AU2022255371A1

AU2022255371A1 - Supply system for rotary engines and internal combustion turbines

Info

Publication number: AU2022255371A1
Application number: AU2022255371A
Authority: AU
Inventors: Manuel Muñoz Saiz
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-04-05
Filing date: 2022-04-04
Publication date: 2023-11-16
Also published as: JP2024513091A; WO2022214716A1; CA3216497A1

Abstract

The invention relates to a supply system for rotary engines and turbines that applies pressurised fuel and oxidising agent a) to the rotary engines with two interconnected cylindrical chambers, inside of which rotate cylindrical rotors with peripheral elliptical lobes or teeth, the outermost peripheral area of which has a curvature equal to the casing, which mesh interconnected with the contiguous rotors, synchronously actuated by gears, or b) to a cylindrical or frustoconical chamber in which a rotor rotates in the periphery of which radial blades or fins are provided. The rotors run fitted between 0.2 and 3 mm along the internal wall of the chambers, with chambers of variable volume created between rotors and casings in which the expansion of the gases produced in the combustion chamber is applied, where fuel and oxidising agent are injected and then a spark plug produces its explosion, combustion and expansion, causing the rotor to rotate.

Description

FEEDING SYSTEM FOR INTERNAL COMBUSTION ROTARY ENGINES AND TURBINES FIELD OF THE INVENTION

In thermal engines that use fossil fuels, biofuels, hydrogen, mixed, etc. and as oxidizer air and/or oxygen. Also useful in hybrid vehicles due to its simplicity, low cost, weight and size.

STATE OF THE ART.- It is documented that up to 1910 more than 2000 rotary engines had been patented, only the Wankel engine having been partially successful, which Despite its advantages as a rotative, it presents design, manufacturing, and maintenance difficulties, high cost, high oil consumption, and is affected by wear, causing a loss of tightness over time, requires very strict or delicate fuel application synchronization, and rotors and eccentric rotating elements generate vibrations or oscillations. Its turning speed is limited to about 9000 rpm. Subsequently they have been studied mainly by Audi, Curtis Wright, Daimler-Benz, Ford, General Engines, John Deere, Mazda, NSU, Nissan and Rotary Power International among others.

DESCRIPTION OF THE INVENTION.

Objective of the invention.

Use engines that are useful in all types of vehicles, marine, rail, highway, aviation and in general throughout the industry, due to their high speed, light weight, simplicity and low cost.

No need to carry out compression inside, making only one turn per cycle in the rotaries.

By using a small separation between the casing and the rotors and high or medium rpm, there is no friction or obvious leaks, and these turbine-engines can be considered as a hybrid between the reciprocating engine and the gas turbine, providing and improving the most of the advantages of both: Simplicity, few elements, economy, resistance, reliability, high power/weight ratio, great power, high performance, high thermodynamic efficiency (consumption/weight ratio), very high revolutions (because there is no friction between rotors and casings), good use of fuel, allows the recovery of energy from exhaust gases, without overlap between intake and exhaust (there is no intake) easy cooling, with better, more perfect combustion, with low emissions , which uses little oil in lubrication as it does not have friction, which is very ecological, whose gases do not contaminate or pollution is reduced, which considerably reduces vibrations, noise, maintenance and its duration, which due to its simplicity admits large and very small dimensions. By using no valves, vanes, cams, reciprocating elements, or uncompensated eccentric rotating elements, there are no oscillations, vibrations, knocking, or noise, allowing very high rpm and the use of ceramic materials, steels, and magnesium and aluminum alloys with hard anodized. Others typical of rotary engines and turbines are added. The pairs of rotors (equal and symmetrical with respect to their axis) rotating in the opposite direction counteract the gyroscopic effects, avoiding gyroscopic precession and vibrations. Even in the Wankel engine the rotors and other parts rotate eccentrically. It allows promoting ecological fuels and the conversion of fossil fuels. All of the above results in turn in efficiencies or high performance not typical in other engines, lower price and greater competitiveness.

The problem that arises is energetic, it is not possible to continue with the current consumption of fossil fuels, having to reduce their pollution. Attached table with energy values of the different fuels and most imnozzleant batteries.

Fuel Enerqy per mass (Wh/kg)

Diesel 12,700

Gasoline 12,200

Butane 13,600

Propane 13,900

Ethanol 7,850

Methanol 6,400

Natural gas (Methane) 250 bar 12,100

Liquid hydrogen 39,000

Hydrogen (at 350 bars) 39.300

Cobalt lithium battery 150

Manganese lithium battery 120

Battery Nickel metal hydride 90

Lead acid battery 40

The use of highly efficient rotary engines and turbines with fossil fuels that are low in C02 emissions and even oil extinction is proposed. Complemented with GREEN, GRAY and BLUE H2, synthetic fuels, biofuels, etc. ZERO or Low C02 emissions. And the use of 02 alone or diluted with an inert gas, argon, etc. even with air. Currently this system would be the best solution and it is the one that is proposed with these engines.

In case of using H2, stainless steel must be used to avoid its deterioration. Some special aluminum is also useful.

