DE102017002167B4 - Highly efficient asymmetrical rotary engine - Google Patents

Abstract

Highly efficient asymmetrical rotary piston engine consisting of a circular hollow cylinder representing the motor housing, in which a circular rotary piston eccentrically seated on the drive shaft rotates, and a throttle valve, characterized in that slide-in and slide-out slides are arranged asymmetrically on the motor housing, with an expansion or working slide 0 °, a compression valve at 20 ° and a separating valve at 240 °, the compression extending from a rotary piston crown line position from 255 ° to 20 °, the work cycle extending from a rotary piston crown line position from 20 ° to 225 °, the suction behind Rotary piston crown line begins at 255 ° and ends at 120 ° at a rotary piston crown line position, the throttle valve being closed at 120 °, and the combustion mixture flowing out through the outlet opening as the piston rotates further.

Description

Starting position

The dramatic climate change and the harmful air pollution in cities is forcing the EU, USA, China and many countries to issue increasingly stringent exhaust gas regulations (CO ₂ reduction, NOx limitation, particle filtering, etc.) for motor vehicles. Due to the fact that the air pollution limit values are constantly being exceeded, cities and municipalities are legally under pressure to exclude other vehicle groups from entry. Despite feverish improvement work by the engine developers and designers, there are very massive exceedances of the exhaust gas limit values, in particular the highly toxic NO _x during driving (Dieselgate) with very serious, still uncertain consequences for car groups and customers. The factory fuel consumption information is also inadmissibly exceeded by all manufacturers. The fulfillment of the legal limit values is limited because the range of improvement measures (e.g. intelligent valve control, highest possible compression, exhaust gas recirculation, direct injection, turbocharger, charge air cooling etc.) is quite exhausted. In order to meet the values for climate gas CO ₂ in the future, a further significant increase in the efficiency of internal combustion engines would be urgently required. The internal efficiency of an internal combustion engine is essentially determined by the volumetric expansion ratio. That means: the more expansion of the original combustion chamber volume (= space above top dead center, TDC) takes place in the engine, the greater the work yield per work cycle and thus the efficiency. Expressed as a formula, this is: $$\text{Vol}\text{. Expansion ratio}=\frac{\text{Expansion volume}+\text{Combustion chamber volume}}{\text{Combustion chamber volume}}$$

1. a) bei gegebenem Hubvolumen das Brennraumvolumen so klein wie möglich sein muss, woraus durch die Kurbeltriebsgeometrie automatisch ein hohes Verdichtungsverhältnis folgt, was natürlich begrenzt ist,
2. b) bei kleinstmöglichem Brennraumvolumen das Expansionsvolumen möglichst groß sein muss. Beim Hubkolbenmotor ist dies dagegen sogar auf ca. 80% des Hubraumes vermindert weil die Auslassventile bereits bei ca. 120° Kurbelwellendrehung (KW) nach OT öffnen müssen, um durch vorzeitigen Druckabbau im Zylinder den Ausschiebearbeits-Veriust in Grenzen zu halten.

It is immediately evident from mathematics that

1. a) for a given stroke volume, the combustion chamber volume must be as small as possible, which automatically results in a high compression ratio due to the crank mechanism geometry, which is of course limited,
2. b) the expansion volume must be as large as possible with the smallest possible combustion chamber volume. In the case of the reciprocating piston engine, on the other hand, this is even reduced to approx. 80% of the displacement, because the exhaust valves have to open after approx. 120 ° crankshaft rotation (KW) after TDC in order to keep the extension work loss within limits through premature pressure reduction in the cylinder.

This proves an operating diagram typical for all reciprocating piston engines in the area of compression and work cycle, which shows this 120 ° KW from TDC 180 ° to end of diagram 300 ° (source 1 . Darmstadt Indexing Symposium AVL). This diagram was kindly provided by Professor Dr. Ing. Werner Bauer from the Munich University of Applied Sciences. However, the early pressure reduction means that too high a working pressure and thermal energy (approx.7.8 bar, approx. 2000 ° K) go into the exhaust, which enormously reduces the internal efficiency.

