WO2009013110A1

WO2009013110A1 - Rotary piston engine

Info

Publication number: WO2009013110A1
Application number: PCT/EP2008/058659
Authority: WO
Inventors: Franz Ackerl
Original assignee: Franz Ackerl
Priority date: 2007-07-20
Filing date: 2008-07-04
Publication date: 2009-01-29
Also published as: AT10063U1; EP2171212B1; EP2171212A1; ATE556194T1

Abstract

The invention relates to a rotary piston engine (1), comprising engine shafts (2, 3) which are mounted in an engine housing (4) and which are rotatable about two rotational axes (14, 15) and which drive a drive shaft (13), wherein in each case one compressor piston (7a, 7b) and one working piston (8a, 8b) is mounted so as to be rotatable about each of the rotational axes (14, 15), wherein the compressor pistons (7a, 7b) and working pistons (8a, 8b) are substantially ring-shaped and wherein the compressor piston tracks (11a, 11b) and the working piston tracks (12a, 12b) are ring-shaped grooves. In order to obtain a high level of compression efficiency and engine efficiency, in each case one sealing edge (63) is provided on the piston heads (34), wherein the curvature of the piston heads (34) corresponds to the profile of a rolling curve which cuts the sealing edge (63) of a compressor/working piston (7a, 7b, 8a, 8b) in the track intersection region (62, 62') out of the cross section of the counterrotating compressor/working piston (7a, 7b, 8a, 8b), and wherein the sealing edge (63) of the one compressor/working piston continuously scrapes, as it passes the track intersection region (62, 62'), against the piston head (34) of the respectively opposite compressor/working piston.

Description

PISTON MOTOR CIRCUIT

FIELD OF THE INVENTION

The invention relates to a rotary engine, comprising rotatably mounted in a motor housing, rotatable about two axes of rotation and a drive shaft driving motor shafts, each of the axes of rotation at least one compressor piston and at least one working piston are rotatably mounted, wherein by means of a translator unit an opposite direction of rotation of the compressor piston and working piston is forced at synchronous speed, wherein compressor piston paths of the arranged in a common compressor plane compressor pistons as well as working piston paths of a plane parallel to the compressor plane arranged working piston in a railway crossing region overlap, wherein the arranged in the compressor plane Verdichterkolbenbahnen of arranged in the working plane working piston paths separated by motor housing walls, but are interconnected by a respective overflow, wherein the compressor and Ar Beitskolben are substantially circular arc-shaped and have a concentric to the respective axis of rotation extending inside and a concentric to the respective axis of rotation extending outside, wherein the inner sides and the outer sides are bounded respectively by piston bottoms or connected to each other and wherein the Verdichterkolbenbahnen and the Arbeitskolbenbahnen formed substantially kreisringnutförmig are, wherein the compressor or working piston inner sides in each case along a compressor or working piston inner wall and the compressor or working piston outer sides along each a compressor or working piston track outer wall are guided, according to the preamble of claim 1.

STATE OF THE ART

Various rotary engines are known from the prior art, which in contrast to the oscillating

Movement principle of the conventional reciprocating engine make a steadily rotating movement principle of variably designed, eccentric or centric about a rotation axis rotating piston elements usable.

However, the proposed types of such rotary engines usually fail due to a practical implementation of a high susceptibility to wear

Motor sealing elements as well as a defective

Compression efficiency or a low usable engine power.

From DE 195 27 277 Al is about a rotary engine with two arranged in a motor housing motor shafts known, to each of which a compressor rotor and a working rotor are attached. The compressor and work rotors each have a sickle-shaped piston segment and are mounted centrally, wherein the two compressor piston segments and the two working piston segments each lie in a common plane and have each other overlapping piston paths. The two compressor piston segments have an opposite direction of rotation and alternately compress fresh air, which is sucked from an existing in the motor housing intake, against the wall of the coplanar arranged, each opposite piston segment. The compressed fresh air is finally forced through an overflow into a combustion chamber, in which takes place both a fuel enrichment and an ignition of the air / fuel mixture. The ignited air / fuel mixture expands in sequence from the combustion chamber into the plane of the work rotors and drives them. Since the compressor or work rotors roll against each other, only a respective linear seal results between them and thus a compression loss. At the time of ignition of the air / fuel mixture, a considerably large compression space formed in the compressor piston path and also referred to as a "closing angle" remains due to the rotor or motor housing geometry The closing angle volume of a rotary piston engine according to DE 195 27 277 A1 is approximately 20 For reasons of design, an opening angle volume present on the side of the working rotors must be the same, so that these unused components of the intake volume reduce the compression ratio achievable with the rotary piston engine to such an extent that no engine power that can be used for economic implementation can be achieved cause the compressors or work rotors rolling against each other a high component wear and make a complex seal the compressor or working piston tracks by means arranged on the circumference of the compressor or piston sealing rings together Backstops required.

From DE 38 25 372 Al another rotary piston engine with two each in opposite directions rotating compressor and work rotors is known. With the piston crowns being convexly curved in this type of engine, the orifices of transfer ports extending between the compressor and piston pistons must be spaced a considerable distance from the rail intersection areas of the compressor / piston flights to be in the opposite direction Piston rotation to prevent escape of compressed gas. Such a piston geometry therefore in turn requires unused closing angles with the disadvantages already described above.

DE 32 42 431 A1 discloses a rotary hot gas engine with continuous combustion using the Joule process. Here, a compressor piston and a working piston are arranged one behind the other on two motor shafts, wherein in each case a compressor piston path overlaps with a working piston track. The two pairs of piston webs arranged one behind the other have an unspecified geometry and are not separated from one another by motor housing walls, but only by carrier disks rotating on the motor shafts. The gas exchange takes place by means of an elaborate, running outside of the engine block pressure line system, the piston paths are opened and closed by specially designed rotary valve and passing this rotary valve passing gas to a working piston train upstream combustion chamber and ignited there, before it, controlled by a further rotary valve , is released into the working piston line. Within the piping system a heat exchanger is integrated. Also, such a construction makes a relatively large distance between the inlet and outlet openings of the compressor and working piston track to the web crossing areas of the compressor / working piston tracks required and prevents the achievement of economic efficiency.

PRESENTATION OF THE INVENTION

The present invention is therefore based on the object to avoid the disadvantages mentioned and a respect constructive and motor characteristics to provide improved rotary engine.

In particular, the problem of sealing the compressor or piston pistons to be solved in a simple and economical way and the providence of the circumference of the Verdichterbzw. Working piston arranged sealing elements are made unnecessary.

To achieve optimum engine efficiency, the closing angle volume present in the compressor piston path at the end of a compression stroke should be reduced as far as possible.

According to the invention, these objects are achieved by a rotary engine having the characterizing features of claim 1.

A generic rotary piston engine comprises mounted in a motor housing, rotatable about two axes of rotation and driving a drive shaft motor shafts, each of the axes of rotation at least one compressor piston and at least one working piston are rotatably mounted, said means of a translator unit an opposite direction of rotation of the compressor piston and piston at synchronous speed is forced, wherein compressor piston paths arranged in a common compressor plane compressor pistons as well as working piston paths of the arranged in a plane parallel to the compressor level working piston in a rail crossing each overlap, wherein arranged in the compressor plane compressor piston tracks separated from the arranged in the working plane working piston paths by motor housing walls, however are interconnected by a respective overflow. Go here the axes of rotation of the compressor and working pistons are each co-linear with the axes of symmetry of the associated compressor and working piston paths. The compressor and working piston are formed substantially circular arc and have a concentric to the respective axis of rotation extending inside and a concentric to the respective axis of rotation extending outside, wherein the inner sides and the outer sides are bounded respectively by piston crowns or interconnected and wherein the Verdichterkolbenbahnen and the Working piston tracks - the geometry of the compressor and working piston accordingly - are formed substantially kreisringnutförmig, the compressor or working piston inner sides each along a compressor or working piston inner wall and the compressor or working piston outer sides each along a compressor or working piston outer wall are guided. While arranged in a common compressor or working plane compressor or Arbeitskolbenbahn- outer walls merge into each other, arranged in a common compressor or working plane compressor or working piston inner wall paths can thus be designed to be closed in each case.

According to the invention, in each case a sealing edge is provided on the piston bottoms in the area of the compressor / working piston outer sides, the curvature of the piston bottoms corresponding to the course of a rolling curve which the sealing edge of a compressor / working piston rotating about the rotation axis in the web crossing region of the cross section of in opposite Direction of rotation about the respective opposite axis of rotation rotating, lying in the common compressor / work plane compressor / working piston cuts out. By the provision of such sealing edges together with the corresponding design of each other in the railway crossing of the Compressor / piston pistons encoungtenden piston crowns of the compressor / piston working an optimal, sealing guidance of the compressed or to be expanded air / fuel mixture can be achieved.

Here, the lying in a common compressor / working plane compressor / power piston according to the invention are arranged in a position about their respective axis of rotation, in which the sealing edge of a compressor / working piston while passing the web crossing region continuously the piston crown of each opposite compressor / working piston scrapes. The term "stripping" of the piston crowns is understood in the present context merely to convey the air / fuel mixture compressed or expanded in the compressor and working piston paths and not to directly contact the piston bottoms with the sealing edge During stripping, the compressor pistons arranged in the compressor plane slide as well The working pistons, which are arranged in the working plane, always pass close to each other in the course of their rotational movement without rubbing against one another, thus avoiding frictional wear between the compressor pistons or between the working pistons.

By in the motor housing each accurately formed trained Kolbenbahnwandungen are provided on which both the piston inner sides and the piston outer sides of the compressor or piston are performed, compression losses can be safely avoided.

Since there is always a sufficiently large sealing surface between the compressor / working piston and the Kolbenbahnwandungen, can on the providence of wear-prone Sealing elements on the circumference of the compressor / piston are omitted.

Due to the possible during all working cycles sealing the compressor and piston working pistons existing, unused closing angle as well as on the part of the working piston tracks existing, unused opening angle can be approximately eliminated or reduced to a desired minimum on the part of the piston pistons.

Due to the achievable with the rotary piston engine according to the invention compression ratio can be achieved over conventional internal combustion engines, a significant increase in engine performance and a reduction in fuel consumption and exhaust emissions.

While in a reciprocating engine, a respective convertible torque fluctuates depending on the crankshaft angle corresponds to the rotary piston engine according to the invention obtained by the ignition of the air-fuel mixture gas power always the converted torque, which allows great advantages in terms of performance and consumption of the engine.

It should be noted that in each case a plurality of compressor or working piston can be rotatably mounted about the axes of rotation. Although in a preferred construction of the rotary piston engine according to the invention in each case a Verdichterbzw. Working piston per compressor or working piston path is provided, it is also conceivable to arrange in the compressor or working piston each several, preferably two compressor or working piston, taking into account a corresponding offset distance and thus to achieve a higher number of work cycles per motor shaft revolution. In a preferred arrangement variant, it is provided here that a clearance of a maximum of 2/10 mm, preferably a clearance, measured during the rotational movement of the compressor / working piston between the sealing edge of the one compressor / working piston and the piston head of the respectively opposite compressor / working piston <1/10 mm is provided. By means of such a fit a sufficient sealing effect in the web crossing area is given while preventing friction wear.

In a further development of the rotary piston engine according to the invention, it is provided that the sealing edge or the entire piston crown is formed as a separate, attachable to the compressor / working piston component. Such a design allows a more targeted production of the compressor or working piston, since particularly stressed sections of the compressor / working piston can be made of specifically selected materials and optionally also replaced.

In a particular embodiment of the rotary piston engine according to the invention, this is the sealing edge or the component forming the piston crown made of aluminum titanate. Aluminum titanate is characterized by its good insulating properties or due to its low thermal expansion and is therefore particularly suitable to ensure compliance with an exact piston fit in the present application.

The compressor / piston according to the invention is made in a preferred embodiment in lightweight construction. In this case, the compressor / working piston has cavities which pass through piston walls and preferably radially are limited to the axis of rotation extending webs. By means of this design, the mass moment of inertia of the compressor / working piston is reduced and improved their elongation behavior. The designed by the lightweight construction piston walls have an elasticity, which allows in the case of thermal expansion of the compressor / working piston targeted guidance of the piston curvature along the edge region of carrier discs described in more detail below.

According to a further preferred embodiment of the rotary piston engine according to the invention, it is provided that the compressor / working piston inner webs in the web crossing region in each case have a concave curvature, which is defined by an overlapping of the compressor / working piston web with the compressor which is assigned to the respectively opposite compressor / working piston. / Working piston inner wall or by an imaginary volume intersection between a rotationally symmetrical about a rotational axis arranged compressor / Arbeitskolbenbahn- outer wall and a rotationally symmetrical about the respective opposite axis of rotation arranged compressor / working piston inner wall path results. In other words, the concave curvatures result by engagement of the compressor / working piston in the respective opposite compressor / piston associated compressor / working piston inner wall path. To a certain extent, therefore, the course of the compressor or working piston outer walls (interrupted by the web crossing regions) is continued by the concave curvatures arranged on the compressor or working piston inner walls.

Due to the provision of these concave cambers on the compressor or working piston inner walls, the compressor or working piston outsides are not only from now on guided along the associated compressor or working piston outer walls, but also in the previously critical, for a compression or expansion of the air / fuel mixture relevant rail crossing areas. Since the compressor or working piston so always a sealing guide surface is offered, compression losses can be avoided. On the Providence of the circumference of the compressor or piston arranged, wear-prone sealing rings including complicated backstops according to the prior art can therefore be dispensed with.

In order to attach the compressor / power piston in a solid manner to the motor shafts, it is provided in a further preferred embodiment of the rotary piston engine according to the invention, that the compressor / working piston are mounted on support disks, which are fastened to the motor shafts.

In order to prevent unwanted heating of the uncooled carrier discs and associated undesirable expansions or pressing of the compressor / working pistons on adjacent housing walls, in a further preferred embodiment of the rotary piston engine according to the invention, insulating rings are provided which are arranged between the carrier disc and the compressor / working piston are. For this purpose, it is advisable to manufacture the insulating rings from a material of low thermal conductivity, e.g. Aluminum titanate.

According to a particular embodiment of the rotary piston engine according to the invention balancing weights are attached to the carrier discs. With regard to the arrangement of the drive and motor shafts, two particularly preferred embodiments of the rotary piston engine according to the invention are proposed:

According to a first embodiment, it is provided that along each axis of rotation of the rotary piston engine, a single motor shaft is arranged, wherein the arranged on one of the motor shafts in the compressor plane and in the working plane compressor and working piston rotate in the same direction.

Alternatively, it is provided in a second embodiment of the rotary piston engine according to the invention that along each axis of rotation two mutually aligned motor shafts are arranged and one of the two aligned motor shafts carrying the at least one compressor piston, while the other of these motor shafts carries the at least one working piston. Here, the two motor shafts by means of a reversing gear engaged with each other, so that an opposite direction of rotation of the two motor shafts or an opposite direction of rotation of the arranged on a rotation axis compressor and piston is forced, the reversing gear drives a arranged between the compressor plane and the working plane drive shaft.

The two embodiments require or make possible different embodiments of the overflow channels extending between the compressor plane and the working plane:

According to the first embodiment of the rotary piston engine according to the invention are arranged between the arranged in the compressor plane compressor piston trains and in the Working plane arranged working piston paths preferably provided obliquely through a central engine block portion of the compressor plane extending in the working plane overflow.

Here, the overflow are formed in a special construction by form elements, wherein the compressor plane separating the plane of the work plane motor housing walls are provided with slots into which the mold elements are inserted. The mold elements according to the invention can have a respectively desired geometry and replace a difficult production of curved overflow wells or a complicated cast with lost shape.

In a further preferred embodiment of the transfer ports in relation to the first embodiment of the rotary piston engine according to the invention, it is provided that in each case an overflow channel leads from the arranged around the axis of rotation compressor piston inner wall to the arranged about the same axis of rotation working piston inner wall. By such a guide of the overflow axial shocks on the motor shafts or on the compressor / working piston can be prevented.

The motor housing wall slots together with the mold elements or the transfer channels introduced therein are curved in a preferred embodiment, wherein the transfer channels each outside the concave curvatures of the compressor / working piston inner walls, but preferably immediately adjacent to end portions of the concave curvatures in the compressor / Working piston tracks open. The overflow can be performed in this way without undesirable overlap of the piston paths of the compressor in the working plane. Also with regard to the first embodiment of the rotary piston engine according to the invention, it is provided that the inlet ports of the transfer ports are adjacent to a lower rail crossing region of the compressor piston paths, while output ports of the transfer ports are adjacent to an upper rail crossing region of the working piston tracks - or vice versa. Such an oblique course of

Overflow channels favor an optimal turbulence of the air / fuel mixture.

The arrangement of inlet and outlet openings of the transfer channels in the vicinity of end regions of the concave curvatures of the compressor / working piston inner walls, ie immediately adjacent to the web crossing regions, enables an actual reduction of the closing angle to approximately zero.

In connection with the already mentioned second embodiment of the rotary piston engine according to the invention a simplified and therefore advantageous in terms of manufacturing execution of the overflow is possible: Here, it is provided that in each case an overflow from the arranged around the axis of rotation compressor piston inner wall to the arranged about the same axis of rotation Arbeitskolbenbahn- Inner wall leads, the overflow are preferably designed as holes through the motor housing walls.