Natural gas GNV for vehicles is more friendly to the environment, it produces approximately half the C02 of gasoline, it is worth half, and it lasts for 55 years, which can be expanded with new deposits. Approximately 90% is methane. From it, hydrogen can be obtained and the resulting C02 can be hydrogenated to obtain methane, and other fuels. LPG and CNG can also be used.

As a consequence, biofuels must be promoted. Advanced renewable sources that reduce C02 emissions by 90% and in some cases eliminate more than they produce, have a negative footprint, since they produce less C02 than what the plants absorb during photosynthesis. Synthetics such as renewable H2 reduce emissions by 100% compared to current gasoline.

It is difficult to find engines that match or better the 25 or so features or qualities of the engines of the invention. Which would allow solving all types of present and future energy and environmental problems.

Problems to solve.

Current engines need to produce air compression, they are noisy, they produce vibrations and friction, they have many losses, they are heavy, they use a lot of parts and maintenance, they produce a lot of pollution and as a consequence they are not very ecological. Rotaries like the Wankel are complicated, have many parts, are highly affected by wear, consume a lot of oil, pollute, produce vibrations, etc.

The feeding system for internal combustion rotary engines and turbines of the invention consists of applying air or oxygen from bottles or obtained compressed independently or externally a) to the rotary engines of two interconnected cylindrical chambers, inside which rotate some cylindrical rotors with lobes or peripheral teeth: elliptical, semi-elliptical, circular, semicircular, or else elliptical, semi-elliptic, circular or semicircular lobes whose outermost peripheral zone has a curvature equal to that of the casing, which mesh or tongue and groove interrelated with the rotors , or with the lobes or teeth of the contiguous rotors or with cavities arranged around them, but maintaining a separation between them and their casings of between 0.2 and 3mm. approximately, driven synchronized by means of gears, toothed belts or chains, located in a contiguous and independent gearbox external to the cylindrical chambers. Generating between the rotors and the casing some chambers of variable volume in which liquid fuel or compressed gas and an oxidizer, oxygen or compressed air from bottles or compressed in situ are injected, said fluids are injected into said chambers when starting or creates its formation or in a contiguous external combustion chamber, then the spark plug of an ignition system produces its explosion and combustion and as a consequence the expansion, increasing the size of the chamber, and producing the rotation of the rotor until the front area of the tooth or lobe pushes and expels the trapped gases through a nozzle, then applying a new injection of fuel and oxidizer, and a new cycle is produced, this is carried out in the chambers sequentially, the beginning of the movement b) at a cylindrical or frustoconical chamber in which a rotor rotates on the periphery of which carries blades or radial fins, which run tight between 0.2 and 3 mm, but without contact with the internal wall of the chamber, generating chambers between the rotors and the casing. variable volume in which the expansion of the gases produced is applied in an external combustion chamber where the liquid fuel or compressed gas and an oxidizer, oxygen or compressed air from bottles or compressed in situ are injected, then the spark plug an ignition system produces its explosion and combustion and as a consequence the expansion, producing the rotation of the rotor, in all cases the start of the movement is carried out with an electric motor and a battery.

The fuel and the oxidizer are applied in a fluid way at the typical combustion pressure which starts with the sparkofaspark plug, producing the explosion, combustion and expansion, pressing against the teeth, blades or fins of the entire rotor or of a section of it, which it displaces until the gases exit through a nozzle. The power is applied continuously maintaining the combustion and the rotation of the rotor.

Exhaust gases can be fed back or applied to additional stages using the same shafts. With tapered cylindrical roller bearings, axial or mixed bearings, with staggered supnozzle shafts and seal holders, gaskets or seals between the joints of the casing and the casing with the shaft. The shaft drives an electric generator, fan or pump. The initiation of the movement is carried out with an electric engine and a battery or with compressed air. It can also be performed using the pressure of the applied fluids.

With tapered cylindrical roller bearings, axial or mixed bearings, with staggered supnozzle shafts and seals between the joints of the casings and between these and the shafts. Variable volume chambers are generated between the rotors and the casing of the rotary engines into which the liquid fuel or compressed gas and an oxidizer, oxygen or compressed air from bottles or compressed in situ are injected. Said fluids are injected into said chambers, when their formation begins or is created, or in an external contiguous combustion chamber. Next, the spark plug of an ignition system produces its explosion and combustion and as a consequence the expansion, increasing the size of the chamber, and producing the rotation of the rotor until the front area of the tooth or lobe pushes and expels the trapped gases through a nozzle then applying a new injection of fuel and oxidizer, its explosion, combustion and expansion and the cycle and constant rotating movement is repeated. This is done on the cameras sequentially. The start of the movement is carried out with an electric engine and a battery.

The teeth or lobes of the rotors mesh in cavities of the adjacent rotors whose advancing and/or receding faces have a concave or convex curvature, that of the teeth of a conventional gear, the curvature inverted to that of the teeth of said conventional gears, hook or claw, dovetail corner or circle segment shape. On their lateral periphery, the rotors can carry some protruding ribs made of softer material than that of the rotors or some joints inserted in grooves that allow, without touching, to adjust as much as possible to the internal surface of the casings.

Other attached stages can be added so that the exhaust gases from the first are applied to the second and the exhaust gases from the second are applied to the third, etc. and so on up to the outlet nozzle of the assembly.