Exhaust gas turbochargers can recover some of the loss through charging during intake, but only as long as the intake valves are open. It has long been known that, as with a), a higher compression ratio - as with a diesel engine - results in better efficiency. However, because the crank drive geometry couples the volumetric expansion ratio to the compression ratio, the physical reason for the increase in efficiency is the larger volumetric expansion ratio. The generally desired increase in the compression ratio ends with the Otto engine either at the limit of harmful engine knocking or with even higher compression, direct injection must take place. In addition to increased NO _x u. Soot particles (poor combustion), which will also make soot filters necessary for petrol engines. In order to be able to reduce the combustion chamber volume of the Otto engine even further without unacceptably increasing the compression, some engine manufacturers reduce the degree of filling when they are sucked in. In this valve control, known as the “simulated Atkinson” or “Miller” method, the inlet valves are opened later or closed later on the compression stroke, which always results in a correspondingly controlled lower degree of filling in the compression stroke. For example, the hybrid car Toyota Prius achieved an expansion ratio of 1:13 with a moderate compression ratio of 7: 1.

Of course, this process means a loss of performance, which can be compensated for by overcharging and possibly also overcompensated. The more and more built-in turbochargers (it should be recovered from the large exhaust gas loss) lead to higher performance per liter of displacement, but also to higher compression pressures and the like. Combustion peak pressures (currently approx. 100 bar for petrol and approx. 200 bar for diesel engines) and consequently to more highly toxic NO _x . The internal efficiency is not improved, because the expansion ratio is linked to the compression ratio because of the crank drive geometry. Overall efficiency gains are only what the turbocharger recovers from the exhaust gas loss as long as the intake valves are open.

The dilemma with the reciprocating piston engine is: With better efficiency (less CO ₂ ) through a higher expansion ratio - coupled with a higher compression ratio - more highly toxic NOx is generated.

Normal (without Atkinson / Miller) are calculated with compression ratios of 13: 1 (Otto) or 22: 1 (Diesel) expansion ratios 1: 11.4 (Otto) or 1: 18.6 (Diesel). With a refined and very expensive exhaust gas purification system, the reciprocating piston engine may be able to meet the more stringent exhaust gas limit values for toxins in the future, but cannot achieve the necessary increase in efficiency to drastically reduce the climate gas CO ₂ .

It must be recognized from all the above-mentioned facts that the reciprocating piston engine reaches its system limit in this problem. In the drama of the current situation, on the one hand, certain circles from politics, the environment and health are massively attacking the combustion engine - also because of the diesel gate - until the prohibition from 2030 and switching to electromobility, on the other hand, regulators allow exhaust gas limit values to be exceeded significantly for years, which is true is absurd, but shows the limits of feasibility.

Note on electromobility:

Nobody has even calculated what the energy system change from fossil fuels to total electromobility will cost, and who will pay for it, including the new infrastructure to be built, and whether all of this is even affordable according to rational economic principles. The annual fuel and thus energy consumption in passenger transport is (It. Statistics 2013) 46.282 billion liters. Converted into electrical energy (1 liter of fuel = 10 kWh on average), this is 462.8 × 10 ⁹ kWh = 10 ¹² Wh = 462.8 TWh. This additional electrical energy required for total electromobility comes close to the total German annual electricity consumption of 529 TWh (2013). In order to be able to provide this enormous additional electrical energy requirement, new power plants and the entire charging infrastructure would have to be built on a large scale. The electric drive in the vehicle. has a higher efficiency than the current internal combustion engines; However, this must be offset against the mix of efficiency from diverse power generation, transformer voltage, supply line and rectification up to battery charging. Reliable figures are not yet available. The magnitude of the additional electrical energy required remains, however, because fast charging of the batteries is also often required.

New asymmetrical motor system

The aim of the invention and its design was and is to achieve a maximum internal efficiency - thereby minimal CO ₂ emissions - and the identified under para. 1 described disadvantages of the symmetrical reciprocating piston engine to avoid. This led to an asymmetrical circular system in which the expansion volume was given a much larger share of the overall cycle due to asymmetrical angular distribution, namely 225 ° of 360 ° (only around 120 ° of 720 ° for the symmetrical piston engine). Systematically there is no excessive compression ratio for a high expansion ratio due to the separate placement of the combustion chamber on the circumference of the circle. See also . The volumetric expansion ratio in the first construction presented here is 1:31 (reciprocating diesel approx. 1:19), the ratio expansion volume: compression volume is 3.2: 1.

To further increase efficiency, the combustion chamber and expansion chamber are ceramic-insulated so that the thermal energy is largely converted into mechanical work and does not affect the engine cooling system and the exhaust. There is one working cycle with every revolution, therefore a high liter output is achieved. There is a charge due to the system. The significantly greater efficiency of this new asymmetrical rotary lobe engine could be predicted fairly accurately by a computer simulation, which, however, can only be carried out by a research institution or a large engine manufacturer.