Also in this embodiment, it is provided in a preferred construction that the overflow channels each open outside the concave curvatures of the compressor / working piston inner walls, but preferably immediately adjacent to end portions of the concave curvatures in the compressor / piston working. By having both the entrance estuaries and the

Outlet ports of the transfer channels either to an upper

Bahnkreuzungsbereich or adjacent to a lower rail crossing region of the compressor or working piston tracks, a particularly simple, because straighter

Transfer of the compressed air / fuel mixture from the

Compressor level in the working plane or a shortening of the

Overflow and a concomitant increase in the flow volume can be made possible.

The motor shaft and drive shaft arrangement according to the second embodiment of the rotary piston engine according to the invention further brings with it the advantage of a more uniform load distribution. In addition, the motor housing can be dimensioned smaller due to the arranged between the motor shafts reversing gear, whereby a common lubrication of bearing elements and gears of the reversing gear can be done and therefore only a single oil chamber is provided.

In a possible with respect to the first embodiment as well as with respect to the second embodiment of the rotary engine according to the invention preferred design of the motor housing, it is provided that in an engine block portion of the motor housing to the compressor / working piston paths open recess is provided, in which one of an im Substantially rigid material manufactured distance insert is receivable, wherein the distance insert is pressed by a motor housing fastened to the housing cover in the recesses in a position adjacent to the compressor and working piston position and wherein between the housing cover and distance insert a the periphery of the distance insert overlapping elastic sealing element is arranged. In this way, the compressor and working piston paths are exactly limited by the distance inserts. Since the elastic sealing element overlaps the circumference of the distance insert, the elastic sealing element is pressed from the housing cover to the distance insert as well as to side surfaces of the motor housing. Without the providence of the distance insert according to the invention an exact fit between the compressor / working piston and serving as a piston-line boundary inner surface of the housing cover could be made difficult, since the necessary for pressure maintenance in the compressor and working piston sealing elements when put on the bolt elements Nuts would give way in an incalculable way. A possible too close approach of the inner surface of the housing cover to the guided in the compressor / piston pistons compressor / piston could namely lead to a rubbing of the compressor / piston on the housing cover. On the side of the working level or on the side of a second housing cover, the distance insert also performs the function of thermal insulation between the working piston paths and the uncooled second housing cover.

In order to achieve optimal enrichment and turbulence of the sucked into the engine housing air with fuel, each compressor piston path is associated with a fuel injector to the sucked air before entering the

Compressor piston tracks or directly in the

Compressor piston paths, preferably in the region of an opening into the compressor piston recesses suction, enrich with fuel.

In a preferred embodiment of the rotary piston engine according to the invention, each working piston path is a spark plug assigned, wherein the spark plugs are preferably arranged in the region of the outlet openings of the transfer channels or are held in openings which lead to the working piston paths.

By an ignition of the air / fuel mixture thus takes place directly in the working piston paths - and not in a arranged between the compressor and working plane combustion chamber according to the prior art, a more favorable flow behavior of the expanding air

/ Fuel mixture achieved. Due to the direct guidance of the overflow channels from the compressor to the working plane without the interposition of a separate combustion chamber, the compressed air / fuel mixture can thus not relax before the power stroke into a separate combustion chamber volume and a higher compression ratio is achieved.

In order to further optimize the rotary piston engine according to the invention, the compressor piston inner walls in a special construction, one or more recesses, which of a lying outside the web crossing region, the end portions of the concave curvature adjacent area of the compressor piston inner wall to the respective to the compressor piston inner wall adjacent concave curvature leads. In this way, a "dead" closing angle volume enclosed between the overflow channel inlet mouth and the end region of the concave curvature after the completion of the air / fuel compression is provided with a suitable expansion path in the region of the intersection, so that the piston movement is not slowed down and the "dead" closing angle volume, compressed air / fuel mixture used during the next Ansaugzyklus or from the subsequent Compressor piston bottom can be pushed into the compressor piston train and recompressed there.

In order to prevent a thermal expansion of the piston during operation of the rotary piston engine according to the invention, a simple and effective possibility for piston cooling is proposed. In this case, between the piston walls at least one of - preferably all - compressor / working piston provided any number of obliquely and / or curved ribs, these ribs are preferably arranged parallel to each other and distributed along the inner circumference of the piston walls and wherein between the ribs Passage channels are formed, which allow transport of a provided in the motor housing inlet opening sucked cooling air through the axial extent of the compressor / working piston.

In a preferred embodiment, the axial end portions of the ribs of the outside and the inside of the compressor / working piston bounding side surfaces are each spaced by a Distanzmaß, so so measured along the axis of rotation axial extent of the ribs is smaller than the axial extent of the compressor / working piston. In this way it is prevented that between the ribs and the piston trajectory delimiting

Walls form areas with stagnant cooling air or there is an unimpeded flow of cooling air through all

Passages ensured.

Preferably, both the working piston and the compressor piston are cooled by means of inventive rib arrangements or passage channels. Here, at least one passage opening is provided in the motor housing through which the Cooling air can be conveyed from at least one of the compressor / working piston tracks in the respective axially behind it (s) compressor / working piston track (s). In order to ensure that neither the fuel mixture compressed or expanding in the working piston tracks nor the fresh air guided in the compressor piston paths mix with the cooling air guided through the passage channels, the passage opening is preferably arranged within the web crossing region of two adjacent compressor / working piston paths.

In order to reduce the loss of leakage ("blow-by") of the rotary piston engine according to the invention as much as possible, it is advantageous to adjacent to the piston webs to be rotated, the piston trajectory limiting components (which are in the present embodiment to piston carrier discs or These notches, which are preferably arranged in the form of a plurality of staggered rows along the sealing regions, fluidize any laminar flow of the air-fuel mixture leaving the piston webs.

A further optimization of the rotary piston engine according to the invention is achieved by providing at least one indentation (communicating with the compressor / working piston tracks) on at least one of the inner walls of the compressor piston tracks or the working piston tracks in a region immediately adjacent to the concave curvature or the web crossing region. In this way, in the course of the piston rotation resulting suction and compression effects, which the rotational movement of the compressor / Counteract working piston, reduced or eliminated.

BRIEF DESCRIPTION OF THE FIGURES

The invention will now be explained in more detail with reference to two embodiments. Showing:

Fig.l a first embodiment of a rotary piston engine according to the invention in an oblique view with partially cut motor housing

2 shows a motor shaft drive shaft arrangement of the rotary piston engine according to the invention according to a first embodiment in exploded view Fig.3 a motor shaft drive shaft arrangement of the rotary piston engine according to the invention according to a first embodiment in combination

5 shows a compressor or working piston assembly including motor shaft according to a first embodiment of the rotary piston engine according to the invention in an oblique view

6 shows a rotor assembly including motor shaft according to a first embodiment of the rotary piston engine according to the invention in an oblique view

7 shows an operating shaft motor shaft drive shaft rotor arrangement of the rotary piston engine according to the invention according to a first embodiment in an oblique view. FIG. 8 shows an operating shaft motor shaft drive shaft rotor arrangement of the rotary piston engine according to the invention according to a first embodiment in plan view 9 shows a plan view of the invention

10 shows a motor housing according to a first embodiment of the rotary piston engine according to the invention in an oblique view. FIG. 10a shows a half-section illustration of the motor housing in the case of a vertical passage through the web crossing region

Schnittführung Fig.10b is an exploded view of the engine block section including inventive mold elements Fig.10c shown in Fig.10b components in the assembly

11 shows a motor housing of a first embodiment of the rotary piston engine according to the invention as shown in FIG. 10 in an isometric half-section view in horizontal direction

12 shows a motor housing of a first embodiment of the rotary piston engine according to the invention according to FIG. 10 in an isometric half-section view in vertical direction

incision

13 shows a motor housing together with flanged gear housing according to a first embodiment of the invention

Rotary piston engine in an oblique view Fig.14 an exploded view of the invention

Rotary piston engine in an oblique view

15 shows an exploded view of the rotary piston engine according to the invention in normal view

16 is a front view of a motor housing of the rotary piston engine according to the invention, including inserted

seals

Fig.17 is a schematic representation of the compressor level together with each stripping compressor piston to a

Time t = l Fig.18 is a schematic representation of the compressor level together with each stripping compressor piston to a

Time t = 2 19 is a schematic representation of the compressor level together with each stripping compressor piston to a

Time t = 3

Fig.20 is a schematic representation of the compressor level together with each stripping compressor piston to a

Time t = 4 Figure 21 shows two overflow channel forming mold elements according to a first embodiment of the invention

Circular piston engine in an oblique view Fig.22 two an overflow channel forming mold elements according to a first embodiment of the invention

Fig. 23 is a schematic representation of the compressor level including rotating compressor piston according to a first embodiment of the rotary piston engine according to the invention at a time T = I Fig.24 is a schematic representation of the working plane including rotating working piston according to a first

Embodiment of the rotary piston engine according to the invention at a time T = 2

25 shows a schematic representation of the compressor level including rotating compressor piston according to a first

Embodiment of the rotary piston engine according to the invention at a time T = 3 Fig.26 is a schematic representation of the working plane including rotating working piston according to a first

Embodiment of the rotary piston engine according to the invention at a time T = 4

Fig.27 shows a second embodiment of a rotary piston engine according to the invention in an oblique view with partially cut motor housing Fig.28 a compressor / working piston assembly together with motor shaft according to a second embodiment of Rotary piston engine according to the invention in isometric

Exploded view Fig.29 an assembled rotor assembly including motor shaft according to a second embodiment of the rotary piston engine according to the invention in normal view

30 shows a motor shaft drive shaft arrangement of the rotary piston engine according to the invention according to a second

Embodiment in exploded view

31 shows a motor shaft drive shaft arrangement of the rotary piston engine according to the invention according to a second

Embodiment in Compilation Fig. 32 is a plan view of the invention

Rotary piston engine in the second embodiment according to

Fig.25 including partially cut rotor assemblies Fig.33 a motor housing according to a second embodiment of the rotary piston engine according to the invention in

In the front, FIG. 34 shows a motor housing according to a second embodiment of the rotary piston engine according to the invention along section line B-B in FIG

35 shows a motor housing according to a second embodiment of the rotary piston engine according to the invention

Section line A-A in Fig.33

36 shows a motor housing according to a second embodiment of the rotary piston engine according to the invention in vertical

Halbschnittdarsteilung Fig.37 is an assembly view of a motor housing according to a second embodiment of the invention

Rotary piston motor insertable drive shaft with reversing gear in an oblique view

Fig.38 is an exploded view of a motor housing including

Housing covers according to a second embodiment of the rotary piston engine according to the invention in plan view 39 shows a motor housing according to a second embodiment of the rotary piston engine according to the invention in a horizontal

Cutting through the overflow channels

Fig.40 is a schematic representation of the compressor level including rotating compressor piston according to a second

41 is a schematic representation of the compressor level including rotating compressor piston according to a second embodiment of the rotary piston engine according to the invention at a time T = 2 Fig.42 is a schematic representation of the compressor level including rotating compressor piston according to a second

Embodiment of the rotary piston engine according to the invention at a time T = 3

43 is a schematic representation of the working plane including rotating working piston according to a second

Embodiment of the rotary piston engine according to the invention at a time T = I 'Fig.44 a schematic representation of the working plane including rotating working piston according to a second

Embodiment of the rotary piston engine according to the invention at a time T = 2 '

Fig.45 is a schematic representation of the working plane including rotating working piston according to a second

46 shows an enlarged representation of the web crossing region in the compressor plane. FIG. 47 shows a half-section view of the motor housing in the case of a vertically running through the web crossing region

Cutting guide including inventive recesses in the compressor piston inner walls Fig.48 is an isometric view of the working plane together

Spark plugs according to a first embodiment of the rotary piston engine according to the invention for

Ignition point or the time shown in Fig.49 the highest compression

Fig.49 is an isometric view of the compressor level together

Injection nozzles according to a first embodiment of the rotary piston engine according to the invention at the time of the highest compression or the ignition timing shown in Fig.48

Fig.50 is an isometric view of the working plane together

Spark plugs according to a second embodiment of the rotary piston engine according to the invention

Ignition point or at the time of the highest compression shown in Fig.51

Fig.51 is an isometric view of the compressor level including

Injection nozzles according to a second embodiment of the rotary piston engine according to the invention at the time of the highest compression or the ignition timing shown in Fig.50

52 shows a schematic representation of the thermal expansion of the motor housing based on the compressor level

FIG. 53 shows an alternative embodiment of a compressor

/ Working piston in a partial sectional view Fig.54 is an isometric sectional view of the rotary piston engine with an inventive arrangement for piston cooling

Fig.55 is a schematic representation of the motor housing isometric sectional view of a passage opening for piston cooling having motor housing Fig.56 is a perspective single view of the compressor shown in Figure 54 in the installed state compressor / piston Fig.57 a populated with compressor / working piston

Motor housing with an arrangement to reduce the blow-by loss

FIG. 58 is a sectional view of the compressor plane provided with indentations according to the invention

Time T = I Fig.59 is a sectional view of the inventive

Indentations provided compressor plane to one

Time T = 2 Fig.60 is a sectional view of the inventive

Indentations provided compressor plane to one

Time T = 3 Fig.61 is a sectional view of the inventive

Indentations provided working plane at a time T = I

Fig.62 is a sectional view of the inventive

Indentations provided working plane to one

Time T = 2

WAYS FOR CARRYING OUT THE INVENTION

Fig.l shows a first preferred embodiment of a rotary piston engine 1 according to the invention with two mounted in a motor housing 4 motor shafts 2 and 3, which are each rotatable about a rotational axis 14, 15 and drive a drive shaft 13 by means of a trained in the form of bevel gears gear unit 16.

The functional principle of the translator unit 16 produced between the motor shafts 2, 3 and the drive shaft 13 can be clearly seen on the basis of a plan view according to FIG. 2 or FIG. 3. FIG. 2 shows an exploded view of a motor shaft / drive shaft arrangement, wherein a hollow shaft piece 35 which can be pushed onto the drive shaft 13 can be seen, which in FIG its axial end portions with two pointing in diverging directions bevel gears 36, 37 is provided. The hollow shaft piece 35 has a plurality of radial bores 40 into which corresponding screw elements 41 can be inserted in order to fasten the hollow shaft piece 35 together with bevel gears 36, 37 to a fixing region 13a of the drive shaft 13. In this way, an undesired rotation of the bevel gears 36, 37 against a provided running direction 42 of the drive shaft 13 is prevented.

The motor shafts 2, 3 each have a mounting position of the drive shaft 13 assigning, polygonal motor shaft end portion 49 on which bevel gears 38, 39 can be placed. In order to enable a reliable fastening of the bevel gears 38, 39 to the motor shaft end portions 49, the bevel gears 38, 39 are provided with shafts 38 ', 39', each having an axial geometry corresponding to the geometry of the multi-edged motor shaft end portion 49 for receiving the Motor shaft end portion 49 have. As well as the hollow shaft piece 35 and the shanks 38 ', 39' of the bevel gears 38, 39 are provided with radial bores 50, in which screw 51 for fixing the bevel gears 38, 39 engage the motor shaft end 49. It is understood that both the fixing region 13a of the drive shaft 13 and the end regions 49 of the motor shafts 2, 3 are provided with receptacles (not shown) into which the screw elements 41, 51 can engage.

For storage of the motor shaft / drive shaft assembly in the motor housing 4, the drive shaft 13 on both sides of the bevel gears 36, 37 equipped with preferably designed as ball or cylindrical roller bearings bearing elements 45, while the motor shafts 2, 3 with directly to the ZOQO

Bevel gear shafts 38 ', 39' adjacent bearing elements 46 are provided. The bevel gears 36 and 38 and the bevel gears 37 and 39 are each arranged orthogonal to each other and engage in mounting position one another.

In an assembly view of the described

Motor shaft / drive shaft arrangement according to Figure 3 can be seen, as by means of the translator unit 16 constituent bevel gears 36, 37, 38, 39 an opposite direction of rotation of the first motor shaft second

(Direction 43) and the second motor shaft. 3

(Direction 44) is forced at synchronous speed of the motor shafts 2, 3.

In each case two pistons according to the invention are mounted on each of the motor shafts 2, 3, namely a compressor piston 7 and a working piston 8. The compressor piston 7 and the working piston 8 have an identical geometry according to FIG. 4: The compressor and working pistons 7, 8 according to the invention essentially circular-arc-shaped or annular segment-shaped and have a concentric to the respective axis of rotation 14, 15 extending inside 17a, 18a and concentric with the respective axis of rotation 14, 15 extending outside 17b, 18b, wherein the outer sides 17b, 18b and the inner sides 17a, 18a are bounded or interconnected by concave piston bottoms 34. At the piston bottoms 34 sealing edges 63 are provided.

The compressing and working pistons 7, 8, which are described in more detail below with regard to their offset position, are manufactured in a preferred embodiment in lightweight construction and have webs 52, which form the inside 17a, 18a and the outside 17b, 18b Connecting piston walls 54, 55 together. Between the webs 52 and between the piston walls 54, 55 cavities 53 are formed.