In the turbine, the expansion of the gases is applied to approximately one third of the blades of each of the rotors, before leaving the chamber. A conduit may be placed between every two nozzles. In a variant, the gases are applied to all the radially and helically arranged blades. Being able to have the chamber or rotating ducts, and helical or centrifugal rotors and in one piece. In this case, the gases pass through it throughout the entire rotor. Turbines use constant power and combustion, similar to that of gas turbines, but in this case instead of the flow acting axially on the turbine blades, it is applied tangentially and rotatingly on the rotors.

The control of the administration of the fuel and the oxidizer can be done by means of a processor, microprocessor or the ECU and some solenoid valves, controlled mechanically by the rotation of the engine or unloaded continuously. The application can be done with injectors or nozzles also continuously.

The pressure applied to the chambers from cylinders or compressors is controlled with regulating solenoid valves like the pressure reducers in the cylinders.

Rotors with more than four teeth or lobes do not need additional gears, but in that case diesel oil must be used.

Conventional, electronic, laser and mainly glow plug ignitions are used, in or next to the combustion chamber. In turbines and rotary engines, when using external and common combustion chambers for both cylinders, constant combustion can be produced. The fuel and oxidizer can be applied continuously to the internal or external combustion chamber.

The injectors and spark plugs can be placed on the side of the chambers opposite the gears.

Vehicles, in addition to using interchangeable or refillable bottles, cylinders or tanks, of pressurized 02 or liquid 02, alone or diluted with argon and even with air, as oxidizer and as fuels: hydrocarbons and preferably: synthetic fuels, biofuels or hydrogen. 02 can be obtained from the air using an oxygen generator or directly using compressed air on site. Initially, and until the engines are modified, a small amount of oxygen could be added to the intake air, and the possibility of simultaneously applying natural gas, CNG, GNV or LNG could be considered.

For the chambers and rotors, materials with a low coefficient of expansion, invar, etc., steels (stainless, especially when H2 is used, and magnesium or aluminum alloys with small amounts of copper, silicon, magnesium and/or zinc to which hard anodizing of oxide of aluminum, approximately 50 to 150 microns, these anodized products produce one half integrated with the aluminum material and the other half as an external layer, providing, in addition to its low weight, ease of manufacturing and machining, great hardness, great resistance to abrasion and valid up to temperatures of 2000 K. Advanced ceramic materials of high temperature, toughness and hardness can be used such as: Alumina (A203), Zirconia, (Zr2), Silicon Carbide (SiC), Aluminum Titanate (Al2TiO5), Silicon Nitride , (Si3N4), etc. alloys of these with metals and coatings. Aluminum, Silicon and even Zirconium will be used due to their abundance and low cost. Hard anodized or ceramic coatings can be reinforced or thicker in higher temperature areas.

The high thermal insulation of the materials allows an adiabatic operation, without great heat transfer, which makes better use of the heat produced and does not require refrigeration or reduces it, achieving higher performance.

Liquid cooling can be used, or air cooling by adding some fins. If it is air, the fans can be attached to the axis of the rotors.

The separation between the rotors and their casings can be set according to the materials used so that at the typical operating regime they adjust to values between 0.2 and 3 mm, depending on the dimensions of the engine, using materials with different coefficients of expansion in rotors and their casings and applying more cooling in certain hot spots or areas. The minimum separation must be achieved at high rpm

The bearings can be placed in an area as far away from the explosion or combustion zones of the chambers, giving a bulge or projection towards the outside of said chambers, and seals or sealing gaskets must be applied.

The gas exhaust nozzles are located on the sides of the cylindrical chambers or peripherally between them.

The energy of the exhaust gases can be recovered with turbines or turbochargers. In the event that the gases consist only or mostly of C02, it can be compressed and stored in bottles for storage or hydrogenation and transformation into synthetic fuel. However, C02 is produced normally in the plant and animal world. Therefore, it is not necessary to discard it in its entirety. This is applicable to all the elements of nature, water, minerals, salts, etc. In the case of natural gas, as the pronozzleion of hydrogen is higher, much less C02 is produced. Gases from this pair of chambers can be discharged into one or more additional chamber pairs back-to-back in series using the same shafts. Being the posterior chambers of greater volume or capacity than the preceding ones. The first discharges the gases in the second, the second in the third and so on until it is discharged outside.

In the case of using bottled oxygen under pressure, triple the weight of gasoline must be transport, 2.5 times that of diesel oil and the same amount of natural gas. If we transport 20 kg of natural gas we would have to transport another 20 of oxygen. Except if we carry an oxygen generator.

Types of natural gas used CNG, NGV, LNG (predominantly methane) and LPG as liquefied gas obtained from petroleum (based on propane and butane).

BRIEF DESCRIPTION OF THE DRAWINGS.

Figure 1 shows a schematic and partially sectioned view of the chambers of the rotary engine of the system of the invention.

Figure 2 shows a schematic and partially sectioned view of the chambers of the engine of Figure 1, with the rotors in different phases of the cycle.

Figures 3 through 8 show schematic views of engine variants and methods of powering the engines.