Wankel system and other rotary lobe systems

It should be made clear: this new, highly efficient, asymmetrical rotary engine has absolutely no resemblance to the symmetrical Wankel engine, whose triangular piston with curved sides in an oval Cylinders (trochoids) run. The Wankel engine has an even higher fuel consumption (10 -15%) and therefore more CO2 emissions than the reciprocating engine and is therefore used in motor vehicles. no longer installed.

The DPMA has identified and countered other inventions of rotary lobe motors as belonging to the prior art, which are disclosed in the following documents: D1 AT 298 155 B

Although the D1 shows a rotary piston engine with a circular rotary piston which is eccentrically seated on the drive shaft, there are no retracting and extending slides arranged on the motor housing and also not a work cycle which extends over an angular rotation of 205 ° of the drive shaft and is therefore longer than the compression cycle, is not shown.

D2 DE 697 32 860 T2
D3 DE 1 551150 A
The D2 to D3 show rotary piston engines with slides for sealing; however, these are not arranged on the motor housing. A work cycle, which extends over 205 ° angular rotation of the drive shaft, is also not shown
D4 DE 819 935 B
The D4 does indeed show a rotary piston engine with slides for sealing, which, however, are not arranged on the motor housing in an extending and retracting manner, but are movably inserted in slots in the rotary piston. The rotary piston is mounted eccentrically in the circular motor housing, which means that the slide must move in and out of the rotary piston in accordance with the eccentricity in order to always lie tightly against the motor housing. A work cycle, which extends over 205 ° angular rotation of the drive shaft is not shown.

Comparison of the new engine system with the reciprocating engine

The following comparison describes the advantages of a single unit of the new asymmetrical rotary engine compared to the current symmetrical reciprocating engine: Total work cycle new rotary engine 360 ° Reciprocating engine 720 ° KW Work cycle takes place at every turn every 2nd revolution Working cycle angle degrees: total cycle 205 °: 360 ° approx. 120 °: 720 ° KW Torque from the entire cycle 62.5% (single system) 16.6% (single cylinder engine) Expansion ratio Otto 1:31 at 10.35: 1 Verd. 1: 11.4 at 13: 1 compression Diesel 1:31 necessary charging 1: 18.6 at 24: 1 compression relationship Expansion vol. : Compression vol. implementation 3.2: 1 0.8: 1 v. Heat in mechan. energy through ceramic insulation v. Burning and expansion room high water-cooled.Cylinder without insulation low Time for mixture formation b. Speed 3000 min ^-1 0.026 s (intake injection) 0.01 s (direct injection) Burning time (expansion) b. Speed 3000 min ^-1 0.011 s 0.0066 s Charging due to the system Additional device

The torque continuity of 62.5% of the total cycle of the new engine is not even achieved by a 3-cylinder reciprocating engine and is only exceeded by a 4-cylinder engine. With the new engine system, only a single system is required, which causes less mechanical and thermal losses in the new system. The 2.6 times longer mixture formation time (more homogeneous mixture) and the 1.6 times the combustion time for the new engine make the exhaust gas cleaner and less exhaust gas aftertreatment is necessary. By using a special spark plug (cascade spark plug), lean mixture can also be ignited properly.

design of the new engine (Fig. 2 - 5 reference symbols p. 18)

The new asymmetrical rotary lobe engine consists of a circular hollow cylinder (motor housing) in which a circular rotary lobe eccentrically located on the drive shaft rotates. Sealing strips between the apex line of the rotary piston and the hollow cylinder (distance 0.03 mm) are not necessary because the cylinder surfaces, which almost touch each other (bottle neck effect), create a very high gap resistance. The hollow cylinder remains wear-free, which is also necessary because of the ceramic insulation. The compression space, expansion space and intake space are through 3rd Extending and retracting slides from the motor housing according to the piston rotation, which are placed on the rotary piston with approx. 0.1 mm play so that the slide control does not exert any mechanical pressure on the rotary piston. The movable slide rockers adapt to the respective angle of the piston surface.

