automotive industry, shipbuilding, motor vehicles, agricultural machinery, in mobile power plants.

Claims (6)

1. A rotary vane engine comprising a housing having radial partitions mounted in the housing rotatably with a rotor with radial blades interacting with the inner annular surface of the housing and with the radial partitions, as well as seals for sealing the contact areas of the rotor blades with the inner an annular surface of the housing, characterized in that the radial partitions are made in the form of sliding flaps installed in grooves made in the body of the housing, while the inner volume m of the casing is divided by shutters into two working zones: air, consisting of cavities for suction and compression of air, and fuel, consisting of cavities of the working stroke and exhaust, each of these cavities is equipped with an inlet (outlet) window, and the working passage cavity is connected by the said window to combustion chamber, which is made in the engine body and is equipped with a system for synchronizing the moment of air supply to the combustion chamber with the position of the rotor blades and the fuel mixture preparation system. 2. The engine according to claim 1, characterized in that the air supply synchronization system in the combustion chamber includes an air nozzle connected to the combustion chamber, a bypass valve and a high pressure pump, the rod of which is kinematically connected to the cam on the shaft of the driven gear, which is connected by a chain gear 1/2 gear ratio with pinion gear on the motor shaft. 3. The engine according to claim 1, characterized in that the rotor has a transverse shaped section to compensate for wear of the end walls of the cylinder and the blades of the shaft and to seal the contact zones of the end walls of the cylinder with the blades. 4. The engine according to claim 1, characterized in that the rotor is made with an internal cavity for oil cooling. 5. The engine according to claim 1, characterized in that the flaps are equipped with a pressure system for supplying the working mixture to ensure that the flaps are pressed against the blades by the pressure of the working gases from the cavity of the stroke, including a channel from the cavity of the stroke to the cavities at the ends of the valves, a rod with a groove controlled by a cam on the driven gear, and a pump for separating fuel gases from the air supplied to the ends of the wings. 6. The engine according to claim 1, characterized in that the fuel mixture preparation system comprises two bypass valves, a high pressure pump, an air nozzle and a fuel nozzle.