The compressor or working piston 7, 8 are provided in the region of the webs 52 with parallel to the axes of rotation 14, 15 projecting threaded bolt 23 which are screwed with nuts 24. The threaded bolts 23 serve to fasten the compressor or working pistons 7, 8 to associated carrier disks 5, 6, which in turn are fastened to the motor shaft 2, 3 (see FIG. 6). The motor shafts 2, 3 are provided for the purpose of a solid connection with the carrier discs 5, 6 with in Fig.5 apparent polygonal wave regions 56 and 57. The carrier disks 5, 6 have polygonal openings 100, 101 corresponding to these polygonal shaft areas 56, 57, which have an interference fit to the shaft areas 56, 57 (see also an exploded view of the rotary piston engine 1 according to FIG. 14). The in the present conical gear 38, 39 opposite end portion of the motor shaft 2, 3 arranged first polygonal shaft portion 56 is formed in the present embodiment as a slotted shaft jaw 98, which is provided with an axial threaded hole 98a for receiving a clamping screw 99. The clamping screw 99 v / eist a to the threaded hole 98 a of the slotted shaft jaw 98 corresponding conical threaded shaft 99 a, as shown in Figure 5.

An assembly referred to below as a rotor assembly 58 for fastening the compressor or working pistons 7, 8 to the motor shafts 2, 3 further comprises insulating rings 21 which are attached to the threaded bolts 23 before attachment of the carrier disks 5, 6 become (Fig.6). The insulating rings 21 are intended to prevent heating of the uncooled carrier disks 5, 6 and associated unwanted expansions or pressing of the compressor / power pistons 7, 8 on adjacent housing walls. For this purpose, it is recommended to manufacture the insulating rings 21 from a material with low thermal conductivity, for example aluminum titanate. As can be seen in FIG. 6, the carrier disks 5, 6 project beyond the inner sides 17a, 18a of the compressor / power pistons 7, 8 or the inner piston walls 54 with their outer diameter in order to form a tear-resistant connection between the compressor / power pistons 7, 8 and to allow the carrier discs 5, 6. After screwing the carrier discs 5, 6 together with the insulating rings 21 by means of the nuts 24 to the projecting threaded bolt 23 balancing weights 22 are screwed with screws 25 to the support plates 5, 6.

Such rotor assemblies 58 are (in blanking of the motor housing 4) shown in Figures 7 and 8 in an assembly position, wherein at the rotatable about the first axis of rotation 14 first shaft 2 a at a first

Compressor piston carrier plate 5a fastened first

Compressor piston 7a and a lying behind it in the axial direction, attached to a first working-piston carrier disc 6a first piston 8a are arranged. Parallel to this rotor or shaft arrangement, a second compressor piston 7b attached to a second compressor piston carrier disk 5b and a second compressor piston 6b mounted behind it in the axial direction are fastened to the second shaft 3 rotatable about the second axis of rotation 15b second piston 8b arranged. FIG. 9 shows the shaft arrangement according to FIG. 7 or FIG. 8 in a state installed in the motor housing 4, this illustration being a horizontal section through the motor housing 4 according to FIG.

The pre-assembled in the manner described above rotor assemblies 58 are inserted from the working plane 10 corresponding side of the motor housing 4 on the already used together with the track bearings 59, 60 in the engine block section 4a motor shafts 2, 3, until the working piston carrier plates 6a, 6b in FIG .3 visible stop portion 129 of the motor shafts 2, 3 contact. In this position, the polygonal openings 101 of the support plates 6a, 6b enclose the likewise polygonal slotted shaft jaws 98. The support plates 6a, 6b are now fixed together with the associated rotor arrangements 58 to the slotted shaft jaws 98, by the already mentioned clamping screws 99 into the axial threaded bores 98a of the slotted shaft jaws 98 are screwed. The screwing of a conical threaded shaft 99a of the clamping screw 99 in the slotted shaft jaw 98 with the result that segments of the slotted shaft jaw 98 pressed against the polygonal opening 101 of the support plates 6a, 6b and the rotor assembly 58 is thereby accurately fixed to the motor shaft 2, 3.

On the opposite side of the motor housing 4 or on the compressor side, the compressor piston carrier disks 5a, 5b together with the associated rotor arrangements 58 are placed on the motor shafts 2, 3, which are not yet equipped with the bevel wheels 38, 39. The compressor piston carrier disks 5a, 5b each have a slotted rotor shaft 102 which can be pushed onto the polygonal shaft regions 57. After the polygonal Openings 100 of the rotor shafts 102 which enclose the polygonal shaft regions 57 shown in FIG. 3 are screwed onto the threaded sections 94 of the motor shafts 2, 3 in FIG. 14 (top left). The union nuts 103 each have a conical opening and thereby press the individual segments of the slotted rotor shafts 102 to corresponding side surfaces of the polygonal shaft regions 57. The compressor piston carrier disks 5a, 5b together with the associated rotor assemblies 58 are thus accurately fitting to the motor shafts 2, 3 fixed.

The motor housing 4 shown in FIGS. 10-12 alone, ie without rotor or shaft arrangements, has a motor block section 4a and a peripheral housing section 4b. The engine block section 4a and the peripheral housing section 4b are each manufactured separately by the malleable casting process and are machined. Subsequently, the peripheral housing portion 4b is pushed over the engine block portion 4a and welded thereto. Side surfaces 107, 108 of the motor housing 4 are ground flat, so that finally a uniform motor housing 4, as shown in Figures 10-12 results.

The motor housing 4 accommodates a compressor plane 9 and a working plane 10 separated therefrom by motor housing walls 67. A "compressor plane" is understood to mean a system of compressor piston lanes IIa, IIb, while the term "working plane" denotes a system of working piston lanes 12a, 12b. With the compressor and working planes 9, 10 illustrated schematically in FIGS. 1, 11 and 9, therefore, non-geometric planes are defined in the strict sense, but in each case by the compressor. or working planes 9, 10 cut, formed by compressor and working piston paths IIa, IIb 12a, 12b channel systems in which an air / fuel mixture is compressed and expanded.

In a half-sectional view of the motor housing 4 according to FIG. 11, the compressor piston paths IIa, IIb provided for receiving the compressor pistons 7a, 7b and the working piston tracks 12a, 12b provided for receiving the power pistons 8a, 8b are clearly visible. The compressor piston webs IIa, IIb and the working piston webs 12a, 12b are each arranged rotationally symmetrical about the axes of rotation 14, 15 and in the present exemplary embodiment have an identical annular-ring-shaped geometry. In this case, a width of the compressor and working piston paths IIa, IIb 12a, 12b measured radially relative to the axes of rotation 14, 15 (taking into account a corresponding fit) corresponds essentially to a cross-sectional width of the compressor and power pistons 7a which is likewise measured radially to the rotational axes 14, 15. 7b 8a, 8b, in particular a radially to the axes of rotation 14, 15 measured width of the piston heads 34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d'.

The compressor plane 9 is arranged parallel to the working plane 10 or the first compressor piston path IIa is arranged parallel to the first working piston path 12a and the second compressor piston path IIb parallel to the second working piston path 12b, the compressor piston paths IIa and IIb and the working piston paths 12a and 12b in a web crossing region 62, 62 'merge into each other. As can be seen in FIG. 16, therefore, overlapping or communicating with one another results in the adjacent compressor piston paths IIa, IIb and the working piston paths 12a, 12b each have a figure-of-eight shape of the first and second compressor or working piston paths IIa, IIb arranged in the compressor and working planes 9, 10,

12a, 12b. FIG. 16 shows a frontal view of the compressor piston paths IIa and IIb, but FIGS

(Behind arranged) working piston tracks 12a and 12b an analogous course as in Fig.16 based on

Compressor piston lines IIa and IIb shown on.

16, the compressor or working piston outer wall 19b, 19b ', 20b, 20b' merge into one another, while the compressor or working piston inner walls 19a, 19a ', 20a, 20a' are each closed (This is particularly evident in Figures 10 and 11). The compressor / Arbeitskolbenbahn- inner walls 19a, 19a ', 20a, 20a' have in the web crossing regions 62, 62 'in each case a concave curvature 64, 65 on. According to the present figures, an upper track crossing area 62 and a lower track crossing area 62 'are differentiated from each other in the following.

The engine block portion 4a of the motor housing 4 is provided along the two axes of rotation 14, 15 with holes 95 through which the motor shafts 2, 3 are passed during assembly. Adjacent to the holes 95, two conical bearing seats 90, 91 are provided, which have a press fit to in Fig.8 apparent, attached to the motor shafts 2, 3 track bearings 59, 60 have. The thrust bearings 59, 60 are designed in the present example as a tapered roller bearing and as such suitable to accommodate high radial and Achsschublasten.

In the region of the two holes 95, an opening 111 is provided in each case, which in one to a Longitudinal view through the motor housing 4 as shown in FIG 12 apparent central oil chamber 113 leads. Immediately adjacent to the bearing blocks 90, 91 provided in the engine block section 4a, lubrication openings 110 are also provided in the housing walls 67, which also lead to the central oil chamber 113 and serve to lubricate the track bearings 59, 60 (FIG. 11).

The central oil chamber 113 can be filled with oil via an oil filling opening 28 (FIG. 12). In the oil filling 28, a Ölraumverschlussschraube 29 shown in Fig.l including an oil level measuring rod 97 is inserted.

In order to close the central oil chamber 113, an oil chamber closure plate 143 including an oil drain plug 145 is arranged on the underside of the motor housing 4, as can be seen in a representation of a second embodiment of the motor housing according to FIG.

To realize an oil lubrication, it is on the one hand possible to provide a splash lubrication, with an oil level of the central oil chamber 113 must be performed up to the lubricating holes 110 and up to the openings 111. Alternatively, a spray lubrication be provided, at the bottom of the central oil chamber 113 and the motor housing 4, one or more capsule pumps are arranged, which swirl oil in a defined radius (not shown).

In addition to the oil filling opening 28, a cooling water inlet 106 shown in FIG. 10 is provided which leads to a cooling water jacket 112 adjacent to the compressor piston paths IIa, IIb and to the working piston paths 12a, 12b in FIGS. 9 and 11. The motor housing 4 also has a corresponding, in a cooling water outlet 106a arranged on a bottom region (FIG. 16).

As can be seen in FIGS. 11 and 12, continuous slots 68, 69 are provided in the motor housing walls 67 of the engine block section 4a separating the compressor plane 9 from the working plane 10. These slots 68, 69 are curved and provided for receiving form elements 32, 33 shown in FIGS. 21 and 22. The shaped elements 32, 33, which are likewise curved in accordance with the course of curvature of the slots 68, 69, serve to form overflow channels 70, 71 which respectively lead from the compressor piston paths IIa, IIb to the working piston paths 12a, 12b. The shaped elements 32, 33 are chamfered on their mutually facing sides 32a, 33a, wherein the overflow channels 70, 71 are formed in each case by distances between these mutually facing sides 32a, 33a (see a schematic representation according to FIG. 22). In this case, the mutually facing sides 32a, 33a of the shaped elements 32, 33 can be profiled or rugged in order to effect a particularly good mixing of a passing air / fuel mixture (not shown).

In the present exemplary embodiment, a first overflow channel 70 formed by a first pair of mold elements 32, 33 leads from the compressor piston inner wall 19a lying in the compressor plane 9 to the working piston inner wall 20a lying in the working plane 10, while a second pair of mold elements 32 through the second , 33 formed second overflow 71 from the lying in the compressor plane 9 compressor piston inner wall 19a 'to the lying in the working plane 10 working piston inner wall 20a' leads. Since the slots 68, 69 and the mold elements 32, 33 are curved, the overflow channels 70, 71 both curved and (viewed relative to the axes of rotation 14, 15) obliquely or diagonally through the provided in the housing walls 67 slots 68th , 69. The formed by the first pair of mold elements 32, 33 first transfer passage 70 thus extends obliquely through the first slot 68 and has an inlet mouth 70a in the compressor piston inner wall 19a and an output port 70b in the working piston inner wall 20a, during the formed by the second pair of mold elements 32, 33 second overflow 71 extends obliquely through the second slot 69 and an inlet mouth 71a in the compressor piston inner wall 19a 'and an output port 71b in the working piston inner wall 20a' has. In the oblique view according to FIG. 10, in this case such an outlet opening 71b opening into the working plane 10 can be seen.

The overflow channels 70 and 71 thus run without detour in direct guidance from the compressor plane 9 into the working plane 10 or from the compressor piston paths IIa, IIb to the working piston paths 12a, 12b.

For a better understanding of the spatially curved course of the overflow channels 70 and 71, FIG. 10a shows a half-section illustration of the motor housing 4 with a sectional view running vertically through the web crossing regions 62, 62. The perspective according to FIG. 10a shows only the second overflow channel 71, the course of the first overflow channel 70 being mirrored about the sectional plane (see also FIG. 10b). Fig. 10b shows an exploded view of one with two

Form element pairs 32, 33 equipped motor housing 4 in a relation to the motor housing illustration in Fig.10 back

View, wherein only the understanding of the transfer channels 70, 71 essential portions of

Motor block portion 4a can be seen while the peripheral housing portion 4b is hidden.

10c shows an assembly of the components exploded in FIG. 10b, wherein the overflow channels 70, 71 constituted by the inserted pairs of molded elements 32, 33 are shown by dashed lines.

FIGS. 10a-c further show how the transfer ports 70, 71, with their inlet ports 70a, 71a and their outlet ports 70b, 71b, respectively, extend beyond the concave convexities 64, 65 of the compressor / power piston track.

Inner walls 19a, 19a ', 20a, 20a', but preferably directly adjacent end portions 64a, 64b, 65a, 65b of the concave vaults 64, 65 in the compressor or

Working piston paths IIa, IIb, 12a, 12b open.

The curved course of the transfer passages 70, 71 is required so as not to cut the compressor piston tracks IIa, IIb, 12a, 12b in an area which is unsuitable for expansion of the air / fuel mixture. The oblique guidance of the overflow channels 70, 71 caused by the bevelled form elements 32, 33 proves to be advantageous with regard to the flow profile of a compressed or expanded air / fuel mixture, since a direct guidance of the overflow channels 70, 71 in a straight line from the compressor piston paths IIa, IIb to the respectively behind arranged working piston paths 12a, 12b during ignition of the air / fuel mixture to strong axial Impacts on the compressor and piston 7a, 7b, 8a, 8b and their bearings and a restless running of the motor shafts 2, 3 would lead. In such a straight design of the transfer channels 70, 71 would also have the compressor and piston 7a, 7b, 8a, 8b provided at those the mouths of the transfer ports 70, 71 facing sides with continuous walls, which, however, heat up by the fuel combustion and in would discard the consequence of a longitudinal expansion caused by this heating.

The mold elements 32, 33 are provided with plate-shaped closure elements 115, 116 which serve to seal the areas of the thrust bearings 59, 60 which communicate with the central oil space 113. As can be seen in FIG. 10b, the plate-shaped closure elements 115, 116 each have a shank portion 115a, 116a and a centric opening 117 for receiving the motor shafts 2, 3. The closure elements 115, 116 are either made in one piece with the form elements 32, 33, but may also be designed as separate components. In the latter embodiment, the mold elements 32, 33 buried in the slots 68, 69 could e.g. be attached from the side of the central oil chamber 113 with screws.

The engine block section 4a has corresponding recesses 118, which can be seen in FIG. 11, for receiving the form elements 32, 33 or for receiving the closure elements 115, 116. The recesses 118 are provided with threaded bores 109, which are in alignment with the slots 68, 69 position of the mold elements 32, 33 with through holes in the closure elements 115, 116, so that the closure elements 115, 116 apparent means in Fig.9 Screw members 105 can be fixed in the recesses 118 of the engine block section 4a. Before inserting the closure elements 115, 116 into the recesses 118, visible seals 104 are inserted into the recesses 118 in FIG. 16, which seals the central oil space 113 against oil loss and the compressor or working piston paths IIa, IIb, 12a, 12b Protect compression loss.

The inlet ports 70a, 71a and the outlet ports 70b, 71b of the transfer ports 70, 71 may be provided with labyrinth seals. Such labyrinth seals may e.g. be designed as on the piston-rail inner walls 19a, 19a ', 20a, 20a' provided around the input / output ports 70a, 70b, 71a, 71b extending groove-shaped recesses (not shown). The groove-shaped depressions in this case preferably run concentrically with the openings formed by the inlet / outlet openings 70a, 70b, 71a, 71b.

Adjoining the housing surfaces 107, 108 of the motor housing 4 provided with bolt elements 79 are each a housing cover 80a, 80b. The housing covers 80a, 80b are provided with bores 78 for receiving the bolt elements 79, wherein the bolt elements 79 can be screwed by means of nuts 84 after a successful placement of the housing covers 80a, 80b and thereby the housing covers 80a, 80b can be fixed to the motor housing 4.

The housing covers 80a, 80b do not directly adjoin the compressor or working piston paths IIa, IIb, 12a, 12b.

According to Fig.l or Fig.9 it can be seen that the

Motor block portion 4 a of the motor housing 4 a to the

Compressor piston lines IIa, IIb and one to the

Working piston tracks 12a, 12b towards open recess 81st in which a distance insert 82 made of a substantially rigid material can be inserted. The substantially spectacle-shaped spacer inserts 82 are clearly visible in the exploded view according to FIG. The compressor and working piston paths IIa, IIb, 12a, 12b are thus exactly bounded by the spacer inserts 82, wherein an elastic sealing element 83 is arranged between the housing cover 80a, 80b and the rigid spacer insert 82. Since the elastic sealing element 83 overlaps the circumference of the distance insert 82, the elastic sealing element 83 is pressed by the housing cover 80a, 80b against the spacer insert 82 as well as on the side surfaces 107, 108 of the motor housing 4.