• Expansions- oder Arbeitsschieber bei 0° bzw.360°, Verdichtungsschieber bei 20° (dazwischen liegt der Brennraum), Trennschieber 240° (trennt die Ansaugöffnung von der Auspufföffnung). Durch die asymmetrische Anordnung ergibt sich das viel größere Expansionsvolumen von 225° Winkeldrehung gegenüber dem kleineren Verdichtungsvolumen von 125° Drehung. Der Brennraum ist extra im Motorgehäuse angeordnet, aus dem Hohlzylinder ausgespart, daher gibt es keine Kopplung des Expansionsverhältnisses an das Verdichtungsverhältnis. Die Steuerung des Arbeitsschiebers und des Verdichtungsschiebers ist mittels in 2 Richtungen wirkenden Kurvenscheiben, Stössel und Kipphebel konstruktiv gelöst. Der Trennschieber, der dauernd am Drehkolben anliegen muss, wird durch den Drehkolben selbst nach außen bewegt; die Einwärtsbewegung bewirken zwei bündig in die Gehäusedeckel eingelassene Zugelemente, die mit vorstehenden Nocken in die Innenkurve des Drehkolbens eingreifen und dadurch zurück gezogen werden. Der Motor benötigt keine Ventile jedoch eine Drosselklappe an der Ansaugöffnung. Durch die gewählte Brennraumgröße von 35,5 cm³ und das Expansionsvolumen von 1065,5 cm³ resultiert ein volumetrisches Expansionsverhältnis von 1: 31.

The seal between the slide rocker and the rotary lobe is created because the working pressure exerts a tilting moment on the rocker and presses it against the rotary lobe. As already mentioned, it is important that no mechanical pressure is exerted by the slide control on the rotary piston during the entire revolution; hence the 0.1mm play. The slide is named according to its function as follows:

• Expansion or working slider at 0 ° or 360 °, compression slider at 20 ° (the combustion chamber is in between), separating slider 240 ° (separates the intake opening from the exhaust opening). The asymmetrical arrangement results in the much larger expansion volume of 225 ° angular rotation compared to the smaller compression volume of 125 ° rotation. The combustion chamber is specially arranged in the engine housing, recessed from the hollow cylinder, so there is no coupling of the expansion ratio to the compression ratio. The control of the working slide and the compression slide is solved constructively by means of cams, tappets and rocker arms that act in two directions. The slide valve, which must be in constant contact with the rotary lobe, is moved outwards by the rotary lobe itself; the inward movement is caused by two tension elements that are flush with the housing cover, which engage with the protruding cams in the inner curve of the rotary piston and are thereby pulled back. The engine does not require valves, but a throttle valve at the intake opening. The chosen combustion chamber size of 35.5 cm ³ and the expansion volume of 1065.5 cm ³ results in a volumetric expansion ratio of 1:31.

In the expansion area, the hollow cylinder is equipped with at least 6 mm ceramic thermal insulation, as are the housing covers and the combustion chamber. The rotary lobe gets a smaller insulating layer on the inside depending on the thermal load capacity. This insulation and the large expansion means that considerably more heat energy is converted into mechanical work instead of going into the engine cooling and exhaust (much less heat and pressure loss). Insulating effect: Comparison of the thermal conductivities in kcal / cm s ° C of ceramics (porcelain) 0.0047, of aluminum alloy 0.35, of gray cast iron 0.11, (source: Prof. H. Dubbel Maschinenbau-Taschenbuch). Every kilocalorie (kcal) that goes to the cooling medium of the engine or the exhaust gas is known to be the loss of mechanical work in the amount of 4189 Newton meters (Nm).

The single-piston engine with an expansion volume of 1065.5 cm ^3, presented with the construction dimensions mentioned below, corresponds to a piston engine - because of the only approx. 80% expansion - with a 1.33 liter displacement, due to the smooth running and torque continuity 3rd or 4th Must have cylinders. The volume-enclosing surfaces (cooling surfaces) are therefore even larger with the 4-cylinder reciprocating piston engine than with the single-rotary piston engine, which also receives the above-mentioned ceramic insulation.

This results in a very significant increase in efficiency. The necessary internal heat dissipation in the rotary lobe is carried out by oil cooling. The oil flows through holes in the interior of the rotary lobe and is sucked back through holes in the rotary lobe and the drive shaft. The lubrication and cooling system includes an oil filter, oil pump, oil cooler and an external oil sump.