Figure 9 shows a schematic and partially sectioned view of a engine variant with rotors with two teeth each.

Figures 10 and 25 show schematic and partially sectioned views of a pair of external gears of the engines of the invention.

Figures 11 to 24 show schematic views of variants of engines and methods of feeding them.

Figure 26 shows a partially sectioned view of the engine of Figure 25.

Figure 27 shows a partially sectioned view of a two-stage engine.

Figures 28, 29 and 30 show views of engines with different exhaust gas energy recovery systems.

Figure 31 shows a schematic and partially sectioned view of a turbine of the system of the invention.

Figure 32 shows a partially sectioned schematic view of a turbine variant.

Figure 33 shows a partially sectioned schematic view of a turbine variant.

Figure 34 shows a schematic view of a variant of the turbine of Figure 33.

Figure 35 shows a schematic view of a variant of the turbine.

Figure 36 shows a schematic and cross-sectional view of a turbine.

Figure 37 shows a turbine variant.

Figure 38 shows a schematic view of a turbine variant in the form of a helical serpentine.

Figure 39 shows a schematic view of a turbine variant using the coil system similar to that of figure 38.

Figure 40 shows a schematic sectional view of the rotating area of the turbine in figure 39.

Figures 41 to 43 show schematic views of various exhaust gas energy feedback systems.

AN EMBODIMENT OF THE INVENTION

Figure 1 shows the engine formed by two cylindrical chambers (1) with their casings (1c) and inside the rotors (1r), which rotate synchronized, although 1800 out of phase, tongue-and groove and meshed with one tooth (1d) each. Generating and starting a combustion chamber (1cc), where the fuel from the tank (5) is injected through the injector (2), and the compressed oxygen from the bottle (3) through the pressure reducer (3m), or a electronic pressure regulator, which regulates and will give us the desired pressure in the combustion chamber and the solenoid valve (6) that determines the moment of passage. Combustion is then started by the spark produced by the spark plug (4). At that moment, the same tooth is expelling the gases produced in the previous combustion by advancing the tooth (1d). Shows the axis of the rotors (1e) and the holes (1j) to compensate for the imbalance due to eccentricity of the rotors. It produces one explosion, expansion and exhaust per turn of the right cylinder rotor. The rotors rotate synchronized by means of gears attached to the ends of the rotor shafts, not shown in the figure.

Figure 2 shows the engine made up of two cylindrical chambers (1) with their casings (1c) and inside the rotors, which rotate synchronized, although 1800 out of phase, tongue-and-groove and meshed with one tooth (1d) each. Generating and starting a combustion chamber (1cc), where the fuel from the tank (5) is injected through the injector (2), and the compressed oxygen from the bottle (3) through the pressure reducer (3m) that regulates and It will give us the desired pressure in the combustion chamber and the solenoid valve (6) that determines the moment of passage. Combustion is then started by the spark produced by the spark plug (4). At that moment, the same tooth is expelling the gases produced in the previous combustion by advancing the tooth (1d). It shows the axes of the rotors (1e) and the holes (1j) to compensate for the imbalance of the rotors. It is similar to the engine in figure 1 but in this one the combustion chamber, the expansion, the exhaust and the exhaust nozzle are carried out in the adjoining chamber (left). It produces one explosion, expansion and exhaust per turn of the left cylinder rotor. The rotors turn synchronized by means of gears, attached to the ends of the shafts of both rotors, not shown in the figure.

Figures 3 to 8 show variants of combustion chambers, common to both chambers, which also use a common exhaust gas outlet nozzle.

Figure 3 shows the engine formed by two cylindrical chambers (1), with one-tooth rotors, the application to the combustion chamber (1cc) of the fuel injector (2) and behind it the fuel injector and the spark plug, which are not visible in the figure. It shows two gas outlet nozzles (1t) and the expansion and exhaust chamber (1ce) in the right cylindrical chamber. It produces one explosion, expansion and exhaust per turn and chamber in each cylinder.

Figure 4 shows the engine formed by two cylindrical chambers (1), with one-tooth rotors, the application to the combustion chamber (1cc) of the fuel injector (2) and behind it the fuel injector and the spark plug, which are not visible in the figure. Shows two gas outlet nozzles (1t). The escape is made in the left cylindrical chamber. It produces one explosion, expansion and exhaust per turn and chamber in each cylinder.

Figure 5 shows the engine made up of two cylindrical chambers (1), with one-tooth rotors, like the one in figures 3 and 4. In this case, the fuel is applied in the form of compressed gas from the bottle (3g). In the ,right cylindrical chamber there is an explosion, expansion and exhaust per turn and chamber in each cylinder. Shows two gas outlet nozzles (1t).

Figure 6 shows the engine formed by two cylindrical chambers (1), with one-tooth rotors, like the one in figures 3 and 4, producing an explosion. In this case the fuel is applied in the form of compressed gas from the bottle (3g). The figure shows the start of the explosion and the escape of gases, all in the left cylindrical chamber. Shows two gas outlet nozzles (1t). It produces one explosion, expansion and exhaust per turn and chamber in each cylinder.