Without the provision of the rigid spacer insert 82, an accurate fit between the compressor / power pistons 7a, 7b, 8a, 8b and an inner surface of the housing cover 80a, 80b serving as a piston path boundary would be difficult to produce because of maintaining the compressor - And working piston paths IIa, IIb, 12a, 12b necessary sealing element 83 would yield when tightening the attached to the bolt elements 79 nuts 84 in an incalculable manner. A possible too close approach of the inner surface of the housing cover 80a, 80b to the compressor / working piston paths IIa, IIb, 12a, 12b led compressor / piston 7a, 7b, 8a, 8b could in this case to a driving of the compressor / Working piston 7a, 7b, 8a, 8b on the housing cover 80a, 80b lead.

By contrast, provision of the rigid spacer insert 82 ensures an exact fit to the compressor / power pistons 7a, 7b, 8a, 8b. On the side of the working level 10 or on the side of the second housing cover 80b, the distance insert 82 also performs the function of thermal insulation between the working piston paths 12a, 12b and the uncooled second housing cover 80b. The spacer inserts 82 are therefore made of a material with low thermal conductivity, eg aluminum titanate.

The first housing cover 80a has an intake opening 30 which can be seen in FIG. 13, while the second housing cover 80b is provided with an exhaust opening 31 which can be seen in FIG. In the upper web crossing region 62, the suction opening 30 opens into the compressor plane 9 or into the compressor piston webs IIa, IIb, while the exhaust port 31 in the lower web crossing region 62 'opens into the working plane 10 or into the working piston webs 12a, 12b.

13, it can further be seen that the first housing cover 80a is provided with two recesses 119, through which fuel injection nozzles 27a, 27b opening into the compressor piston paths IIa, IIb protrude. Likewise, the second housing cover 80b has two further recesses 120, through which protrude into the working piston paths 12a, 12b spark plugs 26a, 26b project, as shown in Fig.14 bottom right. The rotary piston engine 1 according to the invention is therefore an engine operating with internal and intermittent combustion.

As can be seen in FIG. 13, a gear housing 85 adjoins the first housing cover 80a. The gear housing 85 has a flange portion 85a, which is screwed with the interposition of a sealing element 146 by means of screws 88 on the first housing cover 80a. Previously, the drive shaft 13 is pushed through in Fig.9 apparent bushings 47 of the gear housing 85 and the bevel gears 36, 37 carrying hollow shaft piece 35 in the manner already described on the figures 2 and 3 on the Drive shaft 13 attached. Now the bearing elements 45 are pushed together with shaft seals in the bearing bushes 47 of the gear housing 85 and fixed with screw caps 147 in the position shown in Figure 9.

Before screwing the gear housing 85 together with the drive shaft arrangement held therein to the motor housing 4 or to the first housing cover 80a - ie before engagement of the mounted on the motor shafts 2, 3 bevel gears 38, 39 with the bevel gears 36 37 of the drive shaft 13 - is the position of sitting on the motor shafts 2, 3 Verdichterbzw. Working piston 7a, 7b, 8a, 8b to each other by means of a (not shown) template determined. Such a template may for example consist of a studded plate, which fit into corresponding holes of the rotor assemblies 58.

As can be seen in FIG. 1 and FIG. 13, an oil chamber closing element 77 including an oil level measuring rod 97 is also inserted into the gear housing 85.

FIGS. 17-20 show a section through the compressor plane 9 of the engine block section 4a fitted with compressor pistons 7a, 7b during four consecutive times t = 1, t = 2, t = 3 and t = 4. Again, these views can be applied analogously to the working plane 10, i. for the course of the working piston tracks 12a and 12b or for the interaction of the working piston 8a, 8b are thought.

It can be seen here that the compressor piston inner sides 17a, 17a 'are respectively guided along the associated compressor piston inner web walls 19a, 19a', while the compressor piston outer sides 17b, 17b 'respectively along the associated Verdichterkolbenbahn outer walls 19b, 19b 'are performed. Similarly, the working piston inner sides 18a, 18a 'each along the Arbeitskolbenbahn- inner walls 20a, 20a' out while the working piston outer sides 18b, 18b 'each along the Arbeitskolbenbahn- outer walls 20b, 20b' are guided (see also a sectional view of Working plane 10 according to Fig. 24).

According to FIGS. 10 and 16 already described, the compressor / working piston web inner walls 19a, 19a ', 20a, 20a' in the web crossing region 62, 62 'each have a concave curvature 64, 65. With reference to FIGS. 17-20, it can now be seen how the geometry of the concave curvatures 64, 65 provided in the web crossing region 62, 62 'at the compressor / working piston web inner walls 19a, 19a', 20a, 20a 'comes about (constructively):

The engagement of the first compressor piston 7a with the compressor piston inner wall 19a 'associated with the opposite second compressor piston 7b results in the first concave camber 64, while the second piston 7b is associated with the second compressor piston 7b in the compressor piston inner wall 19a associated with the first compressor piston 7a concave curvature 65 results. Similarly, by engaging the first working piston 8a in the opposed second working piston 8b associated Arbeitskolbenbahn inner wall 20a 'results in a first concave curvature 64, while by the intervention of the second working piston 8b in the first working piston 8a associated working piston inner wall 20a gives a second concave curvature 65 (see Fig.24 and Fig.26).

In other words, the concave bulges 64, 65 result in each case by the subtraction of an imaginary one Volume intersection between the rotationally symmetrical about a rotational axis 14, 15 arranged compressor / working piston outer wall 19b, 19b ', 20b, 20b' and the rotationally symmetrical about the respective opposite axis of rotation 14, 15 arranged compressor / Arbeitskolbenbahn- inner wall 19a, 19a ' , 20a, 20a '.

Furthermore, it can be seen from FIGS. 17-20 how the concave curvature of the piston bottoms 34a, 34b, 34c, 34d results:

As already mentioned in the introduction, a sealing edge 63a, 63b, 63c, 63d according to the invention is provided on the piston bottoms 34a, 34b, 34c, 34d, the compressor pistons 7a, 7b in the region of the compressor piston outer sides 17b, 17b '. The curvature of the piston bottoms 34a, 34b, 34c, 34d corresponds to the course of a cycloid-shaped rolling curve, which the sealing edge 63a, 63b, 63c, 63d of a about the axis of rotation 14, 15 rotating compressor piston 7a, 7b in the web crossing region 62, 62 'on the piston head 34a , 34b, 34c, 34d or on the radial cross section of the opposite direction of rotation about the respective opposite rotational axis 14, 15 rotating, lying in the common compressor plane 9 compressor piston 7a, 7b, 8a, 8b draws.

Analogously, a sealing edge 63a ', 63b', 63c ', 63d' is provided on the piston bottoms 34a ', 34b', 34c ', 34d' of the working pistons 8a, 8b in the region of the working piston outer sides 18b, 18b ' Curvature of the piston heads 34a ', 34b', 34c ', 34d' corresponds to the course of a cycloid-shaped rolling curve, which the sealing edge 63a ', 63b', 63c ', 63d' of a rotating about the rotation axis 14, 15 working piston 8a, 8b in the web crossing region 62nd , 62 'on the piston head 34a', 34b ', 34c ', 34d' or on the radial cross section of the opposite direction of rotation about the respective opposite rotational axis 14, 15 rotating, lying in the common working plane 10 working piston 8a, 8b records (see also Figures 24 and 26).

The representational rolling curves thus correspond, viewed from one of the axes of rotation 14, 15 of the motor shafts 2, 3 following viewing direction, each extended cycloids.

With regard to the directions of travel 43, 44, the piston bottoms 34a and 34c located in the compressor plane 9 and the piston bottoms 34a 'and 34c' of the compressor or working pistons 7a, 7b, 8a, 8b located in the working plane 10 are each referred to as "front". Designated piston bottoms, while located in the compressor plane 9 piston bottoms 34b and 34d and located in the working plane 10 piston bottoms 34b 'and 34d' of the compressor or piston 7a, 7b, 8a, 8b are each referred to as "rear" piston crowns.

The compressor / working pistons 7a, 7b, 8a, 8b located in a common compressor / working plane 9, 10 are arranged in a position about their respective axis of rotation 14, 15, in which the sealing edge 63a, 63b, 63c, 63d, 63a ' , 63b ', 63c', 63d 'of the one compressor / piston 7a, 7b, 8a, 8b while passing the web crossing regions 62, 62' continuously the piston crown 34a, 34b, 34c, 34d, 34a ', 34b', 34c ' , 34d 'of the respective opposite compressor / working piston 7a, 7b, 8a, 8b strips. In FIGS. 17-20, this shows schematically how the sealing edge 63b of the first compressor piston 7a rotating in the direction of rotation 43 (clockwise in FIG. 17) defines the piston crown 34c of the second compressor piston rotating in the direction 44 (counterclockwise in FIG 7b in the according to Fig.17 upper rail crossing region 62 'strikes. If one continues the illustrated cycle of motion, the piston bottom 34b of the first compressor piston 7a would next be stripped off the sealing edge 63c of the second compressor piston 7b. With continued rotation of the compressor pistons by 180 ° and the piston bottoms 34a, 34d entering the upper rail crossing region 62, the sealing edge 63d of the second compressor piston 7b would strip the piston head 34a of the first compressor piston 7a, followed by stripping the piston crown 34d of the piston second compressor piston 7b through the sealing edge 63a of the first compressor piston 7a.

It should be noted that the term "stripping" of the piston crowns 34 in the present context is understood merely as conveying the air / fuel mixture compressed or expanded in the compressor and working piston webs IIa, IIb, 12a, 12b and does not directly contact the piston bottoms 34 On the other hand, the compressor pistons 7a, 7b arranged in the compressor plane 9 and the working pistons 8a, 8b arranged in the working plane 10 always slide close to each other during their rotational movement without rubbing against each other. 63c, 63d, 63a ', 63b', 63c ', 63d' past the associated piston bottoms 34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d', in this way rolling friction between the Compressor piston 7a, 7b or between the working piston 8a, 8b are avoided.

During the rotational movement of the compressor / power piston 7a, 7b, 8a, 8b is a between the sealing edge 63a, 63b, 63c, 63d, 63a ', 63b', 63c ', 63d' of a compressor / working piston 7a, 7b, 8a , 8b and the piston head 34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d' of the respective opposite compressor / working piston 7a, 7b, 8a, 8b measured game of maximum 2/10 mm, preferably a game <1/10 mm provided. Even in the event that the designated game should be 4/10 mm, there is still a sufficient sealing effect. Generally speaking, the designated sealing edge clearance is less than or equal to one between the compressor / power piston 7a, 7b, 8a, 8b and those portions of the motor housing 4 and the Verdichterbzw. Working piston paths IIa, IIb, 12a, 12b, along which the compressor / working pistons 7a, 7b, 8a, 8b are guided during their rotational movement.

It is also clear from FIGS. 17-20 that the problem known in rotary piston engines according to the prior art of sealing the compressor or working piston webs IIa, IIb, 12a, 12b by the design of the compressor or working piston webs IIa, IIb 12a, 12b according to the present invention is achieved in a simple manner: Since the compressor or working piston outer sides 17b, 17b ', 18b, 18b' not only along the associated compressor or working piston outer walls 19b, 19b ', 20b , 20b 'are performed with a tight fit, but due to the provision of the above-described concave vaults 64, 65 on the compressor or Arbeitskolben- Innnenwandungen 19a, 19a', 20a, 20a 'in the previously critical, for a compression or Expansion of the air / fuel mixture relevant track intersection regions 62, 62 'receive a sealing guide surface, compression losses can be safely avoided. In other words, the course of the compressor or working piston outer walls 19b, 19b ', 20b, 20b' (interrupted by the web crossing regions 62, 62 ') is limited by the pressure on the compressor or working piston inner walls 19a, 19a', 20a, 20a 'arranged concave vaults 64, 65 in one of the Overflow channels 70, 71 or continued to the input and output ports 70a, 70b, 71a, 71b immediately adjacent area, there are no sealing problems between the rotating compressor or piston 7a, 7b, 8a, 8b. On the providence of the circumference of the Verdichterbzw. Working piston 7a, 7b, 8a, 8b arranged, wear-prone sealing rings including complicated backstops according to the prior art can therefore be dispensed with.

It can also be seen from FIGS. 17-20 that a closing angle volume formed between the piston head 34c, the compressor piston outer side 17b and the compressor piston inner wall 19a 'can be reduced approximately to zero or at least kept negligible (see in particular FIG. 19).

The fact that a possible thermal expansion of the motor housing 4 during engine operation does not lead to any problems with regard to tightness and collision of the compressor and power pistons 7a, 7b, 8a, 8b can be seen from FIG. 52: A tangent 151 is marked on the front piston bottom 34c of FIG second compressor piston 7b, which is currently swept off the sealing edge 63b of the first compressor piston 7a. Even with a (negligible by the way) expansion of the motor housing 4 in the directions 149, 150 there is no risk of collision of the sealing edge 63b of the first compressor piston 7a with the piston head 34c of the second compressor piston 7b, as held in the compressor piston paths IIa, IIb Compressor piston 7a, 7b, the expansion direction 149, 150 of the motor housing 4 following, along the displacement directions 149a, 150a and along the tangent 151 (in the thousandths of a millimeter range) move apart, while still a sufficient Sealing effect between the sealing edge 63b and the piston head 34c remains. The representation according to FIG. 52 also applies analogously to the expansion processes taking place in the working plane 10.

The working principle of the rotary piston engine 1 according to the invention according to a first embodiment is made clear with reference to FIGS. 23-26. FIG. 23 shows a section through the compressor plane 9 of the engine block section 4 a equipped with compressor pistons 7 a, 7 b at a time T = I, while FIG. 24 shows a section through the working plane 10 behind the compressor plane 9 at a point in time T = 2. The first compressor piston 7a as well as the first working piston 8a seated on the same motor shaft 2 rotate in the direction of travel 43, ie in the clockwise direction according to the present figures. By contrast, the second compressor piston 7b and the second working piston 8b seated on the same motor shaft 3 rotate in the direction of travel 44, ie in the counterclockwise direction according to the present figures.

As already discussed, the compressor piston webs IIa, IIb and the working piston webs 12a, 12b intersect in an upper and a lower web crossing region 62, 62 '. Immediately adjacent to the lower web crossing region 62 'or to the end regions 64a, 65a of the concave curvatures 64, 65, a first inlet mouth 70a of the first overflow channel 70 and a second inlet mouth 71a of the second overflow channel 71 are arranged. The spatial progression of the overflow channels 70, 71 can not be directly recognized on the basis of the two-dimensional image in FIGS. 23-26, but can be understood from the profile of the slots 68, 69 sheltering the mold elements 32, 33. As the overflow channels 70, 71 show the beveled geometry of the mold elements 32, 33 extend substantially at an angle of 45 ° relative to the axis of rotation 14, 15 of the compressor plane 9 in the working plane 10, the first overflow channel 70 opens with a first output port 70b apparent in Fig. 24 immediately adjacent to in the working plane 10 located upper rail crossing region 62 and the end region 65b of the concave curvatures 65 of the working piston inner wall 20a.

Equivalent to this, the second overflow channel 71 opens with a second outlet mouth 71b visible in FIG. 24 immediately adjacent to the upper rail crossing region 62 located in the working plane 10 or to the end region 64b of the concave curves 64 of the working piston inner wall 20a '.

The edges of the inlet and outlet mouths 70a, 70b, 71a, 71b of the overflow channels 70, 71 are in a preferred embodiment each 2-5 mm from the end portions 64a, 64b, 65a, 65b of the concave vaults 64, 65 distanced.

In FIG. 23, it can further be seen that the intake opening 30 is arranged in the area of the upper rail crossing region 62 situated in the compressor plane 9, while the inlet openings 70a, 71a of the overflow ducts 70, 71 are arranged opposite thereto, namely on both sides of the lower rail crossing region 62 '.

In FIG. 24 it can be seen that the exhaust opening 31 is also located opposite the outlet openings 70b, 71b arranged on both sides of the upper track crossing area 62, namely in the area of the lower track crossing area 62 'located in the working plane 10. The fuel injection nozzles 27a, 27b, which are located in the compressor plane 9 and are not shown in FIGS. 48 and 49, are arranged adjacent to the intake opening 30 and point in the direction of one of the compressor piston paths IIa and IIb.

The spark plugs 26a, 26b, which are also located in the working plane 10 and are also visible in FIGS. 48 and 49, are arranged opposite the exhaust opening 31 located on the lower rail crossing region 62 ', namely on both sides of the upper rail crossing region 62 and point in each case in the direction of one of the outlet openings 70b, 71b Overflow channels 70, 71. The ignition of the air-fuel mixture thus takes place within the working piston paths 12a, 12b. It should be noted that the spark plugs 26a, 26b and the fuel injection nozzles 27a, 27b according to FIGS. 48 and 49 are shown only schematically and do not correspond to the actual size ratios.

Of course, it would be conceivable while preserving the functional principle of the invention to turn over the arrangement described or the arrangement of the intake and exhaust ports 30, 31 together with the fuel injectors 27a, 27b and the spark plugs 26a, 26b and the arrangement of the associated compressor or Working level 9 located inlet mouths 70a, 71a and exit ports 70b, 71b of the transfer ports 70, 71 each to an imaginary, through the axes of rotation 14, 15 level mirrored.