A separate circuit with a smaller oil pump is provided for slide lubrication. Several oblique piston rings resilient in the axial direction seal the rotary piston on the housing covers. The motor housing receives air cooling and is set to a higher operating temperature in order to further reduce heat dissipation by lowering the temperature difference Δt. In addition, as a result of the much greater expansion, the temperature of the burned-out gas mixture and, in turn, the Δ t is lower.

The central arrangement of a special cascade spark plug ( ) in the combustion chamber this becomes ring-shaped and during compression there is a left swirl of the gas, which after ignition becomes a fire gyro with intensive combustion. This spark plug consists of a ceramic cylinder in almost Combustion chamber length with an end electrode and several conductive elements with spark spacing on the cylinder circumference. This means that a lean mixture can also be ignited properly.

The following dimensions were determined for the first construction presented here: Rotary lobe diameter d = 2r = 200 mm Ø, length l = 110 mm Rotary lobe eccentricity e = 0.1 d = 20 mm Slide stroke max. h = 0.2 d = 40 mm Slider length l = 80 mm, slide width 110 mm, slide thickness 15 mm Hollow cylinder diameter D = 2R = 240mm Ø, housing length 110mm For larger motors, the dimensions should be selected in the same proportions.

How it works (Fig. 6 - 9)

Start of compression, rotary lobe position 255 ° (105 ° before 0 °) Fig. 6

This occurs when the piston crown line crosses the intake opening. The rocker of the compression slide lies close to the rotary piston. From the rear edge of the intake opening to the compression slide, there are 105 +20 = 125 degrees. The expansion or working slide is withdrawn in the starting position. Suction begins behind the piston crown line. The slide control pulls back the compression slide with rocker according to the piston rotation.

End of compression and start of expansion, rotary lobe position 20 ° Fig.7

The piston crown line has reached the compression slide and the expansion or working slide is now close to the rotary piston. After the ignition (about 20 ° because the expansion of the rotary piston engine increases more slowly at the beginning), the work cycle begins. The working slide with rocker tracks the rotary lobe according to the rotation. The remaining exhaust gases from the previous work cycle are pushed out in front of the piston apex line, and suction is continued behind the work valve.

Max. Suction volume with rotary lobe position 120 ° (every working cycle) Fig.8

The maximum intake volume is 2.2 times larger than the compression volume. This is the system-related loading effect. When the piston is turned further and the throttle valve is closed, this 2.2 times the volume is pushed into the compression, which would be too high a compression ratio for Otto processes. In order to obtain the correct compression pressure for the respective application (petrol diesel or gas operation), a negative pressure must be created when the intake is drawn in through the throttle valve (digital engine control). The intake throttle must be closed at the end of intake (at 120 °) so that the filling is not changed when the piston is turned further. For the control processes of throttle valve, fuel injection and ignition, as usual, digital engine electronics are necessary, which produces the stoichiometrically correct fuel / air mixture in the Otto process. With the diesel process, less intake vacuum is required due to the higher final compression pressure.

End of work cycle, rotary lobe position 225 ° (Fig. 9)

The work cycle is ended when the piston crown line has reached the exhaust opening and when the piston rotates further, the burned mixture flows out through the outlet opening. If the piston crown line then continues to exceed the isolating slide, which must always be close to the rotary piston, and has exceeded the intake opening, the commencement of compression according to para. 3.1.

The reversal of the working and the compaction slide

In order for a new work cycle to begin, the work and compaction slides must be in the starting positions again at the start of compaction (see ). For this purpose, from 150 ° rotary lobe position, the compression slide located in the expansion area in the starting position is moved in the direction of the rotary lobe so that it can lie tightly against the rotary lobe at 200 °.
The working slide, which is in contact with the rotary lobe, is retracted into its starting position from a rotary lobe position of 200 ° so that the mixture can flow into the combustion chamber and compression can begin again.

Calculation of the volumes

The various volumes and volume ratios corresponding to the rotation or position of the rotary lobe are calculated according to the formula derived below and listed in the following calculation table (table of values).

