DE102017009911B4 - Method for multiplying the power of an engine and power plant with an engine - Google Patents

Abstract

Method for multiplying the power of an engine, wherein an air pre-charge is provided by means of a front air compressor (1) and an artificial compressed air environment around the engine by means of a compressed air sleeve (12), characterized in that an air compressor which is the air compressor of a rotary piston engine is used as the front air compressor (1) is built similarly with a continuous burning process, but has enlarged dimensions, is used.

Description

Technical field

The present invention relates to a method for multiplying the power of an engine and an engine system which has a corresponding engine. In particular, the invention relates to engine systems with rotary piston engines with a continuous combustion process, which add increased and special properties to aircraft using the method for multiplying the power in conjunction with various propulsion and buoyancy devices. More particularly, the invention relates to a method for multiplying the power of the engines in aircraft with short-range takeoff and landing or vertical takeoff and landing on the basis of particularly forced variants of the rotary piston engine with a continuous combustion process, an enlarged additional compressor stage as a compressed air precharger and a compressed air tank as an artificial environment of the rotary piston engine to increase their performance by combining the various propulsion and buoyancy devices.

Technical background

The US 2004/0 186 699 A1 discloses a system for testing internal combustion engines at different altitudes, which maintains a balanced pressure at the air inlet and exhaust and in a crankcase of the internal combustion engine corresponding to the altitude. There are currently two types of internal combustion engines that are used as engines in industry and transportation.

1. 1. Größe des Kennwertes des Leistungsvolumens (Leistungsgewicht),
2. 2. Kraftstoffverbrauch und Herstellungsaufwand,
3. 3. Menge an Schadstoffen in den Ausstoßgasen.

One type is represented by piston engines with a discontinuous displacement work process. They need interruptions in their work process every half revolution of the power shaft to clear and recharge the working chamber and are therefore ineffective due to a low characteristic value of the power volume. The second type are turbocompressor motors with a continuous working process (simply called turbo motors or gas turbines). They use a flow around the blades both when compressing the air with a compressor and when producing the torque by means of a turbine for driving the compressor and the power shaft. Both types have both advantages and disadvantages, which have to be assessed with three criteria with similar engine performance:

1. 1. size of the characteristic value of the performance volume (performance weight),
2. 2. fuel consumption and production expenditure,
3. 3. Amount of pollutants in the exhaust gases.

The piston engines have relatively low fuel consumption for any given performance, but have the worst values of the power volume and poor values of the impact of the exhaust gases on the environment. The turbocompressor engines, on the other hand, have the best values for the power volume, but have a high manufacturing effort and the highest values of the fuel consumption and, as a result, a high pollution load due to a large amount of uncleaned exhaust gases. Both types thus violate the latest requirements for engines on the part of ecology and economy.

Decisive progress in this area is currently associated with relatively new types of heat engines - rotary piston engines of various types. Here are an example DE 2 009 732 A , the DE 197 11 084 A1 , the US 3,203,406 A as well as several projects that are known from the Internet. However, no type of rotary piston engine is currently on the market - with the exception of the Wankel engine, which, however, shows no noticeable advantages over the conventional technology because it has a discontinuous working process, similar to all conventional piston engines.

The absence of schemes of piston engines that can work for a charge with subsequent ignition without interrupting the process has so far led to failures. Despite the harmful ecological consequences, the use of conventional internal combustion engines continues.

However, there are now patents for a rotary piston engine with a continuous combustion process, which is a hybrid of parts of the rotary piston engine and a combustion chamber of the turbo engine and thus forms a separate genus of internal combustion engines. It is free from many disadvantages of both genres and has a large number of valuable synergy effects. The machine is through a series of Represented patents ( DE 10 2006 038 957 B3 , DE 10 2009 005 107 B3 , DE 10 2010 006 487 B4 , DE 10 2012 011 068 B4 and DE 10 2013 016 274 B4 ), which represent a development sequence of the machine. The is particularly current DE 10 2013 016 274 B4 with the title "Three-stage rotary piston engine with continuous combustion process" as a further development of DE 10 2012 011 068 B4 , both of which are particularly relevant to the present invention.

The synergy effects achieved give the rotary piston engine with a continuous combustion process a multitude of possible uses. The environmentally friendly and resource-saving properties result in an extremely diversified market potential for the rotary piston engine with a continuous combustion process. The use of the rotary lobe engine is conceivable in the automotive industry, aviation and shipping, but also in rail vehicles, road and mining. In general, the rotary piston engine with a continuous combustion process can be specially designed and manufactured for any area. It can e.g. B. on the one hand very economical engines for unmanned aircraft and on the other hand drives for heavy industry instead of gas turbines or diesel engines. At the moment there is a preferred target market - so-called range extenders for the supply of a lightly built electric vehicle. Therefore, designing the engine at 30-50 kW would probably be beneficial. A second current area of application would be to supply a multi-family house with a mini block-type thermal power station. A design of the engine with less than 30 kW is probably sufficient for this.
The machine has a special property for use in heavy industry: direct pull. Designed according to the relevant project specifications, it could develop such a large starting torque that a reduction gear is not necessary in many applications. The engine also has a short start-up and switch-off time, which is important for use in some areas of technology.