In the present embodiment of the invention sucked by the intake port 30 in the compressor plane 9 air already enriched when entering the compressor piston lines IIa, IIb with fuel to a good turbulence of the Fuel to achieve in the intake air volume. Instead of a mixture preparation by means of the fuel injection nozzles 27a, 27b and a mixture preparation by an external carburetor would be possible.

The rear piston bottoms 34b, 34d of the two compressor pistons 7a, 7b in each case suck air or air / fuel mixture from the region of the intake opening 30 into the compressor piston paths IIa, IIb.

According to FIG. 23, a second compressor piston 7b rotating from the direction of rotation 44 or an air / fuel mixture sucked into the second compressor piston path IIb from the rear piston crown 34d is already in the lower third of the second compressor piston path IIb and is supported by the front piston bottom 34c of the second compressor piston 7b compressed against the compressor piston outer side 17b of the rotating in the opposite direction 43 first compressor piston 7a. Specifically, during its compression, the air / fuel mixture is thus bounded (radially) from four sides, namely from the compressor piston inner wall 19a 'and the compressor piston wall outer wall 19b' of the second compressor piston path IIb, and from the piston head 34c of the second compressor piston 7b and Compressor piston outer side 17b of the first compressor piston 7a. In the meantime, the compressor piston outer side 17b of the first compressor piston 7a, guided precisely on both the compressor piston web outer wall 19b of the first compressor piston path IIa and on the concave curvature 64 of the second compressor piston inner wall 19a ', ensures a reliable seal, so that undesired compression loss is precluded.

Thus, while at the time T = I in accordance with FIG. 23 in the second compressor piston track IIb, a compression of the air / Fuel mixture takes place, the rear piston head 34b of the first compressor piston 7a sucks an air / fuel mixture from the region of the intake port 30 into the first compressor piston path IIa, which then subsequently to a time T = 3 (shown in FIG 3 or the compressor pistons 7a, 7b have now compared to the time T = I shown in Fig.23 a rotation through 180 ° in the respective running direction 43, 44 completed -) from the front piston head 34a of the first compressor piston 7a against the compressor piston outside 17b 'of the rotating in the direction 44 second compressor piston 7b is compressed. In this case, a compression loss is prevented vice versa by the compressor piston outside 17 b 'of the second compressor piston 7 b is guided both on the compressor piston wall outer wall 19 b' of the second compressor piston train II b and on the concave curvature 65 of the first compressor piston inner wall 19 a. (In Fig. 23, the rear piston crown 34d of the second compressor piston 7b also currently uses air-fuel mixture suction, as does the rear piston crown 34b of the first compressor piston 7a in Fig. 25).

Referring again to Fig. 23, the front piston crown 34c of the second compressor piston 7b continues to rotate in the direction 44 until the air / fuel mixture carried in the second compressor piston path IIb successively compresses and finally into the intake port located at the compressor piston inner wall 19a ' 71a of the second transfer port 71 is pressed into it. An eventual stripping of the front piston crown 34c of the second compressor piston 7b by the sealing edge 63b disposed on the rear piston crown 34b of the first compressor piston 7a has already become described with reference to FIGS 17-20 and is to be understood in detail at that point.

FIG. 24 shows the positions of the working pistons 8a, 8b at a time T = 2, that is the time at which the in

Fig.23 shown compression process by the front

Piston bottom 34c of the second compressor piston 7b compressed

Air / fuel mixture has reached its peak

(See Fig.19 and Fig.20) and the compressed air / fuel mixture through the obliquely to the working plane 10 extending second transfer port 71 to the second exit port 71b on the working piston inner wall 20a 'of the second working piston conveyor 12b transported and in this area of the second Working piston track 12 b is ignited by the second spark plug 26 b. At this time, ie after completion of the compression or before the ignition is carried out, the compressor piston inner side 17a 'of the second compressor piston 7b closes the inlet mouth 71a of the overflow channel 71 passing through the slot 69.

The ignition of the expanded from the second output port 71b air / fuel mixture has the consequence that the rear piston crown 34d 'of the second working piston 8b receives a pressure pulse and the working piston 8b rotating in the second working piston 12b is conveyed in the direction 44.

During ignition of the air / fuel mixture and a concomitant power stroke, the working piston outer side 18b of the first working piston 8a closes the second working piston path 12b in the upper web crossing region 62 and provides the expanding air / fuel mixture with a suitable abutment. As already mentioned, during the expansion of the air / fuel mixture is always safe Sealing that portion of the second working piston path 12b which acts as the combustion chamber is ensured since the working piston outer side 18b of the first working piston 8a is sealingly guided both on the working piston outer wall 20b and on the concave curvature 64 of the working piston inner wall 20a '.

Subsequently, the burned air / fuel mixture from the front piston crown 34 c 'of the second working piston 8 b is pushed out of the second working piston 12 b through the exhaust port 31 into the open air.

At the time of ignition of the air / fuel mixture, it is important that the sealing edge 63a 'of the first working piston 8a is already outside the combustion chamber or outside the upper web crossing region 62 "(as shown in FIG The offset of the two working pistons 8a, 8b which is evident in FIG. 24 causes the section of the working piston path 12b which functions as the combustion chamber to be closed by the first working piston 8a and the sealing edge 63a 'of the first working piston 8a Nevertheless, the output of the rotary piston engine 1 according to the invention does not reduce the output of the rotary piston engine 1 according to the invention, since approximately half the working piston track 12a, 12b can be assumed as the effective working path of the working pistons 8a, 8b from the upper railway crossing region 62 Combustion chamber is a Ve despite the Arbeitskolben- offset 11.5 compared to conventional internal combustion engines with a compression ratio of 8.8-10 means a significant increase in engine performance and a reduction in fuel consumption and emissions. The concrete Compression ratio of the rotary piston engine 1 according to the invention can be adjusted by a correspondingly selected offset of the compressor piston 7a, 7b to the working piston 8a, 8b.

26 shows the positions of the power pistons 8a, 8b at a time T = 4, that is, the timing at which the compression operation of the air-fuel mixture compressed by the front piston bottom 34a of the first compressor piston 7a shown in FIG has reached its peak and the compressed air / fuel mixture through the obliquely to the working plane 10 extending first transfer passage 70 to the first exit port 70b on the Arbeitkolbenbahn- inner wall 20a of the first working piston conveyor 12a transported and in this area of the first working piston track 12a of the first spark plug 26a is ignited. This time, the ignition of the expanded from the first output port 70b air / fuel mixture results in a pressure pulsation of the rear piston crown 34b 'of the first working piston 8a and thus accelerated circulation of the first working piston 8a in the direction 43. The combusted air / fuel mixture is subsequently from front piston head 34a 'of the first working piston 8a from the first working piston track 12a pushed through the exhaust port 31 into the open.

During a motor shaft rotation, therefore, two working cycles take place in the working plane 10. The working pistons 8a, 8b connected via the carrier disks 5a, 5b, 6a, 6b to the motor shafts 2, 3 in this case effect a rotation of the drive shaft 13, which is in engagement with the motor shafts 2, 3 by means of the translator units 16 in the running direction 42 (see FIG ). For a better understanding of the principle of operation according to the first embodiment of the rotary piston engine 1 according to the invention, FIGS. 48 and 49 each show an isometric sectional view of the compressor plane 27 equipped with fuel injection nozzles 27a, 27b and the working plane 10 equipped with spark plugs 26a, 26b. Here, the figures 48 and 49 correspond to a snapshot, which was made at the time of the highest compression of the air / fuel mixture both in the compressor plane 9 and synchronously thereto in the working plane 10. It can be seen here that after completion of the compression of the air / fuel mixture transported in the compressor piston path IIb or at the time of ignition of this air / fuel mixture in the working piston path 12, a measured from the rear working piston bottom 34d 'to the output port 71b of the overflow 69 (on the axis of rotation 15 related) opening angle is about 27 °. However, this opening angle or the position of the working piston 8b at the time of ignition is shown purely by way of example in FIG. 48 and can be varied as desired by a corresponding arrangement of the working piston 8b on the motor shaft 3.

Further, in a comparison of FIGS. 48 and 49, it can be seen that the compression of the air / fuel mixture in the compressor piston path IIb occurs adjacent to the lower rail crossing region 62 ', while the expansion of this compressed air / fuel mixture in the working piston rail 12b in FIG an area opposite thereto, namely adjacent to the upper railway crossing region 62 takes place.

FIGS. 27-45 show a second preferred embodiment of the rotary piston engine 1 according to the invention four engine shafts 2a, 2b, 3a, 3b mounted in a motor housing 4, two motor shafts 2a, 2b aligned with each other along a first axis of rotation 14 and two motor shafts 3a, 3b aligned with each other along a second axis of rotation 15 (see also FIGS Exploded view according to Fig.30).

The motor shafts 2a, 2b and 3a, 3b are respectively engaged with each other and with the drive shaft 13 by means of a reversing gear 66 in engagement. For this purpose, according to Fig.30 mounted by means of bearing elements 45 in the motor housing 4 drive shaft 13 with two pointing in diverging directions bevel gears 36, 37 equipped, while the motor shafts 2a, 2b, 3a, 3b in their mounting position in the drive shaft 13 end portions each with a Bevel gear 38a, 38b, 39a, 39b are provided. In the assembled state of this shaft arrangement according to Fig.31 is the first bevel gear 36 of the drive shaft 13 with the bevel gear 38a of the first (rotatable about the first axis of rotation 14) motor shaft 2a and the bevel gear 38b of the second (also about the first axis of rotation 14th rotatable) motor shaft 2b orthogonally engaged, while the second bevel gear 37 of the drive shaft 13 with the bevel gear 39a of the third (rotatable about the second axis of rotation 15) motor shaft 3εL and with the bevel gear 39b of the fourth (also rotatable about the second axis of rotation 15) motor shaft 3b is orthogonally engaged.

Each of the motor shafts 2a, 2b, 3a, 3b has a construction according to FIG. 28: On the motor shaft end region facing the drive shaft 13 in the mounting position, a bevel gear wheel is produced either integrally with the motor shaft 2a, 2b, 3a, 3b or mounted thereon 38, 39, followed by a storage section 121, on which a pair Tapered roller bearings 59a / 59b, 60a / 60b can be placed and fixed by means of a bearing ring 122. An outer jacket of the paired tapered roller bearings 59a / 59b, 60a / 60b in each case runs conically tapered in the direction of the motor shaft end region. At that to the mounted bevel gear 38, 39 opposite end portion of the motor shaft 2a, 2b, 3a, 3b, a polygonal, slotted shaft jaw 98 is arranged. The slotted shaft jaw 98 has an axial threaded bore 98 a, which is provided for receiving a clamping screw 99. The clamping screw 99 has a threaded bore 98a of the slotted wave jaw 98 corresponding conical threaded shaft 99a.

Each of the motor shafts 2a, 2b, 3a, 3b carries a compressor piston 7a, 7b or a working piston 8a, 8b, wherein the structure of such a rotor assembly 58 substantially corresponds to that already described with respect to the first embodiment of the rotary piston engine 1 of the invention: The one identical geometry Compressor and working pistons 7, 8 are substantially circular arc-shaped or ring-segment-shaped and have a concentric with the respective axis of rotation 14, 15 extending inside 17a, 18a and concentric with the respective axis of rotation 14, 15 extending outside 17b, 18b, wherein the outer sides 17b, 18b and the inner sides 17a, 18a are bounded by concave piston bottoms 34 or connected to one another and sealing edges 63 are provided on the piston bottoms 34. The compressor or working piston 7, 8 are provided with parallel to the axes of rotation 14, 15 projecting threaded bolt 23, which are screwed with nuts 24. The threaded bolts 23 serve to fasten the compressor or working pistons 7, 8 to associated carrier disks 5, 6, which in turn are fastened to the motor shafts 2a, 2b, 3a, 3b. The carrier disks 5, 6 each have a rotor shaft 102 which can be pushed onto the polygonal shaft jaws 98. For this purpose, the rotor shaft 102 has a central polygonal opening 100 which corresponds to the polygonal shaft jaws 98 (see FIG. 28).

Before the attachment of the carrier discs 5, 6 insulating rings 21 are attached to the threaded bolt 23, the structure and arrangement are already described above. After screwing the support plates 5, 6 together with the insulating rings 21 by means of the nuts 24 to the threaded bolt 23 balancing weights 22 are screwed with screws 25 to the support plates 5, 6. Fig. 29 shows an assembly of a single such rotor assembly 58 in plan view.

In Fig.31 all four rotor assemblies 58 are shown (with the motor housing 4) in an assembly position, wherein on the rotatable about the first axis of rotation 14 first motor shaft 2a, a first compressor piston 7a is arranged and at the aligned with the first motor shaft 2a, also A first working piston 8a is arranged around the first rotary shaft 14 rotatable second motor shaft 2b. Parallel to this, a second working piston 8b is arranged on the third motor shaft 3a rotatable about the second rotation axis 3a, and a second working piston 8b on the fourth motor shaft 2b which is aligned with the third motor shaft 3a and also rotates about the second rotation axis 15.

Again, therefore, the compressor pistons 7a, 7b coplanar or arranged in a compressor plane 9, while the working piston 8a, 8b are also coplanar or arranged in a working plane 10. As in Fig.31 and in Fig.27 However, by means of the reversing gear 66, an opposite direction of rotation of the respective compressor and working pistons 7a, 7b, 8a, 8b arranged along a rotational axis 14, 15 is effected. The first motor shaft 2a and the first compressor piston 7a rotate in the direction of travel 43a, while the second motor shaft 2b and the first working piston 8a rotate in a direction opposite to running direction 43a. The third motor shaft 3a and the second compressor piston 7b rotate in the direction of travel 44a, while the fourth motor shaft 3b and the second working piston 8b rotate in a direction of rotation opposite thereto 44b. All motor shafts 2a, 2b, 3a, 3b or compressor and working pistons 7a, 7b, 8a, 8b have a synchronous speed.

FIG. 32 shows the shaft or rotor arrangement according to FIG. 31 in a state installed in the motor housing 4. The engine block section 4a of the motor housing 4 has four conical receivers 123 and four cylindrical receivers 124 adjoining them (see also FIGS. 30 and 35). An inner bearing element 125 adjacent to the bevel gear 38a, 38b, 39a, 39b is inserted into the conical receptacles 123, while an outer bearing element 126 is inserted into the cylindrical receptacles 124. Both bearing elements 125, 126 each have a conical bore and thereby form bearing seats for the paired tapered roller bearings 59a / 59b, 60a / 60b. The outer bearing element 126 is screwed together with a sealing element by means of a screw member 128 on the engine block portion 4a and thereby fixes the tapered roller bearings 59a / 59b, 60a / 60b and thus the motor shafts 2a, 2b, 3a, 3b in their mounting position. Even before the onset of the motor shafts 2a, 2b, 3a, 3b together with their rotor assemblies 58, the drive shaft 13, as shown in Fig.37, mounted in the motor housing 4: Here, the bevel gears 36, 37 of the reversing gear 66 are first positioned in the motor housing 4 , Then, in the present embodiment hexagonal formed drive shaft 13 is inserted in the insertion direction 132 through opening stub 130 of the motor housing 4 and through hexagonal openings of the bevel gears 36, 37 and screwed with these. For the purpose of screwing the bevel gears 36, 37 with the drive shaft 13, this is provided with counterbores 133 which are aligned with corresponding threaded holes 40 in shafts of the bevel gears 36, 37. In the threaded holes 40 screw 41 are inserted, which fix the bevel gears 36, 37 in the desired position on the drive shaft 13. Then bearing elements 45 together with shaft seals are pushed over the two ends of the drive shaft 13, followed by union nuts 131 which are screwed with threaded portions 130a of the opening stub 130 and the bearing elements 45 fix in position in serving as a bearing bushing opening stub 130 (see also Fig.36 ). For lubrication of the bearing elements 45, the union nuts 131 are provided with grease nipples 142.

After the drive shaft 13 and the motor shafts 2 a, 2 b, 3 a, 3 b have been inserted into the motor housing 4, the rotor assemblies 58 preassembled in the manner described above become a stop section 129 visible in FIG. 30 on the motor shafts 2 a, 2 b, 3 a, 3 b pushed and fixed to the slotted shaft jaws 98 of the motor shafts 2a, 2b, 3a, 3b, by tightening screws 99 are screwed into the axial threaded holes 98a of the slotted shaft jaws 98. Screwing in the conical Threaded 99a of the clamping screw 99 in the slotted shaft jaw 98 has the result that segments of the slotted shaft jaw 98 pressed against the multi-edged opening 100 of the rotor shaft 102 of the support plates 5a, 5b, 6a, 6b and the rotor assembly 58 thereby precisely on the motor shaft 2a, 2b , 3a, 3b is fixed (Fig.28 / Fig.29).

The shaft jaws 98 of the motor shafts 2a, 2b, 3a, 3b are provided with suitable markings to allow a proper mounting of the rotor assemblies 58 and a desired offset of the compressor and working pistons 7a, 7b, 8a, 8b to each other.