Development of the volume formula (corresponding to the piston rotation) (Fig. 10)

The various volumes of the engine (with the exception of the maximum intake volume) are partial sickle areas. The sickle area is limited by the circles of the rotary lobe, the hollow cylinder and the compression or working slide. The sickle becomes smaller when it is compressed, and it increases when it is expanded.

$$\text{FT'Sichel}=\frac{R^2*\pi *\alpha }{360}-\frac{r^2*\pi *\beta }{360}-\mathrm{0,5}*R\text{'}*\left(R-r\right)*sin\alpha$$

According to the geometric figure, the respective partial sickle area is: $$\text{FT'S}=\text{Large sector with angle}\mathrm{\alpha }\text{minus small sector with angle}\mathrm{\beta }\text{minus triangle r}\text{, R '}\text{,}\left(\text{R}-\text{r}\right)$$

$$\text{FT'S sickle}=\frac{R^{\mathrm{2nd}}*\pi *\alpha }{360}-\frac{r^{\mathrm{2nd}}*\pi *\beta }{360}-0.5*R\text{'}*\left(R-r\right)*sin\alpha$$

Calculation grid for the volume values

For a better overview, the calculations are presented as a table of values with increasing angles and volumes. Rotary piston position> α Part of sickle area cm ² Volume cm ³ Slider stroke cm Slider vol. * 0.5 cm ³ Usable volume cm ³ > α sin Υ > Υ > β 30 ° 0.1 5.8 35.8 0.67 7.37 0.32 2.64 4.73 60 ° 0.173 10.0 70.0 4.94 54.34 1.15 9.48 44.86 90 ° 0.2 11.7 101.7 14.71 161.8 2.2 18.15 143.65 120 ° 0.173 10.0 130.0 29.74 327.1 3.15 26.0 301.1 125 ° 0.164 9.4 134.4 32.66 359.3 3.3 27.2 332.0 130 ° 0.153 8.8 138.8 35.71 392.8 3.4 28.5 364.7 135 ° 0.141 8.1 143.1 38.7 425.7 3.52 29.04 396.7 145 ° 0.115 6.5 151.5 45.14 496.5 3.7 30.5 466.0 150 ° 0.1 5.8 155.8 48.5 533.5 3.78 31.2 502.3 155 ° 0.085 4.8 159.8 51.86 570.5 3.85 31.8 538.7 180 ° 0.0 0.0 180 69.1 760.1 4.0 33.0 727.1 205 ° - - - 86.37 950.1 3.85 31.8 918.3 210 ° - - - 89.79 987.7 3.78 31.2 956.5 225 ° - - - 99.5 1094.5 3.52 29.04 1065.5

abzüglich der zugehörenden Teil-Sichelfläche des komplementären Winkels unter 180°.The area values over 180 ° are calculated from: $$HOHi\mathrm{e.g.}ylinderflÄcHe-DreHkOlbenfl\text{Ä}cHe=\frac{{\text{D}}^{\mathrm{2nd}}*\mathrm{\pi }}{\mathrm{4th}}-\frac{{\text{d}}^{\mathrm{2nd}}*\mathrm{\pi }}{\mathrm{4th}}=138.23c{m}^{\mathrm{2nd}}$$

minus the corresponding partial sickle surface of the complementary angle below 180 °.

Example: The partial sickle area at 210 ° is calculated from the full sickle area at 138.23 cm ² minus the partial sickle area at 150 °, namely 48.5 cm ² = 89.73 cm ² . The area of the max. Intake volume at 120 ° resembles a curved trapezoid and is calculated from the full sickle area of 138.23 cm ² minus the two symmetrical left and right partial sickle areas belonging to the angle 120 °: $$138.23-\mathrm{2nd}*29.27-4.72=74.03c{m}^{\mathrm{2nd}}$$

With the construction length of 11 cm this results in a max. Suction volume of 814.3 cm ³ According to the assigned angular rotations, the following volumes and volumes and volume ratios result: Compression volume (125 degrees) (Vv + Vb) 332.0 + 35.5 = 367.5 cm ³ Expansion volume (225 angular degrees) Ve 1065.5 cm ³ Max suction volume Va = 814.3 cm ³ Combustion chamber volume = Vb (constructively selectable) here = 35.5 cm ³ Compression ratio = (Vv + Vb): Vb ε = 10.35: 1 volumetric expansion ratio = (Ve + Vb): Vb = 1:31 Expansion volume ratio: compression vol. Ve: Vv = 3.2: 1 Max. Intake vol. : Compression volume Va: (Vv + Vb) = 2.22: 1 (charging effect)

Due to the system-related charging, a maximum compression ratio of unrestricted intake is calculated $$\left(\text{Va}+\text{Vb}\right):\text{Vb}=\left(814.3+35.5\right){\text{cm}}^{\mathrm{3rd}}:35.5{\text{cm}}^{\mathrm{3rd}}=23.9:1$$

The compression ratio required for the gasoline or diesel system, or the correct final compression pressure, is achieved by means of negative pressure during intake using the electronically controlled throttle valve.