Figure 7 shows the engine formed by two cylindrical chambers (1), like the one in figures 3 and 4. In this case, the fuel is applied in the form of compressed gas from the bottle (3g) and the oxygen obtained by filtering the air by means of the compressor (6), the particulate filter (7) and the hollow fiber type nanoparticle filter (8). The figure shows the start of the explosion and the escape of gases, all in the right cylindrical chamber. Shows two gas outlet nozzles (1t). It produces an explosion, expansion and exhaust per turn and chamber in each cylinder.

Figure 8 shows the engine formed by two cylindrical chambers (1), like the one in figures 3 and 4. In this case the fuel is applied in the form of gas compressed from the bottle (3g) and the compressed air obtained through the compressor (6) and the particle filter (7). This is the only one shown that uses compressed air, in the other figures oxygen is used. The figure shows the start of the explosion and the escape of gases, all in the left cylindrical chamber. Shows two gas outlet nozzles (1t). It produces one explosion, expansion and exhaust per turn and chamber in each cylinder.

Figure 9 shows the engine formed by two cylindrical chambers (1) whose rotors (1r) each have two teeth on their periphery, which synchronized mesh with each other. The fuel from the tank (5) is applied by means of the injector (2) and the oxidizer from the bottle (3) by an injector not shown in the figure, neither is the spark plug, which initiates the first explosions, producing expansion and displacing the fuel rotors. sequentially and spaced 90. Discharging exhaust gases through the common nozzle (1t). With two-tooth rotors, explosions and expansions occur in an orderly manner and without producing oscillations. It produces one explosion, expansion and exhaust per turn and chamber in each cylinder. Producing the maximum power or use, of all the engines exposed here. It shows the gasket (1j) made of a softer material than the rotor, which allows less clearance when it comes to low speeds. The joint can be replaced by a protruding rib.

Figure 10 shows the engine of figure 9 adding some gears (9i) that carry the rotors laterally, meshed with each other, inside the cylindrical chambers (1) whose rotors (1r) have two teeth each on their periphery, which synchronized mesh with each other. The fuel from the tank (5) is applied by means of the injector (2) and the oxidizer from the bottle (3) by an injector not shown in the figure, neither is the spark plug, which initiates the first explosions, producing expansion and displacing the fuel rotors. sequentially and spaced 90. Discharging exhaust gases through the common nozzle (1t).

Figure 11 shows the engine formed by the cylindrical chambers (1), one of whose rotors carries a tooth or peripheral lobe that engages in the cavity that carries the opposite rotor. It is fed by the natural gas bottle (3g) and the oxygen bottle (3).

Figure 12 shows a engine similar to that of figure 11, formed by the chambers (1), performing the expansion.

Figure 13 shows a engine with chambers (1), similar to the one in figures 11 and 12.

Figure 14 shows a engine made up of chambers (1) with two peripheral hooks on one of the rotors, these mesh with cavities in the opposite rotor.

Figure 15 shows a engine made up of the chambers (1) whose rotors are made up of two lobes each. These take advantage of the energy and send the exhaust gases through the outermost sides of both rotors.

Figure 16 shows a engine made up of the chambers (1) with a main rotor with two slightly rhomboid-shaped teeth and the other with a dovetail.

Figure 17 shows a engine formed by the chambers (1) whose rotors carry two teeth or lobes in the shape of a dovetail.

Figure 18 shows an engine made up of chambers (1) with two eccentric rotors, but they also take advantage of the energy and send exhaust gases through the outermost sides of both rotors. In this case you need to apply a bolt or overweight to balance the rotors.

Figure 19 shows an engine made up of chambers (1) whose rotors are cylindro-elliptical of different dimensions.

Figure 20 shows a engine made up of chambers (1) whose rotors each have three lobes or teeth. These take advantage of the energy and send the exhaust gases through the outermost sides of both rotors.

Figure 21 shows a engine made up of chambers (1) whose rotors each have four lobes or teeth. They take advantage of the energy and send the exhaust gases through the outermost sides of both rotors. Without external gears you can use diesel oil.

Figure 22 shows a engine made up of chambers (1), one of whose rotors has four lobes or teeth and the opposite one has four cavities for housing the lobes or teeth of the adjoining rotor. They take advantage of the energy and send the exhaust gases through the outermost sides of both rotors. No external gears use diesel oil.

Figure 23 shows a engine made up of chambers (1) whose rotors have six teeth each. It has the external combustion chamber (lex), with constant combustion and sends the exhaust gases through the outermost sides of both rotors. The spark plug (4) can be a filament that is only used to start combustion. In the case of not using external gears, you can use diesel.

Figure 24 shows a engine made up of chambers (1) whose rotors each have eight teeth. They take advantage of the energy and send the exhaust gases through the outermost sides of both rotors. Without external gears you can use diesel oil.

In the engines of figures 21 to 24, the supply of fuel, oxidizer and combustion can be applied constantly.

Figure 25 shows a engine with chambers (1) and external gears (9).

Figure 26 shows the engine of figure 25 formed by the chambers (1a) and the external gears (9). Their axes are supnozzleed by conical bearings (10) with cylindrical rollers.

Figure 27 shows the engine of figure 25 formed by the first two chambers (1a), and adds the two second chambers (1s) of larger dimensions and the external gears (9). Their axes are supnozzleed by conical bearings (10) with cylindrical rollers.