FIGS. 33-38 show a motor housing 4 corresponding to the second embodiment of the rotary piston engine 1 according to the invention. The motor housing 4 houses a system already described in detail above on compressor piston paths IIa, IIb and working piston tracks 12a, 12b or a compressor plane 9 and a working plane 10 separated therefrom by motor housing walls 67 (see a half-section illustration according to FIG. 34). Also with regard to the formation of the concave curvatures 64, 65 on the compressor and working piston inner walls 19a, 19a ', 20a, 20a', reference is made to the above statements on the first embodiment of the rotary piston engine 1 according to the invention.

In a frontal view of the motor housing 4 according to FIG. 33, two overflow channels 70, 71 can be seen, which lead from the compressor plane 9 into the working plane 10. FIG. 35 shows an isometric sectional view along a sectional guide AA from FIG. 33 (see also a corresponding plan view according to FIG. 39). It can be seen that a substantially horizontally guided first overflow channel 70 has an inlet mouth 70a on the compressor piston inner wall 19a and an exit orifice 70b at the working shaft inner wall 20a disposed about the same rotation axis 14, while a second transfer passage 71, also substantially horizontally, has an entrance mouth 71a at the compressor piston inner wall 19a 'and an exit port 71b at the working piston path around the same rotation axis 15 -Interior wall 20a 'possesses.

The two transfer ports 70, 71 are in the present embodiment as bores 73, 74, 75 performed by the motor housing walls 67, wherein it is in the bore 73 each opening into the cylindrical receptacles 124 for outer bearing elements 126 through hole through the engine block 4 a and wherein it is at the holes 74, 75 to oblique Zuführbohrungen, which lead from the side of the compressor or Arbeitskolbenbahn- inner walls 19a, 19a ', 20a, 20a' respectively to the through hole 73. The through holes 73 are closed at the end with inserted from the sides of the cylindrical receptacles 124 threaded plug 76. The mouths of the supply bores 75 in the Verdichterkolbenbahn- inner walls 19a, 19a 'thus form the entrance mouths 70a, 71a of the overflow channels 70, 71, while the mouths of the feed holes 74 in the working piston inner walls 20a, 20a', the output ports 70b, 71b of the overflow 70, 71 training.

According to the second embodiment of the rotary piston engine 1 according to the invention can thus be dispensed with the provision of form elements 32, 33 together with associated closure elements 115, 116 for forming diagonal overflow channels 70, 71. Instead, the overflow channels 70, 71 run according to the second embodiment of the rotary piston engine 1 according to the invention straight or substantially horizontally from the compressor plane 9 in the working plane 10. This allows a shortening of the overflow channels 70, 71 and an extension of the cross section of the overflow channels 70, 71 and a concomitant acceleration of the flow of air - / fuel mixture through the overflow channels 70, 71st

Again, the overflow channels 70, 71 respectively open outside the concave bulges 64, 65 of the compressor / working piston inner walls 19a, 19a ', 20a, 20a', but immediately adjacent end portions 64a, 64b, 65a, 65b of the concave bulges 64, 65th in the compressor / piston pistons IIa, IIb, 12a, 12b.

As can be seen in FIG. 34, the motor housing 4 has two through bores 140 aligned with the axes of rotation 14, 15 for receiving the motor shafts 2a, 2b, 3a, 3b and a transverse bore 141 for receiving the drive shaft 13. In addition to the already mentioned conical and cylindrical receivers 123, 124 for the bearing elements 125, 126, an oil filling opening 138 and an oil dip opening 139 are provided in the motor housing 4, which each lead to a central oil chamber 113 (see FIG. 36). Here, the motor housing 4 threaded openings, in which inserts 134, 135 and a cooling water inlet 120 are screwed (see Fig.37 and Fig.33). An oil chamber closure cap 136, which can be seen in FIG. 27, can be screwed onto the first insert 134, while an oil dipstick element 137, also shown in FIG. 27, can be screwed onto the second insert 135.

Immediately adjacent to the receptacles 123, 124 for the bearing elements 125, 126 are lubrication openings 110 provided, which lead to the central oil chamber 113 (Fig.34). An advantage of the arrangement of the drive shaft 13 between the compressor plane 9 and the working plane 10 according to the second embodiment of the rotary piston engine 1 according to the invention is also that a common lubrication of the thrust bearings 59a, 59b, 60a, 60b and the bevel gears 36, 37, 38a, 38b , 39a, 39b of the reversing gear 66 via a single central oil chamber 113 is made possible.

The central oil chamber 113 is closed at the bottom of the motor housing 4, as shown in Figure 33, with an oil chamber closing plate 143, including a sealing element 144. The oil chamber closing plate 143 is a threaded hole for an oil drain plug 145 is arranged.

The cooling water inlet 106 feeds a cooling water jacket 112 which is visible in FIGS. 34 and 35 and is adjacent to the compressor piston webs IIa, IIb and to the working piston webs 12a, 12b.

According to FIG. 38, a housing cover 80a, 80b is attached to the side surfaces 107, 108 of the motor housing 4 provided with bolt elements 79 and screwed with screw nuts 84. The insertion of rigid spacer inserts 82 in corresponding recesses 81 of the engine block section 4a and the provision of an arranged between the housing cover 80a, 80b and the rigid spacer insert 82 elastic sealing element 83 for accurate sealing of the compressor and working piston paths IIa, IIb, 12a, 12b, including benefits is already Describe sufficiently for the first embodiment of the rotary piston engine according to the invention and applies analogously to the second embodiment. The first housing cover 80a has an intake opening 30 and two recesses 120 for spark plugs 26a, 26b, while the second housing cover 80b is provided with an exhaust opening 31 and with recesses 119 for fuel injection nozzles 27a, 27b (FIG. 38).

The suction opening 30 opens in the lower web crossing region 62 'in the compressor plane 9 and in the compressor piston trains IIa, IIb, while the AuspuffÖffnung 31 also in the lower rail crossing region 62' in the working plane 10 and in the working piston paths 12a, 12b opens. As a result of the opposite direction of rotation of the compressor or working pistons 7a, 7b, 8a, 8b arranged successively on an axis of rotation 14, 15, the intake opening 30 and the exhaust opening 31 are essentially at the same height or height, in contrast to the first embodiment of the rotary piston engine 1 according to the invention in the same (lower) web crossing region 62 '. This can also be seen in the schematic sectional views through the compressor or working planes 9, 10 according to FIGS. 40-45.

As already discussed above, the compressor piston webs IIa, IIb and the working piston webs 12a, 12b intersect in an upper and a lower web crossing region 62, 62 '. As FIGS. 40-45 show, both the inlet openings 70a, 71a of the overflow channels 70, 71 arranged in the compressor plane 9 and the outlet openings 70b, 71b of the overflow channels 70, 71 arranged in the working plane 10 are in contrast to the first embodiment of the invention Circular piston engine 1 (Fig.23-26) at the same height or in the same (upper) web crossing region 62 arranged. Thus are the inlet and outlet ports 70a, 71a, 70b, 71 of the transfer ports 70, 71 are adjacent to opposite rail intersections 62, 62 ', respectively, as the intake port 30 and the exhaust port 31.

More specifically, the entrance port 70a of the first transfer port 70 is located immediately adjacent the end portion 65b of the concave camber 65 of the compressor piston inner wall 19a 'of the second compressor piston path IIb, while the input port 71a of the second transfer port 71 immediately adjacent the end portion 64b of the concave camber 64 of the compressor piston path Inner wall 19a of the first compressor piston path IIa is arranged (Fig.40). Similarly, the exit port 70b of the first transfer passage 70 is located immediately adjacent the end portion 65b of the concave camber 65 of the working piston path inner wall 20a 'of the second working piston path 12b, while the exit port 71b of the second transfer passage 71 is immediately adjacent the end portion 64b of the concave cusps 64 of the working piston path Inner wall 20a of the first working piston track 12a is arranged (Fig.43).

The fuel injectors 27a, 27b placed in the compressor plane 9 and not shown in FIGS. 40-42 but visible in FIGS. 50 and 51 are arranged adjacent to the intake port 30 or in another region of the compressor piston webs IIa and IIb.

The spark plugs 26a, 26b, which are also shown in FIGS. 50 and 51 and are placed in the working plane 10, are arranged opposite the exhaust opening 31 arranged in the lower rail crossing region 62 ', namely on both sides of the upper rail crossing region 62 and point in each case Direction of one of the output ports 70b, 71b of the transfer ports 70, 71st

Again, it would be possible while maintaining the functional principle of the invention to turn over the arrangement described or the arrangement of the intake and

Exhaust ports 30, 31 together with the fuel injectors

27a, 27b and the spark plugs 26a, 26b and the arrangement of the located in the associated compressor or working plane 9 entrance mouths 70a, 71a and exit ports 70b, 71b of

Overflow channels 70, 71 in each case by an imaginary, through the

Rotate axes 14, 15 mirrored plane.

The interaction of the compressor pistons 7a, 7b and the working piston 8a, 8b can be traced on the basis of FIGS. 40-45:

FIGS. 40-42 illustrate the rotational movement of the compressor pistons 7a, 7b moving in the direction of travel 43a, 44a on the basis of three successive times T = I, T = 2 and T = 3. At time T = I, the rear piston bottom 34b of the first compressor piston 7a rotating in the direction of rotation 43a sucks air from the suction port 30 into the first compressor piston path IIa (bottom right). At the same time T = I, fuel enriched air is compressed from the front piston crown 34a of the first compressor piston 7a against the compressor piston outer side 17b 'of the second compressor piston 7b rotating in the counterclockwise direction 44a, forced into the inlet mouth 70a of the first transfer port 70 and into the in the working plane 10 located first working piston path 12a is conveyed. With regard to the compression process and the stripping of the front piston crown 34a of the first compressor piston 7a through the sealing edge 63d of the second compressor piston 7b, together with the associated advantages, reference is made to the above explanations regarding FIGS. 17-20 and 23-26, respectively, which are shown in FIGS Apply analogously.

Fig.41 shows the comparison with Fig.40 by a quarter-turn in the compressor piston trains IIa, IIb according to their directions of rotation 43a, 44a moving forward compressor piston 7a, 7b, previously sucked from the rear piston crown 34d of the second compressor piston 7b air / fuel mixture now from the front Piston bottom 34c of the second compressor piston 7b against which the compressor piston outer side 17b of the rotating in opposite direction 43a first compressor piston 7a is compressed (top left). This compression process is shown continued in Fig.42, wherein the compressed air / fuel mixture is forced into the inlet mouth 71 a of the second transfer port 71 and into the working plane 10 located in the second working piston path 12 b is conveyed. At this time T = 3, the compressor pistons 7a and 7b and the motor shafts 2a and 3a have made a 180 ° rotation.

In contrast, FIGS. 43-45 show a rotational movement of the working pistons 8a, 8b moving in the direction of travel 43b, 44b on the basis of three successive times T = 1 (T = 1, T = 2, T = 3 according to FIGS. 40-42) I ', T = 2' and T = 3 ':

In FIG. 43 (T = I '), an air / fuel mixture compressed in the second compressor piston train IIb currently expands out of the outlet orifice 71b of the second overflow channel 71b into the second working piston orbit 12b and is there from one to second working piston track 12b facing second spark plug 26b ignited (top left). At this time, ie after completion of the compression or before the ignition is performed, the compressor piston inner side 17a 'of the second compressor piston 7b closes the input port 71a of the second transfer port 71 located in the compressor plane 9. The ignition of the air / fuel mixture results in that the rear piston head 34d 'of the second working piston 8b receives a pressure pulse and the working piston 8b rotating in the second working piston web 12b is forwarded in the running direction 44b. During ignition of the air / fuel mixture and a concomitant power stroke, the working piston outer side 18b of the first working piston 8a closes the second working piston path 12b in the upper web crossing region 62 and provides the expanding air / fuel mixture with a suitable abutment.

FIG. 44 shows the working pistons 8a, 8b moved forwards by a quarter turn in the working piston paths 12a, 12b in relation to their directions of travel 43b, 44b. It can also be seen how the front piston bottom 34c 'of the second working piston 8b is already in operation In the course of one of the ignition according to FIG. 43 preceding working cat, burned air / fuel or gas mixture drifts in front of it and pushes out through the exhaust opening 31 (bottom left).

In FIG. 45 (T = 3 '), the power pistons 8a and 8b and the motor shafts 2b and 3b have made a 180 ° rotation relative to the position shown in FIG. After the compression operation of the air / fuel mixture compressed by the front piston crown 34a of the first compressor piston 7a has reached its peak and the compressed air / fuel mixture has passed through the first transfer port 70a extending horizontally into the working plane 10 to the first exit port 70b on the working piston path inner wall 20a of the first working piston path 12a, this expanding air / fuel mixture is now ignited by the first spark plug 26a disposed in the first working piston path 12a (upper right). This time, the ignition of the air / fuel mixture expanded from the first exit orifice 70b results in a pressure pulse on the rear piston bottom 34b 'of the first working piston 8a and thus an accelerated circulation of the first working piston 8a in the direction 43b. The combusted air / fuel mixture is subsequently pushed by the front piston head 34a 'of the first working piston 8a from the first working piston track 12a through the exhaust port 31 into the open.

The above remarks on the respectively occurring sealing of the combustion chamber by the guidance of the working piston outer sides 18b, 18b 'on the concave curvatures 64, 65 of the working piston inner walls 20a, 20a' as well as the compression ratios achievable in this respect also apply to the second embodiment of the invention described above Rotary-piston engine 1 according to the invention.

For a better understanding of the operating principle according to the second embodiment of the rotary piston engine 1 according to the invention, FIGS. 50 and 51 each show an isometric sectional view of the compressor plane 27 equipped with fuel injection nozzles 27a, 27b and the working plane 10 equipped with spark plugs 26a, 26b. Analogous to Figures 48 and 49 according to the first embodiment, Figures 50 and 51 correspond to a snapshot, which at the time of highest compression or the ignition timing of the air / fuel mixture both in the compressor plane 9 and synchronous thereto in the working plane 10 of the rotary piston engine 1 according to the second Embodiment has been made. It can be seen here that both the compression of the air / fuel mixture in the compressor piston path IIb and the expansion or ignition of this compressed air / fuel mixture in the working piston path 12b are due to the opposite directions of running of the respective compressor and power piston 7a, 7b arranged behind one another. 8a, 8b adjacent to the same trajectory crossing regions, in the present illustrations, respectively adjacent to the upper trajectory crossing region 62. The comments made to adjust the opening angle to FIGS. 48 and 49 apply analogously to the present FIGS. 50 and 51.

Of course, the rotary piston engine 1 according to the invention can be operated in both embodiments with any fuels, including diesel fuel. In the latter case, the providence of the spark plugs 26a, 26b can be omitted. It should be noted that in a design of the rotary piston engine 1 according to the invention as a diesel engine, a suitable adaptation of the piston geometry must be made. In order to achieve a compression ratio which is ideal for diesel ignition, therefore, the compressor pistons 7a, 7b or the compressor piston paths IIa, IIb could be made somewhat narrower than shown in the figures shown. Alternatively, a height (measured in the direction of the rotation axes 14, 15) of the compressor pistons 7a, 7b or of the compressor piston paths IIa, IIb could also be increased in relation to their width.

In a further development of the rotary piston engine 1 according to the invention, the compressor piston inner walls 19a, 19a 'can be provided with one or more depressions 148, as shown schematically in FIG. The recesses 148 each lead from one outside the lower one Web intersection region 62 'lying, the end portion 64a, 65a of the concave curvature 64, 65 adjacent region of the compressor piston inner wall 19a, 19a' to each of these compressor piston inner wall 19a, 19a 'adjacent concave vault 64, 65. The recesses 148 are provided in order to prevent a "dead" closing angle volume X shown in FIG. 46, which results from the fact that, for ensuring the tightness of the compressor piston paths IIa, IIb between the overflow channel inlet mouth 71a and the end region 64a of the first concave curvature 64 and 64, respectively A minimum, but minimum, distance must exist between the overflow channel inlet mouth 7oa and the end region 65a of the second concave curvature 65. Now, the front piston head 34d of the second compressor piston 7b has passed or closed the cross section of the inlet mouth 71a of the second overflow channel 71, so gives a small, in itself negligible ( since only about 0.5% of the intake volume constituting), but possibly the movement of the compressor piston 7a, 7b braking "dead" Schließwinkelvolumen X, which between the front piston crown 34c of the second compressor piston 7b, the compressor piston outer side 17b of the first compressor ^¬ piston 7a and the compressor piston inner wall 19a '(see Fig. 46). Similarly, after a 180 ° rotation of the compressor pistons 7a, 7b, a "dead" closing angle volume X im is included between the front piston bottom 34a of the first compressor piston 7a, the compressor piston outer side 17b 'of the second compressor piston 7b and the compressor piston inner wall 19a' Region between the overflow channel inlet mouth 70a of the first transfer port 70 and the concave curvature 65th Thanks to the provision of the depressions 148 shown in FIG. 47, the compressed air / fuel mixture located in the "dead" closing angle volume X can now move into an expansion volume formed by the depressions 148 and from there into the region in front of the concave bulges 64, 65 of the compressor piston webs IIa, IIb or in the web crossing region 62, 62 'This expanded air / fuel mixture is pushed back into one of the compressor piston paths IIa, IIb during the next intake cycle, ie in the present illustration according to FIG. 46 from the front piston bottom 34c of the second The expansion volume formed by the depressions 148 must in this case be sufficiently large in order to prevent autoignition of the air / fuel mixture expanding into the depression 148 as a result of high compression ,

Although, in accordance with the exemplary embodiments presented, only one compressor or working piston 7, 8 is guided in each compressor or working piston path IIa, IIb, 12a, 12b or is mounted on a motor shaft 2, 3, 2a, 2b, 3a, 3b, it is in an alternative construction (not shown) of the rotary piston engine 1 according to the invention also possible to arrange in the compressor or working piston paths IIa, IIb, 12a, 12b respectively several, for example, two or three compressor or piston 7, 8. In the case of an arrangement of two compressor / working pistons 7, 8 per compressor / working piston path IIa, IIb, 12a, 12b, four compressor / working pistons 7, 8 would therefore revolve both in the compressor plane 9 and in the working plane 10. In the arrangement of the compressor / power piston 7, 8 on the carrier discs 5a, 5b, 6a, 6b corresponding offset distances must be selected so that stripping of the piston heads 34, as well as already shown in Figures 17-20, can take place. Provision of several compressor / power pistons 7, 8 per compressor / working piston path IIa, IIb, 12a, 12b results in a higher number of work cycles per motor shaft revolution.