For example, at 0.5 bar suction vacuum, the compression ratio is: $$\left(814.3+35.5\right):35.5:\mathrm{2nd}=11.95$$

Engine power

• 3.600000 Nm = 1kWh

The equivalent between work in Newton meters and kilowatt hours is:

• 3,600,000 Nm = 1kWh

The total net work in Nm divided by 3,600,000 according to the speed in one hour is the power in kW. To calculate the captured gross work per revolution (work cycle), the pressure curve should be in the work cycle (as in the operating diagram in ) be known. The prognosis of this curve can only be determined with sufficient reliability using a computer simulation (at a research facility or an engine manufacturer).

The gross work per revolution (work cycle) is the integral of the pressure curve (Y-axis) over the increasing expansion volume from 0 ° to 225 ° piston rotation (X-axis). $$\text{Gross labor}={\displaystyle \int p*dV}$$

After deducting the losses (compression work, pushing out work, suction work and mechanical losses), the net work per revolution is obtained.

For the approximate, theoretical performance calculation of the new rotary engine, a pressure curve ( ) based on the in measured with extrapolation up to 225 degrees of rotation assumed. The expansion volume increase is from the table of values at number 4.2 , known, from which the volume steps (individual volume Δ V) are calculated according to the angle of rotation. In the table below, the individual volumes are multiplied by the mean pressure from the pressure curve and summed up to the gross work per work cycle. This can be called a gradual integration calculation. The compression was 11.5: 1 and the combustion peak pressure 60 accepted in cash.

Rough, theoretical calculation of engine power

Rotary lobe position Usable volume Single volume middle pressure product job <α V (cm ³ ) Δ V (cm ³ ) pm N / cm ² Ncm Nm 0 ° 0.0 0.0 0.0 0.0 -0.0 30 ° 4.73 4.73 220 1041 10.4 60 ° 44.86 40.13 433 17376 173.76 90 ° 143.65 98.79 494 48802 488.02 120 ° 301.1 157.45 266 41882 418.82 150 ° 502.3 201.2 150 30180 301.8 180 ° 727.1 224.8 86 19333 193.33 210 ° 956.5 229.4 50 11470 114.7 225 ° 1065.5 109.0 27 2943 29.43 Gross work per cycle 1730.3 Losses: Nm Summarization work (determined using the same procedure) 227.4 Extension work (1065 cm ³ against 0.1 b back pressure) 106.5 Intake work is partially returned 100.0 Mechanical losses approx. 3% (no valves, control runs in an oil bath) 60.0 Total losses 493.9 493.9 Net work per cycle 1236.4

$$\text{possible theor}\text{. power}=\frac{1236.4*3000*60}{\mathrm{3,600,000}}=61.82\text{kW}$$

Performance increase

Due to the geometrical relationships, a linear increase in the circle dimensions is expected to result in approximately quadratic performance increases with the same overall length. Only a single system is therefore necessary, even with high outputs. A twin system would already have a torque continuity of 125%, i.e. an overlap of 25%. The engine will also develop strong torque because the radial distance of the force applied to the rotary piston from the pivot point is 100 to 120 mm.

Efficiency

Gasoline engines have an efficiency of around 35 - 37%, diesel engines 40 - 42% at the optimal operating point. In power plant technology for G&D systems (gas turbine, high-pressure steam boiler + steam turbine, condenser), an efficiency of 50% is achieved in converting heat into electrical power in the latest system. The entire system uses a temperature range of approx. 2200 ° C in the combustion chamber of the gas turbine up to the condenser temperature of the steam turbine of 30-40 ° C.

There is enough potential for increasing the efficiency of the new development of the high-efficiency asymmetrical rotary lobe engine through several measures and criteria summarized here:

Increase in the volumetric expansion ratio

The increase in the volumetric expansion ratio to 1:31, which has never been achieved with internal combustion engines, was made possible by the asymmetrical construction and thus the greatly increased expansion volume as well as the separate arrangement of the combustion chamber. The graphic compares the expansion volumes of the reciprocating and rotary piston engines; the great superiority of the asymmetrical rotary lobe engine becomes visible.

Ceramic insulation

The ceramic insulation of the combustion chamber and expansion chamber and the increase in the operating temperature in order to reduce the Δt means that considerably more thermal energy is converted into mechanical work than with a water-cooled multi-cylinder engine.