Figure 28 shows the cylindrical chambers (1) of an engine and the independent cover (87) of the gears or toothed belt (9) of an engine whose exhaust gases are applied to the centrifugal turbine (81) through the duct ( 80) and with the axis (1e) common to both, they feed back, recovering the energy from the gases.

Figure 29 shows the cylindrical chambers (1) of an engine and the cover (87) of the gears or toothed belt (9) of an engine whose exhaust gases are applied to the axial turbine (86) and through the shaft ( le) common to both, the energy of the gases is recovered.

Figure 30 shows the cylindrical chambers (1) of an engine and the cover (87) of the gears (9) the exhaust gases (80) are applied to a turbocharger formed by a turbine (81) that drives the compressor (82 ), which sends pressurized air through the duct (83) to a heat exchanger (84) and from this to the combustion chamber (72), the energy of the exhaust gases compresses and sends the air to the engine intake

. In all the above cases, the pressure in the combustion chambers is achieved using, with reduction, that of the pressure fuels supplied: oxygen, natural gas, etc.).

Figure 31 shows the engine-turbine (1a) with three chambers or stages, where the rotor (1r) of radial teeth, blades or fins rotates around the axis (le). In the combustion chamber (1cc) the fuel from the tank (5) is applied, which is controlled by a microprocessor or the ECU and optionally by the solenoid valve (6), also pressure oxygen is applied from the bottle (lox), optionally controlled by the solenoid valve (6) and then the ignition is applied by means of the spark plug (4), the explosion produces the expansion of the gases that drives the rotor blades exiting through the nozzle (1t). The rotor laterally carries a rib or projection (1j) that can also be a channel into which a gasket is inserted. The rib or gasket material is softer than the rotor, so with a little bit of operation it will wear out and sit untouched tight to the housing. The operation is continuous, not requiring ignition, having to keep the application of fuel and oxidizer constant. The initial pressure is provided by the fuel and/or oxygen. Increasing the number of stages is in order to use the gases more efficiently.

Figure 32 shows the engine-turbine (1a) with three chambers or stages, separated by partitions (53) where the rotors (1r) with radial teeth, blades or fins rotate around the axis (le). In the combustion chamber (lcx), in this external case, the ignition is initially applied by means of the spark plug (4). The gas outlets of the first stage are applied to the second internally or externally, and likewise those of the second stage to the third stage and from this to the outside through the nozzle (1t).

Figure 33 shows the engine-turbine (1a) with three chambers or stages fed by the H2 tank (1h) and the oxygen bottle (lox). The axis is common but the cameras are independent.

Figure 34 shows the three-stage engine-turbine (1a) fed by the H2 tank (1h) and the oxygen bottle (lox). In this case, it can be considered as a single chamber separated from each other by partitions (53).

Figure 35 shows the three-stage, frustoconical-shaped engine-turbine (la), fed by the H2 tank (1h) and oxygen obtained from the air by means of the compressor (6), the particle filter (7) and the hollow fiber nanomolecular filter (8). The plates (58) are separating partitions for the fins of the different rotors. The exhaust gases exit through the nozzle (1t). The nitrogen is discarded.

Figure 36 shows the engine-turbine (la) whose rotor (1r) has teeth (1d) separated from each other, which can form part of the rotor and carry a gasket (1j) which is inserted into a channel, which also It can be a rib or projection, made of softer material than the tooth, and which, if they protrude, initially wear down to achieve a minimum of separation during normal operation. The coolant ducts (1f) are shown. In case of contact with the casing due to heating, it wears down again, preventing it from seizing.

In the rotors of figures 31 to 36, the gases are applied to the blades or radial fins that cover about 120, one third of the circumference.

Figure 37 shows the engine-turbine (1a) fed by the hydrogen bottle (1h) and the oxygen bottle (lox) and whose rotor (1r) carries a single helical channel with multiple radial fins (59) separated by the partition. (60), these with the rotor provide the channel. The channel and the fins increase in size towards the outlet. The gases exit through the nozzle (1t).

Figure 38 shows a helical coil (ihe) fed by the H2 tank (1h) and pressurized air through the compressor (26), which can be a turbocharger, and the particles filter (7). The exhaust gases exit through the nozzle (1t). This one does not use oxygen.

Figure 39 shows the engine-turbine (a), the casing is part of the rotor with which it rotates, generating between the two a helical conduit with a frustoconical external shape, fed by the H2 tank (1h) and the oxygen bottle ( ox), applied to the fluid mixing prechamber (54) from where it is applied through the conduit (55) to the interior of the rotating hollow shaft of the engine. Some pneumatic seals or seals are placed between the two, since the conduit (55) is immobile. Next, the fluids are introduced into the combustion chamber (icc) that rotates with the rotor and receives the spark from its spark plug that is fed by brushes and rings (56), current is only applied during startup. Explosion and expansion occurs, leaving the gases inside the divergent helical duct (57), which is forced to rotate, leaving the gases at the opposite end of the hollow shaft (ie) that acts as a nozzle. The fuel and the oxidizer are applied continuously, it is not necessary to apply the ignition during the rest of the operation. The engine is supnozzleed by the fork (50), which carries the bearing supnozzles (51). In this case, radial aluminum fins can be applied to the external casing of the engine which, since it is rotating, would produce heat dissipation. In this same way, a centrifugal turbine can be built by placing the helical conduit in a spiral.