For further considerations, it is important that the rotary piston engine with continuous combustion process in the combustion chamber adheres to the principle of separate working spaces borrowed from the turbo engine and an uninterrupted working process with (quasi) constant working pressure, while a piston-like displacement process takes place with the compressor and expander (motor stage).
The displacement-like energy conversion in pistons proves to be almost three times more effective than the energy conversion when flowing around turbine blades. Thanks to the displacement process, the compression and expansion spaces of the rotary lobe engine produce a flow rate that is almost three times smaller than that of a turbo engine with a similar output and current-like working method, which requires correspondingly smaller dimensions of the working spaces. Accordingly, the continuous combustion rotary engine has approximately three times less fuel consumption than a turbo engine of similar performance.

As a result of the continuous combustion process, with complete combustion of the fuel with controlled excess air when burning and complete expansion of the gas in the expansion rooms, the rotary lobe engine has higher efficiencies and better ecological values when it comes to emissions than any other type of combustion engine. Any gaseous or liquid fuels, natural gas and cryofuels, including hydrogen, can be used. The most important thing is that the rotary lobe engine borrows from the turbo engine the continuous work process. Thanks to this and other properties, the rotary lobe engine has as high characteristics of the specific power (ratio power / volume or power / weight) as otherwise only characterize the turbines.

Disclosure of the invention

Back to forced versions of a rotary piston engine with a continuous combustion process. The new ideas for utilizing the useful properties of the rotary piston engine with a continuous combustion process enable a whole series of new, forced editions of this engine, which relate to the design changes to the machine itself and to the effects of the pre-charging, which are carried out on the one hand by means of a front air compressor and on the other hand via an artificial one Have the compressed air environment realized by means of a compressed air sleeve or sleeve around the engine.

An explanation is inserted here. In the patents DE 10 2012 011 068 B4 and DE 10 2013 016 274 B4 the rotary lobe engine with three secondary rotors is demonstrated, although variants with two or four secondary rotors are also possible. In addition, variants with an enlarged ratio of the diameter of the working chambers to the diameter of the secondary runner (in the main variant which have a ratio of 2: 1 to one another) are also possible. Any deviation from the assumed variant could lead to an advantage for some parameters (e.g. performance). But there can be disadvantages such. B. to reduced space and unfavorable configurations of the combustion chamber (if one is provided) or to enlarged diameters of the bearings and compressions and deteriorated Working conditions of the same, such as increased linear and angular velocities, elevated temperatures and the like.

With the deviations described, the front air compressor can also be designed. It will even be advantageous for the characteristic value of the power volume to design a front air compressor with an increased ratio of the diameter of the working chambers to the diameter of the secondary rotor, because for a front air compressor you do not need space for a combustion chamber inside the main rotor, but where filter systems with self-cleaning filter elements are advantageous are.

These ideas are already there DE 10 2015 015 756 A1 with the title "Engine with front air compressor, three-stage rotary piston engine with continuous combustion process and swiveling air jet nozzles as a drive for vertically taking off aircraft", which discloses an engine in which a front air compressor serves as a pressure pre-charger and a sleeve around the rotary piston engine serves as a compressed air tank, the compressed air being pivotable in four Nozzles for vertical start as well as transition and horizontal flights are fed and used for propulsion.

However, the better choice for a front air compressor for a number of uses of the forced variant of the rotary lobe engine would be a compressor stage which works on the displacement principle and is similar to the compressor stage of the rotary lobe machine with a continuous combustion process, but with increased relative dimensions of its working chamber. This preference is due to the fact that rotary lobe machines with energy transmission work on the displacement principle and are therefore more economical than turbo machines such as a front air compressor which works on the aerodynamic principle of a flow around the blades of the compressor and turbine.

An artificially created environment for the rotary piston engine with a continuous combustion process can be a compressed air sleeve as in DE 10 2015 015 756 A1 and form compressed air (preferably up to 5 bar) produced by the front air compressor. This compressed air serves as a highly effective air charge for the rotary lobe engine and thus increases its performance in more than 4 times. In addition, the artificial environment can isolate the engine from the outside world and thus allows the exhaust gas and cooling heat of the engine to be used with a heat exchanger, which leads to considerably higher performance and higher efficiency levels of the entire system.

In all of this, a new type of buoyancy creation device for the aircraft's vertical take-off and landing, namely controllable store-type airflow nozzles, as well as a steerable spherical air-jet nozzle for propulsion can achieve the best results for aircraft with short-range take-off and landing, aircraft with vertical take-off and landing as well bring with the position control.

All of the above objects are achieved by a method for multiplying the power of an engine according to claim 1 and an engine system with an engine according to claim 3.

According to the inventive method, an engine, for. B. a particularly forced rotary piston engine, and at the same time a type of precharge for the engine by means of a front air compressor as a preliminary stage and an artificial compressed air environment by means of a compressed air sleeve around the engine, such as. B. after DE 10 2015 015 756 A1 when using the method in aircraft with vertical takeoff and landing. Another type of engine can be used as the engine in the air sleeve, even the conventional piston engine (but it is less worthwhile). The front air compressors are particularly efficient in the role of the pre-compressor, as an air compressor is used, which is similar to the air compressor of a rotary piston engine with a continuous combustion process, but has larger dimensions.