Torque continuity

Torque is generated via 225 ° piston rotation. With a reciprocating piston engine, this requires several cylinders with more mechanical loss.

Work cycle

There is one work cycle for each revolution. The second revolution that consumes power, as with the reciprocating piston engine (emitting and sucking in exhaust gas), is eliminated.

Cascade spark plug Fig. 12 (reference symbol p.18)

A new, long, cylindrical cascade spark plug with many sparks can also ignite a lean mixture perfectly, which means fuel savings and thus an increase in efficiency.

Hybrid system

Due to the large volumetric expansion ratio, the HAD has its optimal operating point in the full load range, in which it should also work continuously without having to perform load changes that reduce efficiency. Partial load should be avoided anyway so that the exhaust pressure is still above atmospheric pressure given the large expansion volume. A hybrid system consisting of an electric drive and HAD should therefore be equipped with a correspondingly large battery capacity to regulate the load changes in normal traffic (especially city traffic) using power electronics without loss, even with recovery of the braking energy. The HAD should only take action when there is a heavy load call, battery charging, excessive acceleration or driving uphill. It is then not just a range extender but the central source of power in the overall system.

The highly efficient asymmetrical rotary lobe engine is of course also suitable for all other drive cases and will contribute to a significant reduction in fuel consumption and emissions.

development

After the new engine is built from normal machine components, there is certainly no difficulty in producing a prototype. Of course, as with any new design, optimizations are e.g. necessary for compression, injection, slide control, ignition timing etc. The choice of material with recalculation of the component strength is also very important. An experienced development team entrusted with these tasks could achieve positive results in the not too long time by using the existing wealth of experience in engine construction and applying new manufacturing technologies.

Reference list

1

Rotary piston 200mm O 110mm long eccentricity 20 mm

1a

Piston rings, axially springy

2nd

Motor housing with slide pockets

3rd

Working slide with rocker

4th

Compaction slide with rocker

5

Slider with seal rocker

6

Seal rockers of the slide

7

Screw connection For housing assembly

8th

Centering groove with centering ring

9

Balancing mass

10th

Intake flange

11

Exhaust flange

12th

Engine mounting

13

Combustion chamber

14

Cascade spark plug

15

throttle

16

Fuel injector

17th

Housing cover with bearing

18th

Slider control housing

19th

Cam of the working slide

20

Pusher slide

21st

Cam of the compression slide

22

Ram of the compression slide

24th

Motor shaft

25th

Oil circuit connections

26

Shaft seal

27

rocker arm

28

Paddock

29

Bearing block

30th

Ignition pulse generator

31

Cooling air duct

32

Housing insulation

33

Ceramic insulation

34

Lubrication connection

35

Oil return

36

Cascade electrodes

37

Head electrode

38

Spark gaps

Claims (3)

Highly efficient asymmetrical rotary engine consisting of a circular hollow cylinder representing the motor housing, in which a circular rotary piston eccentrically seated on the drive shaft rotates, and a throttle valve, characterized in that on the motor housing retracting and extending slides are arranged asymmetrically, whereby an expansion or Working slide at 0 °, a compression slide at 20 ° and a separating slide at 240 °, the compression extending from a rotary piston crown position from 255 ° to 20 °, the duty cycle extending from a rotary piston crown position from 20 ° to 225 °, which Intake behind the rotary piston crown line begins at 255 ° and ends at 120 ° at a rotary piston crown line position, the throttle valve being closed at 120 ° and the burned mixture flowing out through the outlet opening when the rotary piston rotates further. Highly efficient rotary engine after Claim 1 , whereby the top of the rotary lobe does not touch the hollow cylinder (distance 0.03 mm) so that it is not subject to wear and the hollow cylinder in the expansion area and the housing cover are equipped with at least 6 mm thick ceramic insulation. Highly efficient rotary engine after Claim 1 or Claim 2 , where the slides fit tightly on the rotary lobe by means of sealing rockers, the sliders together with the rotary lobe and the hollow cylinder enclosing the compression volume, the combustion chamber, the expansion volume and the intake volume, and the sliders control the overall working cycle of the rotary lobe motor by the slides being one Reduce volume during compression and increase volume during expansion and suction, with the slides being moved by cam disks, and with compression the working slider goes into the starting position and expansion with the compression slider into starting position.

Images