In order to prevent heat-related expansion of the compressor / power pistons 7, 8 and thus rubbing against the walls forming the compressor / working piston paths IIa, IIb, 12a, 12b during operation of the rotary piston engine 1 according to the invention, one is shown in FIGS. 53-55 shown proposed arrangement for piston cooling.

As shown in FIG. 53, a number of inclined or / and curved ribs 152, such as axial turbine blades, are provided between the piston walls 54, 55 of the compressor / power pistons 7, 8. These ribs 152 are preferably arranged parallel to one another and distributed along the inner circumference 54a, 55a of the piston walls 54, 55. Passage channels 162, which permit transport of cooling air 155 sucked in via an inlet opening 166 provided in the motor housing 4, through the axial extent 163 of the compressor / working piston 7a, 7b, 8a, 8b, result between the ribs 152.

As can also be seen from FIG. 53, the axial end sections 152a, 152b of the ribs 152 are formed by the outer side 17b, 17b ', 18b, 18b' and the inner side 17a, 17a ', 18a, 18a' of the compressor / power piston 7a, 7b, 8a, 8b limiting side surfaces 157, 158 spaced by a distance measure 164, respectively. The axial extent of the ribs 152 measured along the axis of rotation 14, 15 is thus smaller than the axial one Extension 163 of the compressor / working piston 7a, 7b, 8a, 8b.

In this way it is prevented that between the

Ridges 156 and the piston trajectories IIa, IIb, 12a, 12b bounding walls of the engine block section 4a areas with stagnant cooling air 155 form. On the other hand, a continuous or flow of the cooling air 155 through the passageways 162 is ensured.

As shown by an isometric sectional view through the rotary piston engine 1 according to the invention according to FIG. 54, the cooling air 155 is first sucked in through an air filter 154 from an area outside the housing and through one of the two

(hidden in Fig.54) housing cover 80b and the

Distance insert 82 in the axial direction passing through the inlet opening 166 in the web crossing region 62, 62 'between the working piston paths 12a, 12b out (see also

Fig.55). During the rotation of the working piston 8a, 8b the

Inlet opening 166 passing ribs 152 and the of the

Ridges 152 formed passageways 162 are in this case surrounded by cooling air 155 or flushed.

After passing through the working pistons 8a, 8b, the cooling air 155 is conveyed in the axial direction through a passage opening 159, shown in FIG. 54 and formed through a passage section 153, to the compressor piston paths IIa, IIb behind it. The cooling air 155 again enters the compressor piston paths IIa, IIb in the rail crossing region 62, 62, wherein the ribs 152 of the compressor pistons 7a, 7b passing through the throughflow opening 159 during the rotation of the compressor pistons 7a, 7b or through the passageways 162 formed by the ribs 152 be lapped or flushed with cooling air 155. For discharging the cooling air 155, an outlet opening 167 is provided on the side of the compressor piston paths IIa, IIb. The cooling air 155, which has passed through the working plane 10 as well as through the compressor plane 9, is subsequently connected by a discharge pipe 16 passing through the outlet opening 167, the working piston side sealing element 82 and the housing cover 80a passing through and a curved pipe passing through the transmission housing 85 161 dissipated.

Of course, the guidance of the cooling air flow can also be reversed to the representation according to FIG. 54, namely from the side of the compressor plane 9 in the direction of the working plane 10.

As can be seen on the basis of a schematic illustration according to FIG. 5, the through opening 159 - as well as the inlet opening 166 - is arranged centrally between the piston paths IIa and IIb or 12a and 12b, so that by means of a single passage opening 159 or inlet opening 166 both adjacent compressor pistons 7a, 7b or working piston 8a, 8b are fed with cooling air 155.

The passage opening 159 is - as well as the inlet opening 166 - between the respective compressor / working piston paths IIa, IIb, 12a, 12b bounding inner walls 19a, 19a ', 20a, 20a' and the outer walls 19b, 19b ', 20b, 20b' arranged to prevent passage of the air / fuel mixture from the compressor / piston pistons tracks IIa, IIb, 12a, 12b into the cooling air 155. The passage opening 159 or the inlet opening 166 are thus so arranged in the lower rail crossing region 16 'that they are only swept by the cavities 53 and the passageways 162 of the compressor / piston 7a, 7b, 8a, 8b and the piston inside and outside 17a, 17b, 17a ', 17b', 18a, 18b, 18a ', 18b', 19a, 19b, 19a ', 19b' 20a, 20b, 20a ', 20b' not surmounted.

The through opening 159 leading from the working plane 10 into the compressor plane 9 is to be arranged in a region of the engine block section 4a in which neither the explosion pressure occurring in the compressor or working piston paths IIa, IIb, 12a, 12b nor the expansion pressure nor the compression pressure / Fuel mixture can push into the area in which the cooling air 155 is guided. An ideal area for the arrangement of the passage opening 159 is according to FIG. 55 the lower track crossing area 62 'located below a middle track crossing area 62 "located at the height of the rotary axles 13, 14, so that in case of contact of piston bottoms 34a, 34b, 34c, 34d Through opening 159 is only then opened by the piston side surfaces 157, 158 when the partially released air-fuel mixture or exhaust gas has already been shielded from the piston head 34 of the respective opposite working piston 8a, 8b of the passage opening 159. The cooling air flow therefore always remains separate from the alternating gas flow (suction, compression, expansion and exhaust).

The speed or the flow volume of cooling air 155 through the compressor / power pistons 7a, 7b, 8a, 8b can by the structural design of the ribs 152, in particular by determining their number, axial width, thickness 165 and their inclination to the axes of rotation 14th 15 are determined.

A described air cooling of the compressor / piston 7a, 7b, 8a, 8b makes it necessary that the intake of fresh air to be compressed and the exhaust of combusted air-fuel mixture no longer axially, but from the side the outer walls 19b, 19b ', 20b, 20b' of the compressor or working piston paths IIa, IIb, 12a, 12b, for example, tangential to the compressor or working piston paths IIa, IIb, 12a, 12b in the web crossing region 62, 62 'takes place. According to such an arrangement, the scenario prevents the working pistons 8a, 8b from sweeping over the hot exhaust gas during the sweeping of an exhaust opening 31 running (for example according to FIG. 11) in the direction of the rotation axes 14, 15 or axially out of the working piston paths 12a, 12b Return passages 162 of the working piston 8a, 8b suck back. Such an alternative arrangement of the suction opening 30 and the exhaust opening 31 is shown in Fig.54.

It is understood that the passage section 159 forming channel portion 153 in the case of the illustrated in Fig. 27 second embodiment of the rotary piston engine 1 according to the invention with a between the

Compressor level 9 and the working level 10 arranged

Reversing gear 66 is not linear or axial as shown in Fig.54, but curved from the working plane 10 in the

Compressor level 9 must run.

Another measure for optimizing the cooling air flow is shown in FIG. As can be seen in this figure, when the piston bottoms 34b, 34c of the compressor pistons 7a, 7b meet in the web crossing region 62 ', a gap 168 results which is caused by the opposite curvatures of the piston bottoms 34b, 34c and by the offset angle between the piston bottoms 34b, 34c is.

In order to prevent cooling air 155 from passing through the passage openings 159 through the gap 168 formed between the piston plates 34b, 34c, from the sides of the passage channels 162 of the working pistons 8a, 8b in FIG QOZO

pressed the gap 168 and thus displaced in the gap 168 air-fuel mixture is displaced in the outflowing cooling air flow, are on the compressor piston webs IIa, IIb facing side surface 157 of the working piston 8a, 8b sections, for example. arranged plate-shaped closure walls 169 arranged. In the present exemplary embodiment, these closure walls 169 are orthogonal to the outer sides 18b, 18b 'and the inner sides 18a, 18' of the working pistons 8a, 8b or run flat relative to their lateral surfaces 157.

The closure walls 169 are located at those points of the working piston 8a, 8b, where they close the cooling air passage opening 159, when the formed in the course of the compressor piston rotation between the piston heads 34b, 34c of the compressor piston 7a, 7b gap 168 through the passage opening 159 moves. The closure walls 169 must be sufficiently wide to close the passageway 159 throughout the distance of the compressor pistons 7a, 7b passing through the gap 168 while passing the passageway 159, but should not be wider so as not to obscure the flow of the cooling air 155 to hinder.

The working piston 8a, 8b form in this way, together with the passage opening 159 window valves, which control the cooling air flow so that no mixing of cooling air 155 and air-fuel mixture can occur. The air-fuel mixture trapped in the gap 168 between the compressor pistons 7a, 7b is therefore not forced outward - it being noted that the pressure loss would be extremely low even in such a case, since the gap 168 formed between the compressor piston bottoms 34b, 34c forms the through-opening 159 happened in the thousandth of a second range - but remains in the compressor piston lines IIa, IIb, where it mixes again with the Ansauglauft the next intake stroke.

In order to further reduce the loss of leakage ("blow-by") of the rotary piston engine 1 according to the invention, which is already negligible, sealing areas 170 of the motor housing 4 pointing to the insulating rings 21 or to the carrier disks 5a, 5b, 6a, 6b can be used a series of flat, waffle-shaped notches 171 may be provided, which is a possible, from the

Piston webs IIa, IIb, 12a, 12b interrupting laminar flow of the air-fuel mixture by turbulence interrupts

(shown purely by way of example in FIG. 57).

For the same purpose, such notches 172 can also be applied to the outer sides 17b, 17b ', 18b, 18b' and the piston bottoms 34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d' of the compressor / power pistons 7a, 7b, 8a, 8b limiting side surfaces 157, 158 may be provided (also shown in Fig.57).

An arrangement of such indentations 171 on the peripheral surfaces of the support disks 5a, 5b, 6a, 6b rotating in recesses of the spacer inserts 82 also proves advantageous (such an arrangement can be understood from FIG. 9).

The notches 171, 172, for example, in the form of rectangular or diamond-shaped recesses, are shown in FIG. 57 in the form of a plurality of staggered rows substantially concentric with the axes of rotation 14, 15 along the sealing areas 170 and 170, respectively. along the piston outer sides 17b, 17b ', 18b, 18b' adjacent side surfaces 157 arranged.

A further development of the rotary piston engine 1 is illustrated with reference to FIGS. 58-60. Fig. 58 shows a

Suction cycle in the compressor plane 9 at the time T = I, with fresh air currently sucked in via the intake opening 30 from the outer side 17b 'of the second compressor piston web

IIb counterclockwise rotating second compressor piston 7b in the open first

Compressor piston path IIb is redirected.

As a result, the sealing edge 63a of the first compressor piston 7a rotating clockwise in the first compressor piston path IIa slides past the piston head 34d of the second compressor piston 7b (see Fig. 60; T = 2). It can be seen that a cavity in the form of a substantially prismatic volume 173 forms between the piston head 34d of the second compressor piston 7b and the outer side 17b of the first compressor piston 7a, in which initially no fresh air can flow. In order to reduce a suction effect, which counteracts the rotational movement of the compressor pistons 7a, 7b, an indentation 174 is provided on the inner wall 19a 'of the second compressor piston track IIb in a region immediately adjacent to the web crossing region 16 or the concave curvature 64, from which air under normal pressure can flow into the prismatic volume 173 formed between the compressor pistons 7a, 7b. Due to the size of this semicircular indentation 174 formed in the present exemplary embodiment, it is possible to determine the desired negative pressure in each case in the prismatic volume 173. The recess 174 has on the compression of the air Fuel mixture has no influence, as it is located in the intake of the compressor piston lines IIa, IIb.

Fig. 60 (T = 3) finally shows how the prismatic volume 173 opens again in the course of continued piston rotation, so that sucked air can flow into the area of the former prismatic volume 173 and into the recess 174 and can compensate for the negative pressure existing there.

Equivalent to the second compressor piston path IIb, the inner wall 19a of the first compressor piston path IIa is also provided with a recess 174 in a region immediately adjacent to the rail crossing region 16 or the concave curvature 65.

FIG. 61 shows an exhaust cycle in which the piston head 34c 'of the second working piston 8b rotating counterclockwise in the second working piston track 12b currently has exhaust gas from the second working piston track 12b in FIG Direction of the exhaust opening 31 ausschiebt. Also from the first working piston path 12a flows at this time already pushed from the piston head 34a 'of the counter-rotating first working piston 8a exhaust gas to AuspuffÖffnung 31st

During the encounter of the two working pistons 8a, 8b in the lower web crossing region 62 ', a cavity in the form of a substantially prismatic volume 173' forms between the piston head 34c 'of the second working piston 8b and the outer side 18b of the first working piston 8b, which progresses as the rotation proceeds the working piston 8a, 8b reduced. This creates in this prismatic volume 173 ', an overpressure, which counteracts the rotational movement of the working piston 8a, 8b. In order to reduce such unwanted compression, an indentation 175 is provided on the inner wall 20a 'of the second working piston track 12b in a region immediately adjacent to the web crossing region 16' or the concave curvature 64, in which normal pressure prevails before the beginning of the compression. Due to the size of this semicircular indentation 175 formed in the present exemplary embodiment, the respective desired overpressure can be determined.

Fig. 62 shows how the indentation 175 is reopened in the course of continued piston rotation and the remainder of the overpressure therein can relax back into the exhaust gas.

Equivalent to the second working piston track 12b, the inner wall 20a of the first working piston track IIb is also provided with a semicircular indentation 175 in an area immediately adjacent to the track crossing area 16 'or the concave curvature 65.

It should be mentioned that the indentation 175 has no influence on the compression and combustion of the air-fuel mixture transported in the working piston paths IIa, IIb, since it is located in the exhaust area of the working piston paths IIa, IIb. LIST OF REFERENCE NUMBERS

1 rotary engine

2 first motor shaft according to a first embodiment of the rotary piston engine according to the invention

3 second motor shaft according to a first embodiment of the rotary piston engine according to the invention

2a first motor shaft according to a second embodiment of the rotary piston engine 2b according to the invention second motor shaft according to a second embodiment of the rotary piston engine according to the invention

3a third motor shaft according to a second embodiment of the rotary piston engine according to the invention

3b fourth motor shaft according to a second embodiment of the rotary piston engine according to the invention

4 motor housing

4a engine block section

4b peripheral housing section

5a Carrier disk on first motor shaft 5b Carrier disk on first motor shaft

6a carrier disk on second motor shaft

6b carrier disk on second motor shaft

7a first compressor piston

7b second compressor piston 8a first working piston

8b second working piston

9 compressor level

10 working level

IIa first compressor piston line IIb second compressor piston train

12a first working piston track

12b second working piston path

13 drive shaft

14 first axis of rotation 15 second axis of rotation

16 translator unit

17a inside of the first compressor piston 7a 17a 'inside of the second compressor piston 7b

17b outside of the first compressor piston 7a

17b 'outside of the second compressor piston 7b

18a inside of the first working piston 8a 18a 'inside of the second working piston 8b

18b outside of the first working piston 8a

18b 'outside of the second working piston 8b

19a inner wall of the first compressor piston train IIa

19a 'inner wall of the second compressor piston path IIb 19b outer wall of the first compressor piston path IIa

19b 'outer wall of the second compressor piston train IIb

20a inner wall of the first working piston track 12a

20a 'inner wall of the second working piston path 12b

20b outer wall of the first working piston track 12a 20b 'outer wall of the second working piston track 12b

21 insulating rings

22 balancing weights

23 threaded bolts

24 nuts 25 screws for balancing weights 22

26a first spark plug

26b second spark plug

27a first injection nozzle

27b second injection nozzle 28 oil filling opening

29 Oil chamber plug

30 intake opening

31 exhaust opening

32 first mold element 32a side of the first mold element

33 second mold element

33a side of the second mold element 34a, b, c, d, a ', b', c ', d' piston bottoms

35 hollow shaft piece 36 bevel gear on drive shaft 13th

37 bevel gear on drive shaft 13 38, 39, 38a, 38b, 39a, 39b bevel gears on motor shafts 38 ', 39' shafts of the motor shaft bevel gears

40 threaded holes in the hollow shaft piece 35

41 screw 42 running direction of the drive shaft 13th

43 running direction of the first motor shaft 2 according to a first embodiment of the rotary piston engine according to the invention