For the engine system according to the invention, which comprises a front air compressor from the front, the air compressor of the rotary piston engine with a continuous combustion process z. B. after DE 10 2013 016 274 B4 is constructed similarly, but has relatively larger dimensions, the use of the engine system is proposed as a type of engine with increased performance. According to the invention, an - easily deployable - compressed air sleeve is built around the engine in order to create an artificial environment with compressed air for the engine, as a result of which the engine is isolated from the outside world and the exhaust gas and cooling heat from the engine and from heat exchangers can be used , which leads to higher efficiency of the entire system.

According to a preferred development, an engine system which has a relatively enlarged front air compressor from the front, which is the air compressor of the rotary piston engine with a continuous combustion process, for. B. after DE 10 2013 016 274 B4 is built similarly, but shows an increased diameter ratio of the compression chambers to its own secondary runner of 2.66: 1 and a changeable reduction gear for better adaptation to the needs of the engine system. This makes this engine system particularly suitable for producing the high torque on the shaft of a blower or turboprop propulsion when using the engine system in aircraft with short-range takeoff and landing.

According to a preferred further development, an engine system is constructed which has a relatively enlarged front air compressor from the front, which is similar to the air compressor of the rotary piston engine with a continuous combustion process with four secondary rotors and an increased diameter ratio of the compression chambers to the secondary rotors of 2.66: 1, as well as a variable reduction gear for shows better adaptation to the needs of the engine system, proposed. This makes this engine system particularly suitable for producing the high torque on the shaft of a blower or turboprop propulsion when using the engine system in aircraft with short-range takeoff and landing.

According to a preferred development, devices for buoyancy for vertical takeoff and landing of an aircraft, which consist of a controllable store-like, centrally located at the center of the weight mass of an installed air jet nozzle and four smaller, similarly constructed airflow nozzles for determining the lateral position of the aircraft, are in the compressed air sleeve and one Steerable spherical air jet nozzle on the rear of the engine system is provided for propulsion.

According to a preferred development, the engine is a rotary piston engine with a continuous combustion process with four secondary rotors and an increased diameter ratio of the compression chambers to the secondary rotors of 2.66: 1.

Brief description of the drawings

The details of the main and additional features of the invention are based on embodiments in the drawings 1a-1g , 2a-2f , 3a-3h , 4a-4c and 5 and described in the further text. The show 1a and 1b , 2a and 2 B such as 3a one or two longitudinal sections of embodiments of engine systems according to claims 7 to 9. The remaining figures show cross sections, fragments and details of the engine systems. In 4a-4c the cross sections of the engines of three variants 1, 2 and 3 are listed next to each other for comparison. 5 shows the specific profiles of a comb and a depression of the main rotor for a diameter ratio of the compression chambers to the secondary rotors of 2.66: 1.

Embodiments of the invention

The following are explanations of embodiments of the engine system according to the invention and the inventive method of multiplying the power of the engine by means of an artificial compressed air environment through a compressed air sleeve around the engine, such as. B. after DE 10 2015 015 756 A1 . For this purpose, an investigation of the thermodynamic characteristics of a rotary piston machine with a continuous combustion process, which is accommodated in the compressed air or compressed gas sleeve, is targeted. As formulated in the technical justifications of the existing invention, a compressed air sleeve and compressed air generated by the front air compressor can serve as a highly effective air charge for the rotary piston engine and thus increase its performance in several ways. At the same time, the artificial environment can isolate the engine from the outside world and thus utilize the exhaust gas and cooling heat of the engine and its heat exchangers, which leads to considerably higher performance and higher efficiencies of the entire system.

In order to assess the effect of the two factors relative to one another, existing programs for calculating the characteristics of the rotary lobe machine with a continuous combustion process can be used to calculate the dependency of the performance and other characteristics of the rotary lobe machine when working under pressure and temperature conditions created in the compressed air sleeve. Analysis of the data from such calculations for the rotary lobe machine and comparison with existing practical methods of air charging in conventional piston engines clearly shows that the effect can be very impressive.

As an illustration for this thesis, research was carried out with an existing Works computer program (see thermodynamic characteristics of the three-stage rotary piston machine with continuous burning process, ISBN 978-3-95404-751-2, Cuvillier-Verlag Göttingen, 2014) and the output data was interpreted. The experiment is carried out using the example of a rotary lobe machine with the following associated parameters: output 400 kW, speeds n _H = 5000 min ^-1 (main rotor) and n _N = 15 000 min ^-1 (secondary rotor), temperature of the working gas in the combustion chamber T ₃ = 1073 ° K (temperature for an experimental prototype) with excess air w = 1.315 ÷ 1.973 for five cases, namely a first case without air charging (P ₁ = 1.0132 bar at 20 ° C, initial density of the air p = 1.1881 kg / m ³ ) and other cases with pressure of the air charge of 2 bar, 3 bar, 4 bar and 5 bar.