Figure 40 shows the body of the engine-turbine chamber (a) whose casing and rotor (1r) are rotating, and between them the helical duct (57) is generated with fins (52) that increase the use of the energy of gases.

Figure 41 shows the engine-turbine (ia) in frustoconical shape, some nozzleions of the exhaust gases are applied to the centrifugal turbine (81) through the conduit (80) and with the axis (1e) common to both, they are they feed back recovering the energy of the gases, which leave by (1t). Shows the external combustion chamber (1cx).

Figure 42 shows the frustoconical-shaped engine-turbine (1a) whose exhaust gases (80) are applied to the axial turbine (86) and through the axis (1e) common to both, part of the energy is recovered from the gases. Shows the external combustion chamber (1cx).

Figure 43 shows the engine-turbine (1a) in frustoconical shape, through the nozzle (1t) the exhaust gases (80) are applied to a turbocharger formed by the turbine (81) that drives the compressor (82), the which sends pressurized air through the duct (83) to a heat exchanger (84) where it is cooled and from this to the external combustion chamber (1cx), the energy of the exhaust gases compresses and sends the air to the intake of the engine.

Turbochargers, turbines, etc., must be cooled due to the high temperature of the exhaust gases.

The types of feeding, bottles, tanks, compressed air or oxygen, are applicable or interchangeable between all the engines exposed here.

Claims

1. A feeding system for internal combustion rotary engines and turbines, which consists of applying air or oxygen from bottles or obtained compressed independently or externally a) to rotary engines with two interconnected cylindrical chambers, inside which they rotate some cylindrical rotors with lobes or peripheral teeth: elliptical, semi-elliptic, circular, semicircular, or elliptical, semi-elliptic, circular or semicircular lobes whose outermost peripheral zone has a curvature equal to that of the casing, which mesh or dovetail interrelated with the rotors, or with the lobes or teeth of the contiguous rotors or with cavities arranged around them, but maintaining a separation between them and their casings of between 0.2 and 3mm. approximately, driven synchronized by means of gears, toothed belts or chains, located in a contiguous and independent gearbox external to the cylindrical chambers, generating chambers of variable volume between the rotors and the casing into which liquid or compressed gas fuel is injected and an oxidizer, oxygen or compressed air from bottles or compressed in situ, said fluids are injected into the aforementioned chambers, when their formation begins or is created or in an external contiguous combustion chamber, then the spark plug of a system of ignition produces its explosion and combustion and as a consequence the expansion, increasing the size of the chamber, and producing the rotation of the rotor until the front area of the tooth or lobe pushes and expels the trapped gases through a nozzle, then applying a new injection of fuel and oxidizer, and a new cycle is produced, this is carried out in the chambers sequentially, the beginning of the movement or) to a cylindrical or frustoconical chamber in which a rotor rotates on whose periphery it carries blades or radial fins, which they run adjusted between 0.2 and 3 mm, but without contacting the internal wall of the chamber, generating chambers of variable volume between the rotors and the casing in which the expansion of the gases produced in an external combustion chamber is applied where injects liquid fuel or compressed gas and an oxidizer, oxygen or compressed air from bottles or compressed in situ, then the spark plug of an ignition system produces its explosion and combustion and as a consequence the expansion, producing the rotation of the rotor, In all cases the start of the movement is carried out with an electric motor and a battery.

2. System according to claim 1, wherein it is used continuous feeding and combustion in the internal or external combustion chambers that is also applied tangentially and rotatingly on the teeth, blades or blades of the rotors.

3. System according to claim 1, wherein on their lateral periphery the rotors carry some protruding ribs made of relatively softer material than the rotor, which allow for maximum adjustment to the internal surface of the casings without touching.

4. System according to claim 1, wherein on their lateral periphery the rotors carry gaskets introduced into grooves that allow, without touching, to adjust as much as possible to the internal surface of the casings.

5. System according to claim 1 wherein the control of the fuel and oxidizer administration is done by means of a processor, microprocessor or the ECU and some solenoid valves and is mechanically controlled by turning the engine, carrying out the application with injectors or with nozzles.

6. System according to claim 1, wherein the pressure applied to the chambers is obtained from cylinders or compressors and is controlled with regulating solenoid valves.

7 System according to claim 1, wherein the teeth or lobes of the rotors mesh in cavities, also partially annular, of the adjacent rotors whose advancing and/or retreating faces have a concave or convex curvature, that of the teeth of a gear conventional, the inverted curvature of the teeth of said conventional gears, hook or claw, dovetail corner or circle segment shape.

8. System according to claim 1, wherein compressors compress the air or fluid and pressure regulators control it.

9. System according to claim 1, wherein holes, drills or bolts are applied to the rotors with a single tooth or lobe for balancing.

10. System according to claim 1, wherein in rotors with more than four teeth or lobes, external gears are optional.

11. System according to claim 1 wherein conventional, electronic, laser and mainly glow plug ignitions are used in or next to the combustion chamber.