44 running direction of the second motor shaft 3 according to a first embodiment of the rotary piston engine 43a according to the invention running direction of the first motor shaft 2a according to a second embodiment of the rotary piston engine according to the invention

43b running direction of the second motor shaft 2b according to a second embodiment of the rotary piston engine 44a according to the invention running direction of the third motor shaft 3a according to a second embodiment of the rotary piston engine according to the invention

44b running direction of the fourth motor shaft 3b according to a second embodiment of the rotary piston engine according to the invention

45 bearing elements to drive shaft 13

46 bearing elements on motor shafts 2, 3

47 Bushings for Drive Shaft Bearing Elements 45

48 Bearing seats for motor shaft bearing elements 46 49 Multi-edged end sections of motor shafts 2.3

50 holes in the bevel gear shafts 38 ', 39'

51 screw elements

52 webs of the compressor / piston 7a, 7b, 8a, 8b

53 cavities of the compressor / power piston 7a, 7b, 8a, 8b 54 inner piston walls

55 outer piston walls

56 multi-edged shaft area 56 multi-edged shaft area 58 rotor arrangement 59 thrust bearing (in bearing seat 90)

60 thrust bearings (in bearing seat 91)

61 Gradation of the motor shaft 2, 3

62 upper rail crossing area 62 'lower rail crossing area 63a, b, c, d, a ', b', c ', d' sealing edges

64 concave curvature to the second compressor

/ Arbeitkolbenbahn- inner walls 19a ', 20a'

64a, b End areas of the concave curvature 64 65 Concave curvature to the first compressor

/ Arbeitskolbenbahn- inner walls 19a, 20a

65a, b End portions of the concave curvature 65

66 gearboxes

67 housing walls 68 first slot in the engine block section 4a

69 second slot in the engine block section 4a

70 first overflow channel

70a Entrance of the first overflow channel

70b output port of the first transfer port 71 second transfer port

71a Entrance of the second overflow channel

71b Output port of the second transfer port

73 Through hole

74 first feeding hole to the through hole 73 75 second feeding hole to the through hole 73rd

76 Threaded plug

77 Oil chamber closing element in gearbox 85

78 Holes in housing cover 80a, 80b 78 Bolt elements 80a Housing cover on suction side 80b Housing cover on exhaust side

81 recess for sealing insert

82 (rigid) sealing insert

83 (elastic) sealing element 84 nuts

85 gearbox housing

85a flange portion of the transmission case 85th

86 Gear housing cover

87 sealing element 88 screws

89 screws 90 bearing seat for track bearings 59

91 Bearing seat for track bearings 60

92 threaded sections on motor shafts for screw 93 93 threaded fasteners for fixing the thrust bearings 59, 60th

94 threaded sections on motor shafts for union nut 103

95 hole in the engine block section 4a

96 hole in the exhaust side housing cover 80b

97 oil level measuring rod 98 slotted shaft jaw

98a axial threaded holes of the slotted shaft jaw 98th

99 tensioning screw

100 polygonal openings

101 polygonal openings 102 rotor shaft

103 union nut

104 gaskets for moldings

105 screw elements

106 cooling water inlet 107 suction side side surface of the motor housing 4th

108 exhaust-side side surface of the motor housing 4th

109 threaded holes for screw elements 105

110 lubrication openings in the engine block section 4a

111 Breakthrough to oil chamber 113 112 Cooling water jacket

113 central oil room

114 through holes in closure element 115, 116th

115 Closure element for first mold element 32 115a Shaft section of the closure element 115 116 Closure element for second form element 33 116a Shaft section of the closure element 116

117 opening in the closure element 115, 116th

118 recess in engine block section for closure ^¬ elements 115, 116 119 recesses for injectors 27a, 27b 120 recesses for spark plugs 26a, 26b 121 storage section on motor shafts 2a, 2b, 3a, 3b

122 tapered roller bearing bearing ring 59a, 59b, 60a, 60b

123 conical seat for inner bearing element 125

124 cylindrical receptacle for outer bearing element 126 125 inner bearing element

126 outer bearing element

127 threaded hole for outer bearing element 126th

128 screw elements

129 stop section 130 opening nozzle in the motor housing 4 for drive shaft 13 130a threaded portion

131 Union nut for opening nozzle 130

132 insertion direction of the drive shaft 13

133 countersunk holes in drive shaft 13 for screw elements 41 134 insert

135 use

136 oil chamber cover

137 Dipstick element

138 Oil filling opening 139 Dipstick opening

140 through holes

141 cross bore

142 grease nipple

143 Oil chamber closure plate 144 Sealing element for oil chamber closure plate 143

145 Oil drain plug

146 Sealing element for gearbox 85

147 Screw cap for gearbox 85

148 recess 149 Expansion direction of the motor housing 4

150 expansion direction of the motor housing 4

149a shift direction of the first compressor piston 7a 150a shift direction of the second compressor piston 7b

151 tangent to the piston head 152 ribs on the compressor / power piston 7a, 7b, 8a, 8b 152a first axial end portion of the ribs 152nd 152 b second axial end portion of the ribs 152

153 canal section

154 air filters

155 cooling air 156 intake manifold

157 first side surface of the compressor / piston 7a, 7b, 8a, 8b

158 second side surface of the compressor / piston 7a, 7b, 8a, 8b 159 passageways

163 axial extent of the compressor / working piston 7a, 7b, 8a, 8b

164 distance measure

165 Thickness of ribs 152 166 Inlet for cooling air 155

167 Cooling air outlet 155

168 gap between interlocking piston crowns 34

169 closure wall

170 Sealing area on engine block section 4a 171 notches

172 notches

173, 173 'prismatic volume

174 indentations in compressor level 9

175 recesses in working plane 10 X "dead" closing angle volume

Claims

PATENT APPLICATIONS

1. Rotary piston engine, comprising in a motor housing (4) mounted, about two axes of rotation (14, 15) rotatable and a drive shaft (13) driving motor shafts (2, 3), wherein each of the axes of rotation (14, 15) at least one compressor piston (7a, 7b) and at least one working piston (8a, 8b) are rotatably mounted, wherein by means of a translator unit (16) an opposite direction of rotation of

Compressor piston (7a, 7b) and working piston (8a, 8b) is forced at synchronous speed, wherein compressor piston paths (Ha, Hb) of the compressor in a common plane (9) arranged compressor pistons (7a, 7b) as well as working piston tracks (12a, 12b) the working pistons (8a, 8b) arranged in a working plane (10) parallel to the compressor plane (9) overlap in each case in a web crossing region (62, 62 '), wherein the compressor piston webs (Ha, Hb) arranged in the compressor plane (9) are of the the working plane (10) arranged working piston tracks (12a, 12b) separated by motor housing walls (67), but by a respective overflow channel (70, 71) are interconnected, wherein the compressor and working piston

(7a, 7b, 8a, 8b) are substantially circular arc-shaped and concentric with the respective

Rotary axis (14, 15) extending inside (17a, 17a ',

18a, 18a ') and a concentric with the respective axis of rotation (14, 15) extending outside (17b, 17b', 18b, 18b '), wherein the inner sides (17a, 17a', 18a, 18a ') and the outer sides (17b , 17b ', 18b, 18b') in each case by piston bottoms (34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d') limited or interconnected are and wherein the compressor piston trains (IIa, IIb) and the working piston tracks (12a, 12b) are formed substantially kreisringnutförmig, wherein the compressor or working piston inner sides (17a, 17a ', 18a, 18a') each along a compressor or Working piston inner wall (19a, 19a ', 20a, 20a') and the compressor or working piston outer sides (17b, 17b ', 18b, 18b') each along a compressor or working piston outer wall (19b, 19b ' , 20b, 20b '), characterized in that on the

Piston bottoms (34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d') in the area of the compressor / working piston outer sides

(17b, 17b ', 18b, 18b') each have a sealing edge (63a,

63b, 63c, 63d, 63a ', 63b', 63c ', 63d'), wherein the curvature of the piston bottoms (34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d') corresponds to the course of a Rolling curve corresponding to which the sealing edge (63a, 63b, 63c, 63d, 63a ', 63b', 63c ', 63d') of a about the rotational axis (14, 15) rotating compressor / working piston (7a, 7b, 8a, 8b) in the web crossing region (62, 62 ') from the cross section of the in opposite direction of rotation about the respective opposite axis of rotation (14, 15) rotating in the common compressor / working plane (9,10) lying compressor / working piston (7a, 7b, 8a 8b) and wherein the compressor / working pistons (7a, 7b, 8a, 8b) located in a common compressor / working plane (9, 10) are arranged in a position about their respective axis of rotation (14, 15) in which the sealing edge (63a, 63b, 63c, 63d, 63a ', 63b', 63c ', 63d') of the one compressor / working piston (7a, 7b, 8a, 8b) advances during passage of the web crossing region (62, 62 ') during the piston head (34a, 34b, 34c, 34d, 34a ', 34b', 34c ', 34d') of the respective opposite compressor / working piston (7a, 7b, 8a, 8b) abstreift.

2. Rotary piston engine according to claim 1, characterized in that during the rotational movement of the compressor / working piston (7a, 7b, 8a, 8b) between the sealing edge (63a, 63b, 63c, 63d, 63a ', 63b', 63c ', 63d ') of the one compressor / working piston (7a, 7b, 8a, 8b) and the piston head (34a, 34b, 34c, 34d, 34a', 34b ', 34c', 34d ') of the respective opposite compressor / working piston ( 7a, 7b, 8a, 8b) measured game of a maximum of 2/10 mm, preferably a game <1/10 mm is provided.

3. Rotary piston engine according to claim 1 or 2, characterized in that the compressor / Arbeitskolbenbahn- inner walls (19a, 19a ', 20a, 20a') in the web crossing region (62, 62 ') each have a concave curvature (64, 65), which is characterized by an overlapping of the compressor / working piston track (IIa, IIb, 12a, 12b) with the compressor / working piston track inner wall (19a, 19a ', which is assigned to the respectively opposite compressor / working piston (7a, 7b, 8a, 8b), 20a, 20a ') or by an imaginary volume intersection between a rotationally symmetrical about a rotational axis (14, 15) arranged compressor / working piston outer wall (19b, 19b', 20b, 20b ') and a rotationally symmetrical about the respective opposite axis of rotation (14, 15) arranged compressor / working piston inner wall (19a, 19a ', 20a, 20a') results.

4. Rotary piston engine according to one of claims 1 to 6, characterized in that the compressor / Working piston (7a, 7b, 8a, 8b) on carrier discs (5a, 5b, 6a, 6b) are mounted, which on the motor shafts (2, 3) can be fastened.

5. Rotary piston engine according to one of claims 1 to 4, characterized in that along each axis of rotation (14, 15) a single motor shaft (2, 3) is arranged, wherein on one of the motor shafts (2, 3) in the compressor plane (9 ) and in the working plane (10) arranged compressor and working piston (7a, 7b, 8a, 8b) rotate in the same direction.

6. rotary engine according to claim 5, characterized in that between the in the

Compressor level (9) arranged compressor piston paths

(IIa, IIb) and arranged at the working level (10)

Working piston paths (12a, 12b) preferably obliquely from the compressor plane (9) in the working plane (10) extending overflow channels (70, 71) are provided.

7. Rotary piston engine according to claim 6, characterized in that the preferably curved executed overflow channels (70, 71) by shaped elements (32, 33) are formed, which in slots (68, 69) are inserted, which in the compressor plane (9) of the working plane (10) separating motor housing walls (67) are provided.

8. Rotary piston engine according to one of claims 1 to 4, characterized in that along each axis of rotation (14, 15) two mutually aligned motor shafts (2a, 2b, 3a, 3b) are arranged and a the two motor shafts (2a, 2b, 3a, 3b) aligned with one another bear the at least one compressor piston (7a, 7b), while the other of these motor shafts (2a, 2b, 3a, 3b) carries the at least one working piston (8a, 8b), wherein the two motor shafts (2a, 2b, 3a, 3b) by means of a reversing gear (66) engage with each other, so that an opposite direction of rotation of the two motor shafts (2a, 2b, 3a, 3b) and an opposite direction of rotation of the axis of rotation ( 14, 15) arranged compressor and working piston (7a, 7b, 8a, 8b) is forced, wherein the reversing gear (66) between the compressor plane (9) and the working plane (10) arranged drive shaft (13) drives.

9. Rotary piston engine according to one of claims 6 to 8, characterized in that in each case an overflow channel (70, 71) of the about the rotational axis (14, 15) arranged Verdichterkolbenbahn- inner wall (19a, 19a ') to the about the same axis of rotation (14 , 15) arranged Arbeitskolbenbahn- inner wall (20a, 20a ') leads.

10. rotary engine according to one of claims 6 to 9, characterized in that the

Overflow channels (70, 71) each outside the concave curvatures (64, 65) of the compressor / Arbeitskolbenbahn- inner walls (19a, 19a ', 20a, 20a'), but immediately adjacent end portions (64a, 64b, 65a, 65b) of concave curvatures (64, 65) in the compressor / piston pistons tracks (IIa, IIb, 12a, 12b) open.

11. Rotary piston engine according to one of claims 6 to 10, characterized in that both the

Entrance estuaries (70a, 71a) and the

Output ports (70b, 71b) of the transfer passages (70, 71) are adjacent to either an upper web crossing region (62) or a lower web crossing region (62 ') of the compressor or working piston webs (IIa, IIb, 12a, 12b).

12. Rotary piston engine according to one of claims 1 to 11, characterized in that in an engine block section (4a) of the motor housing (4) to the compressor / piston pistons (IIa, IIb, 12a, 12b) open towards recess (81) is provided in which a distance insert (82) made of a substantially rigid material is receivable, wherein the distance insert (82) from a housing cover (80) which can be fastened to the motor housing (4) into the recesses (81) in one of the compressor and working pistons (7a, 7b, 8a, 8b) adjacent position is pressed and wherein between the housing cover (80) and distance insert (82) a the periphery of the distance insert (82) overlapping elastic sealing element (83) is arranged.

13. Rotary piston engine according to one of claims 1 to 12, characterized in that each compressor piston web

(IIa, IIb) is associated with a fuel injection nozzle (27a, 27b) to air sucked into the motor housing (4) before entering the compressor piston paths (IIa, IIb) or directly in the compressor piston paths (Ha, Hb), preferably in Area of one in the compressor piston paths (Ha, Hb) opening suction port (30) to enrich with fuel.

14. Rotary piston engine according to one of claims 1 to 13, characterized in that each working piston track

(12a, 12b) is associated with a spark plug (26a, 26b), wherein the spark plugs (26a, 26b) preferably in the region of the outlet openings (70b, 71b) of the overflow

(70, 71) are arranged.

15. Rotary piston engine according to one of claims 3 to 14, characterized in that the Verdichterkolbenbahn- inner walls (19a, 19a ') one or more recesses (148), which of an outside of the web crossing region (62, 62') lying, the end regions (64a, 64b, 65a, 65b) of the concave bulges (64, 65) adjacent the region of the compressor piston inner wall (19a, 19a ') to the respective concave curvature (64, 65) adjacent the compressor piston inner wall (19a, 19a') ) leads.

16. Rotary piston engine according to one of claims 1 to 15, characterized in that between the piston walls (54, 55) at least one of the compressor / working piston (7a, 7b, 8a, 8b) any number of obliquely and / or curved ribs (152), these ribs (152) preferably parallel to each other and along the inner periphery

(54a, 55a) of the piston walls (54, 55) are arranged distributed, wherein between the ribs (152) passage channels (162) are formed, which transport a via in the motor housing (4) provided in the inlet opening (166) sucked cooling air (154 ) by the axial extent (163) of the compressor / working piston (7a, 7b, 8a, 8b) allow.

17. Rotary piston engine according to claim 16, characterized in that the axial

End portions (152a, 152b) of the ribs (152) from the outer side (17b, 17b ', 18b, 18b') and the inner side (17a, 17a ', 18a, 18a') of the compressor / working piston (7a, 7b, 8a , 8b) limiting side surfaces (157, 158) are each spaced by a distance measure (164).

18. Rotary piston engine according to claim 16 or 17, characterized in that in the motor housing (4) at least one passage opening (159) is provided, through which the cooling air (154) of at least one of the compressor / working piston paths (IIa, IIb, 12a, 12b ) into the respective axially behind compressor (s)

/ Arbeitskolbenbahn (s) (IIa, IIb, 12a, 12b) is conveyed, wherein the passage opening (159) preferably within the web crossing region (162, 162 ') of two juxtaposed compressor

/ Working piston tracks (IIa, IIb, 12a, 12b) is arranged.

19. Rotary piston engine according to one of claims 1 to 18, characterized in that to the piston webs (IIa, IIb, 12a, 12b) adjacent, to be rotated, the piston trajectories (IIa, IIb, 12a, 12b) delimiting components facing sealing areas (170) of the motor housing (4) are provided with a series of notches (171), wherein the notches (171) are preferably arranged in the form of a plurality of mutually offset rows along the sealing regions (170).

20. Rotary piston engine according to one of claims 3 to 19, characterized in that on at least one of the inner walls (19a, 19a ', 20a, 20a') of the compressor piston tracks (Ha, Hb) or the working piston tracks (12a, 12b) in a directly the concave curvature (64, 65) or the web crossing region (16, 16 ') adjacent region each having at least one indentation (174, 175) is provided.