$${\text{V}}_1=1{\text{ m}}^3,$$

$${\mathrm{\rho }}_2=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_2},$$

$${\text{T}}_2=\left(\mathrm{273,15}°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_2}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}},$$

wobei der Polytropenindex für die Verdichtung der Luft in einer Verdichterstufe x = 1,3 ist. Bei P₂ = 2 bar ist $${\text{V}}_2=\sqrt[\mathrm{1,3}]{\frac{{\text{P}}_1{\text{V}}_1^{\mathrm{1,3}}}{{\text{P}}_2}}=\sqrt[\mathrm{1,3}]{\frac{\mathrm{1,0132}\cdot 1}{2}}=\mathrm{0,5926}{\text{ m}}^3,$$

$${\mathrm{\rho }}_2=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_2}=\frac{1\cdot \mathrm{1,1881}}{\mathrm{0,527}}=\mathrm{2,0}{\text{ kg/m}}^3,$$

$${\text{T}}_2=\left(\mathrm{273,15}°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_2}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=\mathrm{293,15}{\left(\frac{2}{\mathrm{1,0132}}\right)}^{\frac{\mathrm{1,3}-1}{\mathrm{1,3}}}=\mathrm{342,6}°.$$

Bei P₃= 3 bar ist $${\text{V}}_2=\sqrt[\mathrm{1,3}]{\frac{{\text{P}}_1{\text{V}}_1^{\mathrm{1,3}}}{{\text{P}}_3}}=\sqrt[\mathrm{1,3}]{\frac{\mathrm{1,0132}\cdot 1}{3}}=\mathrm{0,4336}{\text{ m}}^3,$$

$${\mathrm{\rho }}_2=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_2}=\frac{1\cdot \mathrm{1,1881}}{\mathrm{0,4334}}=\mathrm{2,738}{\text{ kg/m}}^3,$$

$${\text{T}}_2=\left(\mathrm{273,15}°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_2}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=\mathrm{293,15}{\left(\frac{3}{\mathrm{1,0132}}\right)}^{\frac{\mathrm{1,3}-1}{\mathrm{1,3}}}=\mathrm{376,6}°.$$

Bei P₄= 4 bar ist $${\text{V}}_2=\sqrt[\mathrm{1,3}]{\frac{{\text{P}}_1{\text{V}}_1^{\mathrm{1,3}}}{{\text{P}}_4}}=\sqrt[\mathrm{1,3}]{\frac{\mathrm{1,0132}\cdot 1}{4}}=\mathrm{0,3478}{\text{ m}}^3,$$

$${\mathrm{\rho }}_2=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_2}=\frac{1\cdot \mathrm{1,1881}}{03478}=\mathrm{3,478}{\text{ kg/m}}^3,$$

$${\text{T}}_2=\left(\mathrm{273,15}°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_2}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=\mathrm{293,15}{\left(\frac{4}{\mathrm{1,0132}}\right)}^{\frac{\mathrm{1,3}-1}{\mathrm{1,3}}}=\mathrm{402,5}°.$$

The first step is to calculate the density and temperature of the air at 2 bar, 3 bar, 4 bar and 5 bar. The thermodynamic laws for this are: $${\text{P}}_1{\text{V}}_1{}^{\text{X}}={\text{P}}_{\mathrm{2nd}}{\text{V}}_{\mathrm{2nd}}{}^{\text{X}},$$

$${\text{V}}_1=1{\text{m}}^{\mathrm{3rd}},$$

$${\mathrm{\rho }}_{\mathrm{2nd}}=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_{\mathrm{2nd}}},$$

$${\text{T}}_{\mathrm{2nd}}=\left(273.15°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_{\mathrm{2nd}}}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}},$$

where the polytropic index for the compression of air in a compressor stage is x = 1.3. At P ₂ = 2 bar $${\text{V}}_{\mathrm{2nd}}=\sqrt[1.3]{\frac{{\text{P}}_1{\text{V}}_1^{1.3}}{{\text{P}}_{\mathrm{2nd}}}}=\sqrt[1.3]{\frac{1.0132\cdot 1}{\mathrm{2nd}}}=0.5926{\text{m}}^{\mathrm{3rd}},$$

$${\mathrm{\rho }}_{\mathrm{2nd}}=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_{\mathrm{2nd}}}=\frac{1\cdot 1.1881}{0.527}=2.0{\text{kg / m}}^{\mathrm{3rd}},$$

$${\text{T}}_{\mathrm{2nd}}=\left(273.15°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_{\mathrm{2nd}}}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=293.15{\left(\frac{\mathrm{2nd}}{1.0132}\right)}^{\frac{1.3-1}{1.3}}=342.6°.$$

At P ₃ = 3 bar $${\text{V}}_{\mathrm{2nd}}=\sqrt[1.3]{\frac{{\text{P}}_1{\text{V}}_1^{1.3}}{{\text{P}}_{\mathrm{3rd}}}}=\sqrt[1.3]{\frac{1.0132\cdot 1}{\mathrm{3rd}}}=0.4336{\text{m}}^{\mathrm{3rd}},$$

$${\mathrm{\rho }}_{\mathrm{2nd}}=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_{\mathrm{2nd}}}=\frac{1\cdot 1.1881}{0.4334}=\mathrm{2,738}{\text{kg / m}}^{\mathrm{3rd}},$$

$${\text{T}}_{\mathrm{2nd}}=\left(273.15°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_{\mathrm{2nd}}}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=293.15{\left(\frac{\mathrm{3rd}}{1.0132}\right)}^{\frac{1.3-1}{1.3}}=376.6°.$$