12. System according to claim 11, wherein spark plug filament is kept hot once the first explosions have occurred.

13. System according to claim 1, wherein by using air, pressurized 02 and liquid 02 as oxidizers, diluted 02 with argon or with air, and 02 obtained from air.

14. System according to claim 1, wherein are used as fuels: hydrocarbons, synthetic fuels, biofuels or hydrogen, and their mixtures, natural gas: CNG, GNV, LNG and liquefied petroleum gas, LPG.

15. System according to claim 1, wherein the separation between the rotors and their casings is made with the materials used so that the typical regime adjusts to values between 0.2 and 3 mm, depending on the dimensions of the System, using materials with different coefficients of expansion in the rotors and their casings and by applying greater cooling in certain hot spots or areas, the minimum separation must be achieved at high rpm

16. System according to claim 1 wherein the bearings are placed in one area the most distant from the explosion or combustion zones of the chambers.

17. System according to claim 1, wherein between the shafts and the casing of the cylindrical chambers, seals, retainers or sealing gaskets are applied.

18. System according to claim 1, wherein the energy from the exhaust gases is recovered with turbines or turbochargers

19. System according to claim 1, wherein liquid or air cooling is used and fins are added.

20. System according to claim 1, wherein one or more pairs of additional chambers attached in series are added using the same axes, with the rear chambers having a greater capacity, the first one discharging the gases in the second, the second in the third and so on until downloading outside.

21. System according to claim 1, wherein the control of the fuel and oxidizer administration is done by means of a processor, microprocessor or the ECU and electrovalves discharge it continuously with injectors or nozzles.

22. System according to claim 1, wherein are used in the chambers and rotors materials with a low coefficient of expansion, invar, steels (stainless if H2 is used) and magnesium or aluminum alloys with small amounts of copper, silicon, magnesium and/or zinc to which aluminum oxide hard anodizing is applied, of approximately 50 to 150 microns. Said anodizing produces one half integrated with the aluminum material and the other half as an external layer, providing in addition to its low weight , ease of manufacturing and machining, great hardness, great resistance to abrasion and valid up to temperatures of 2000 K and advanced ceramic materials of high temperature, tenacity and hardness such as: Alumina (A203), Zirconia, (ZrO2), Silicon Carbide (SiC), Aluminum Titanate (Al2TiO5), Silicon Nitride (Si3N4), alloys of these with metals and for coatings, and due to their abundance and low cost, Aluminum, Silicon and even Zirconium, hard anodized or Ceramic coatings are reinforced or thickened in areas of higher temperatures.

23. System according to claim 1, wherein the stage formed by the chamber and the rotor have other attached stages in series so that the exhaust gases from the first stage are applied to the second and the exhaust gases from the second to the third, and so on until it comes out of the engine outlet nozzle.

24. System according to claim 1, wherein the rotor carries a single helical channel with multiple radial fins (59) separated by a partition (60), between the partition and the rotor provide the channel, the channel and the fins increase their dimensions to the exit.

25. System according to claim 1, wherein the casing forms part of the rotor with which it rotates, presenting between them a helical conduit with a frustoconical external shape, the fuel and oxygen are applied to a fluid mixing prechamber (54) from where It is applied through a conduit (55) inside the hollow rotating shaft of the engine, between the two are placed some seals or pneumatic retainers, the fluids are introduced into the combustion chamber (1cc) that rotates with the rotor and receives the spark from its spark plug powered by brushes and rings (56), the gases circulate inside the helical and divergent conduit (57), which is forced to rotate, the gases exit at the opposite end of the hollow shaft (1e) that acts as a nozzle

. 26. System according to claim 1, wherein initially and until the engines are modified, a small amount of oxygen is added to the intake air.

27. System according to claim 1, wherein when several stages are used, the rear chambers and their rotors are larger, volume or capacity than the preceding ones.

28. System according to claim 1, wherein on their lateral periphery the rotors carry some protruding ribs made of relatively softer material than the rotor, which allow for maximum adjustment to the internal surface of the casings without touching.

29. System according to claim 1, wherein materials with a low coefficient of expansion, invar, or stainless steel are used for the chambers and rotors, especially when H2 is used, and magnesium or aluminum alloys with small amounts of copper, silicon, magnesium and/or zinc to which aluminum oxide hard anodizings are applied, approximately 50 to 150 microns, said anodizings produce one half integrated with the aluminum material and the other half as an external layer, providing, in addition to its low weight, ease of manufacturing and machining, great hardness, great resistance to abrasion and are valid up to temperatures of 2000 K, and advanced ceramic materials of high temperature, toughness and hardness such as: Alumina (A203), Zirconia (ZrO2) , Silicon carbide (SiC), Aluminum Titanate (A12TiO5), Silicon Nitride, (Si3N4), and alloys of these with metals, and for coatings, Aluminum, Silicon and even aluminum will be used for their abundance and low cost. Zirconium, hard anodized or ceramic coatings are reinforced or thickened in higher temperature areas.

30. System according to claim 1, wherein in turbines the expansion of gases is applied to approximately one third, 1200, of the blades, of each rotor.