At P ₄ = 4 bar $${\text{V}}_{\mathrm{2nd}}=\sqrt[1.3]{\frac{{\text{P}}_1{\text{V}}_1^{1.3}}{{\text{P}}_{\mathrm{4th}}}}=\sqrt[1.3]{\frac{1.0132\cdot 1}{\mathrm{4th}}}=0.3478{\text{m}}^{\mathrm{3rd}},$$

$${\mathrm{\rho }}_{\mathrm{2nd}}=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_{\mathrm{2nd}}}=\frac{1\cdot 1.1881}{03478}=\mathrm{3,478}{\text{kg / m}}^{\mathrm{3rd}},$$

$${\text{T}}_{\mathrm{2nd}}=\left(273.15°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_{\mathrm{2nd}}}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=293.15{\left(\frac{\mathrm{4th}}{1.0132}\right)}^{\frac{1.3-1}{1.3}}=402.5°.$$

$${\mathrm{\rho }}_2=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_2}=\frac{1\cdot \mathrm{1,1881}}{\mathrm{0,2929}}=\mathrm{4,056}{\text{ kg/m}}^3,$$

$${\text{T}}_2=\left(\mathrm{273,15}°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_2}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=\mathrm{293,15}{\left(\frac{5}{\mathrm{1,0132}}\right)}^{\frac{\mathrm{1,3}-1}{\mathrm{1,3}}}=\mathrm{423,2}°.$$

At P ₅ = 5 bar $${\text{V}}_{\mathrm{2nd}}=\sqrt[1.3]{\frac{{\text{P}}_1{\text{V}}_1^{1.3}}{{\text{P}}_5}}=\sqrt[1.3]{\frac{1.0132\cdot 1}{5}}=0.5926{\text{m}}^{\mathrm{3rd}},$$

$${\mathrm{\rho }}_{\mathrm{2nd}}=\frac{{\text{V}}_1{\mathrm{\rho }}_1}{{\text{V}}_{\mathrm{2nd}}}=\frac{1\cdot 1.1881}{0.2929}=\mathrm{4,056}{\text{kg / m}}^{\mathrm{3rd}},$$

$${\text{T}}_{\mathrm{2nd}}=\left(273.15°\text{K}+\text{t}\right){\left(\frac{{\text{p}}_{\mathrm{2nd}}}{{\text{p}}_1}\right)}^{\frac{\text{X}-1}{\text{X}}}=293.15{\left(\frac{5}{1.0132}\right)}^{\frac{1.3-1}{1.3}}=423.2°.$$

With the compression of the air in the front air compressor, its temperature will also increase. Therefore, in addition to the density of the air drawn into the rotary lobe engine, one must also take into account the increased temperature of the front air compressor.

P_W

Leistung der Drehkolbenkraftmaschine,

T₁

Temperatur der in die Verdichterstufe eintretenden Luft,

T₂

Temperatur der Luft nach Komprimierung in der Verdichterstufe,

T₄

Temperatur des Abgases,

m

Masse der in die Verdichterstufe eintretenden Luft,

V₁

Volumen der in die Verdichterstufe eintretenden Luft,

V₄

Volumen des Abgases,

W_V

technische Arbeit der Verdichterstufe (hat Vorzeichen „+“ als über der Luft verrichtete Arbeit),

W_P

vom Gas nach seiner Ausdehnung (bei p₃ = const.) in der Brennkammer einer Expansionsstufe verrichtete Arbeit (hat Vorzeichen „-“ als vom Gas verrichtete Arbeit),

W_E

mechanische Leistung in der Expansionsstufe (hat Vorzeichen „-“ als vom Gas verrichtete Arbeit),

ΣW

summierte mechanische Leistung (hat Vorzeichen „-“ als vom Gas verrichtete Arbeit),

d_V

Durchmesser der Nebenläufer der Verdichterstufe,

d_E

Durchmesser der Nebenläufer der Expansionsstufe.

Here and in the following tables:

P _W

Power of the rotary lobe engine,

T ₁

Temperature of the air entering the compressor stage,

T ₂

Temperature of the air after compression in the compressor stage,

M ₄

Temperature of the exhaust gas,

m

Mass of air entering the compressor stage,

V ₁

Volume of air entering the compressor stage,

V ₄

Volume of exhaust gas,

W _V

technical work of the compressor stage (has the sign "+" as work performed above the air),

W _P

work done by the gas after its expansion (at p ₃ = const.) in the combustion chamber of an expansion stage (has the sign "-" as work done by the gas),

W _E

mechanical power in the expansion stage (has the sign "-" as work done by the gas),

ΣW

total mechanical power (has the sign "-" as work done by the gas),

d _V

Diameter of the secondary runner of the compressor stage,

d _E

Diameter of the expansion runner.

• • Eine Variante 1 verwendet einen Algorithmus für die Berechnung von Projektdaten, der immer das Ziel verfolgt, die kleinstmöglichen Abmessungen der Maschine für Leistung und Drehzahlen zu ermitteln, die vom Operateur beigeordnet sind. Die resultierenden Daten des Berechnungsprogramms zeigen, wie die Drehkolbenkraftmaschine unter den vorgegebenen Umständen (in diesem Fall mit Luftaufladung und geänderten Bedingungen in der Drucklufthülse) schrumpft und dabei ihre Parameter verändert.
• • Eine Variante 2 verwendet einen Algorithmus, bei dem speziell die Parameter Luftdichte und P₄ (Druck beim Auspuff) immer konstant als p = 1,1881, P₄ = 1,1 bar vom Operateur beigeordnet sind. Der Algorithmus berechnet die Parameter, darunter die wachsende Leistung der Drehkolbenkraftmaschine unter der Annahme, dass die Abmessungen der Maschine ständig dieselben (unverändert) bleiben und der Abgasausstoß in die Atmosphäre erfolgt (genauer gesagt, bei 1.1 bar, wie bei Nachbehandlung des Gases-Dampf Gemisches der Fall ist).
• • Eine Variante 3 verwendet einen Algorithmus, bei dem speziell der Parameter Luftdichte immer als p = 1,1881 und der Parameter P₄ = 1,1 bar, 2 bar, 3 bar, 4 bar, 5 bar vom Operateur beigeordnet sind. Der Algorithmus berechnet die Parameter, darunter die wachsende Leistung der Drehkolbenkraftmaschine, unter der Annahme, dass die Abmessungen der Maschine ständig dieselben (unverändert) bleiben, und der Abgasausstoß in die Drucklufthülse erfolgt.

You also have to clarify which task has to be set, because there are three variants of the process:

• • A variant 1 uses an algorithm for the calculation of project data, which always pursues the goal of determining the smallest possible dimensions of the machine for power and speeds, which are assigned by the operator. The resulting data from the calculation program show how the rotary piston engine shrinks under the given circumstances (in this case with air charging and changed conditions in the compressed air sleeve) and thereby changes its parameters.
• • A variant 2 uses an algorithm in which especially the parameters air density and P ₄ (pressure at the exhaust) are always assigned by the operator as constant p = 1.1881, P ₄ = 1.1 bar. The algorithm calculates the parameters, including the increasing power of the rotary lobe engine, assuming that the dimensions of the machine remain the same (unchanged) and that the exhaust gas is emitted into the atmosphere (more precisely, at 1.1 bar, like aftertreatment of the gas-steam mixture) the case is).
• • A variant 3 uses an algorithm in which the parameter air density is always assigned by the operator as p = 1.1881 and the parameter P ₄ = 1.1 bar, 2 bar, 3 bar, 4 bar, 5 bar. The algorithm calculates the parameters, including the increasing power of the rotary lobe engine, assuming that the dimensions of the machine remain the same (unchanged) and the exhaust gas is emitted into the air sleeve.

Further interpretation-relevant calculation data for the three variants are given in the following tables.

Table of variant 1 P _W = 400kW p ₁ = 1.01325bar p ₄ = 1.1bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 2bar p ₄ = 1.1 bar p = 2.0 kg / m ³ P _W = 400kW p ₁ = 3bar p ₄ = 1.1bar p = 2.738 kg / m ³ P _W = 400kW p ₁ = 4bar p ₄ = 1.1 bar p = 3.478 kg / m ³ P _W = 400kW p ₁ = 5bar p ₄ = 1.1 bar p = 4.056 kg / m ³ ° K T ₁ = 293 T1 = 342.9 T ₁ = 376.6 T ₁ = 402.5 T ₁ = 423.2 ° K T ₂ = 457.7 ÷ 596.1 T ₂ = 457.9 ÷ 596.3 T ₂ = 457.9 ÷ 596 T ₂ = 458 ÷ 596.5 T ₂ = 457.4 ± 596 ° K T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750.9 ÷ 601 kg / s m = 1.364 ÷ 1.5367 m = 1.217 ÷ 1.353 m = 1.134 ÷ 1.251 m = 1.0778 ÷ 1.183 m = 1.0349 ÷ 1.131 m ³ / s V ₁ = 1.148 ÷ 1.29 V ₁ = 0.609 ÷ 0.676 V ₁ = 0.414 ÷ 0.46 V, = 0.31 ÷ 1.34 V ₁ = 0.255 ÷ 0.28 m ³ / s V ₄ = 2.707 ÷ 2.44 V ₄ = 2.42 ÷ 2.155 V ₄ = 2.25 ÷ 1.99 V ₄ = 2.1 ÷ 1.847 V ₄ = 2.055 ÷ 1.8 kW W _V = 283.4 ÷ 587.5 W _V = 176.8 ÷ 433.2 W _V = 1163 ÷ 346.8 W _V = 70.05 ÷ 284.2 W _V = 44.6 ÷ 246.3 kW W _P = -244.3 ÷ -213.3 W _P = -218.3 _v -188 W _P = -203 ÷ -173.5 W _P = -189.4 ÷ -161.1 W _P = -185.6 ÷ -157.2 kW W _E = -534.5 ÷ -880 W _E = -477.7 ÷ -736.5 W _E = -444.1 ÷ -716.1 W _E = -414.5 ÷ -665 W _E = -405.7 ÷ -648 kW ΣW = -495.4 ÷ -505.7 ΣW = -519.2 ÷ -530.8 ΣW = -530.8 ÷ -542.8 ΣW = -529.9 ÷ -541.8 ΣW = -546.7 ÷ -559 m d _V = 0.0703 ÷ 0.0732 d _V = 0.0569 ÷ 0.059 d _V = 0.0501 ÷ 0.0517 d _V = 0.0455 ÷ 0.0469 d _V = 0.0426 ÷ 0.0439 m d _E = 0.0936 ÷ 0.0905 d _E = 0.0902 ÷ 0.0868 d _E = 0.088 ÷ 0.0845 d _E = 0.086 ÷ 0.0824 d _E = 0.0854 ÷ 0.0817

In variant 1 it can be observed that the temperature of the air T ₁ entering the compressors of the engine is matched to the temperature of the air from the compression in the front air compressor, as provided by the method. The mass of the incoming air remains relatively stable with the increase in the air charging pressure and the increase in the working pressure in the stage (P ₄ + 7 ÷ 22 bar) and decreases little under the influence of the mutual factors of increasing density and increased inlet temperature T ₁ . Other characteristics change accordingly. The total mechanical power ΣW is somewhat larger than the associated value P _W = 400 kW.

Here, according to the task, the values of the diameters of the secondary runner of compressor and expansion stages d _V and d _E , which decrease as the supercharging pressure increases, deserve attention, which serve as guidelines for calculating the dimensions of the stages. Thus, with this variant it can be estimated how much smaller the variant of the rotary lobe engine can be used as a machine with power P _W = 400 kW. Profit can be obtained by reducing the size of the rotary piston engine and pressure sleeve and correspondingly reducing the overall size or weight of the system, especially if there are design limitations to the dimensions or the weight of the rotary piston engine.

Variant 2 table

P _W = 400kW p ₁ = 1.01325bar p ₄ = 1.1bar p = 1.1881kg / m ³ P _W = 400kW p ₁ = 2bar p ₄ = 1.1bar p = 1.1881kg / m ³ P _W = 400kW p ₁ = 3bar p ₄ = 1.1 bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 4bar p ₄ = 1.1bar p = 1.1881kg / m ³ P _W = 400kW p ₁ = 5bar p ₄ = 1.1bar p = 1.1881kg / m ³ ° K T ₁ = 293 T ₁ = 342.9 T ₁ = 376.6 T ₁ = 402.5 T ₁ = 423.2 ° K T ₂ = 457.7 ÷ 596.1 T ₂ = 457.9 ÷ 596 T ₂ = 457.9 ÷ 596 T ₂ = 458 ÷ 596.5 T ₂ = 457 ÷ 596 ° K T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 T ₄ = 750 ÷ 601 kg / s m = 1.364 ÷ 1.54 m = 1.217 ÷ 1.35 m = 1.13 ÷ 1.25 m = 1.0778 ÷ 1.183 m = 1.0349 ÷ 1.1309 m ³ / s V ₁ = 1.0148 ÷ 1.29 V ₁ = const V ₁ = const V ₁ = const V ₁ = const m ³ / s V ₄ = 2.71 ÷ 2.44 V ₄ = const V ₄ = const V ₄ = const V ₄ = const kW W _V = 283-j-588 W _V = 297.6 ÷ 729 W _V = 268 ÷ 799 W _V = 217 ÷ 832 W _V = 152.4 ÷ 840.7 kW W _P = -244 ÷ 213 W _P = -367.5 ÷ -316.5 W _P = -467.7 ÷ -399.8 W _P = -554.5 ÷ -471.5 W _P = -633.5 ÷ -536.7 kW W _E = -534 ÷ -880 W _E = -804.1 ÷ -1306 W _E = -1024 ÷ -1650 W _E = -1213 ÷ -1947 W _E = -1385 ÷ -2212 kW ΣW = -495 ÷ -506 ΣW = -874.1 ÷ -893.5 ΣW = -1223 ÷ -1251 ΣW = -1551.1 ÷ -1586 ΣW = -1866.3 ÷ -1908.3 m d _V = 0.0703 ÷ 0.0732 d _V = const d _V = const d _V = const d _V = const m d _E = 0.0936 ÷ 0.0905 d _E = const d _E = const d _E = const d _E = const

The precondition that p ₄ = 1.1 bar everywhere means on the one hand that the exhaust gas is emitted into the atmosphere, and on the other hand that the expansion stage (both sub-stages) enables the air-gas-steam mixture to expand completely. This leads to the greater length of the expansion stage. It can be observed that the temperature of the air T ₁ entering the compressors of the engine is matched to the temperature of the air from the compression in the front air compressor. The mass of the incoming air changes with an increase in the air charging pressure and an increase in the working pressure in the stage (P ₄ + 7 ÷ 22 bar) with unchanged density. The volume of air and gas and the diameter size remain unchanged, which corresponds to the prerequisite that the dimensions of the machine always remain the same (unchanged).

The total mechanical power ΣW increases relatively uniformly at P ₄ = 1.1 bar, 2 bar, 3 bar, 4 bar, 5 bar, approximately from 500 kW to 1900 kW. Of course, fuel consumption grows accordingly. Because the thermal conditions of the entire system can be controlled and heat losses can be partially used, improved values of fuel consumption are expected than values simply multiplied according to performance. However, the exhaust heat and heat are lost when the compressed air sleeve is ventilated. More than four times larger values of the power of the expansion stage of the rotary piston engine are observed with an almost fourfold increase in the power of the rotary piston engine. The dimensions of the front air compressor and its productivity with regard to the compressed air masses can be limited to the needs of the rotary piston engine and ventilation of the compressed air sleeve. The increased The power of the entire system can be distributed over three power waves or a front air compressor with large compressed air masses can be used for other purposes, such as an aviation engine.

Variant 3 table

P _W = 400kW p ₁ = 1.01325bar p ₄ = 1.1 bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 2bar p ₄ = 2bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 3bar p ₄ = 3bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 4bar p ₄ = 4bar p = 1.1881 kg / m ³ P _W = 400kW p ₁ = 5bar p ₄ = 5bar p = 1.1881 kg / m ³ ° K T ₁ = 293 T ₁ = 342.9 T ₁ = 376.6 T1 = 402.5 T ₁ = 423.2 ° K T ₂ = 457.7 ÷ 596.1 T ₂ = 397 ÷ 517 T ₂ = 457.9- _^ 596 T ₂ = 458 ÷ 596.5 T ₂ = 457.4 ÷ 596 ° K T ₄ = 750 ÷ 601 T ₄ = 842 ÷ 674.6 T ₄ = 910.7 ÷ 730 T ₄ = 862.9 ÷ 771 T ₄ = 1005 ÷ 805.5 kg / s m = 1.36 ÷ 1.54 m = 1.68 ÷ 1.366 m = 1.682 ÷ 1.7567 m = 1.826 ÷ 1.894 m = 1.9597 ÷ 1.9271 m ³ / s V ₁ = 1.0148 ÷ 1.29 V ₁ = const V ₁ = const V ₁ = const V ₁ = const m ³ / s V ₄ = 2.71 ÷ 2.44 V ₄ = const V ₄ = const V ₄ = const V ₄ = const kW W _V = 283 ÷ 588 W _V = 335.1 ÷ 742 W _V = 397.4 ÷ 1122 W _V = 367.2 ÷ 1300.5 W _V = 288.6 ÷ 1432.6 kW W _P = -244 ÷ -213 W _P = -525.4 ÷ -434 W _P = -693.5 ÷ -561.3 W _P = -936.3 ÷ -737.1 W _P = -1200 ÷ -914.7 kW W _E = -534 ÷ -880 W _E = -747.7 ÷ -1294.8 W _E = -762.5 ÷ -1685 W _E = -701 ÷ -1943.7 W _E = -549.3 ÷ -2136.1 kW ΣW = -495 ÷ -505 ΣW = -938 ÷ -986.9 ΣW = -1058.6 ÷ -1124.2 ΣW = -1273.1 ÷ -1380.3 ΣW = -1460.5 ÷ -1618.1 m d _V = 0.0703 ÷ 0.0732 d _V = const d _V = const d _V = const d _V = const m d _E = 0.0936 ÷ 0.0905 d _E = const d _E = const d _E = const d _E = const

The precondition that the exhaust pressure p ₄ everywhere is similar to the supercharging pressure means on the one hand that the exhaust gas is emitted into the compressed air sleeve, and on the other hand that the expansion stage (partial stages) does not require a complete expansion of the air-gas-steam mixture. It leads to a smaller length of the expansion stage and thus the entire system. It can be observed that the temperature of the air T ₁ entering the compressor of the engine is matched to the temperature of the air from compression in the front air compressor. The mass of the incoming air changes significantly with increasing the air charging pressure as well as the working pressure in the stage (P ₄ + 7 ÷ 22 bar), regardless of the unchanged value of their density, which corresponds to the artificial precondition that the dimensions of the machine are always the same ( remain unchanged. Therefore the volume of air and gas and the diameter sizes of the rotors remain unchanged.

The total mechanical power ΣW increases relatively uniformly at P ₄ = 1.1 bar, 2 bar, 3 bar, 4 bar, 5 bar, approximately from 500 kW to 1600 kW. More than four times greater values of the mechanical power of the expansion stage are observed with a more than three-fold increase in the power of the engine. However, because you need ventilation of the compressed air sleeve, it is appropriate that the entire increased power of the engine is used for a front air compressor with large compressed air masses, for example in an engine with feed and upward thrust for an aircraft with short-range take-off capability. The thermal conditions in the compressed air sleeve can be controlled and thermodynamic heat losses from the engine, including the heat from exhaust gases, can be utilized, namely as an additional source for increasing the energy of the compressed air mass. As a result, one expects the much larger values of the performance of the entire system and its thermodynamic efficiency.

The following are explanations of embodiments of engine systems according to claims 7, 8 and 9, which are equipped from the front with various front air compressors, which follow the air compressor of the rotary piston engine with a continuous combustion process DE 10 2013 016 274 B4 are built similarly, but have different design changes.

Engine system according to variant 1 (see Figure 1a-1g)

The front air compressor ( 1 ) The engine system shown according to variant 1 is a device that is constructed similarly to the compressor stage of the rotary piston engine with a continuous combustion process, which is used as a drive in the present engine and in the DE 10 2013 016 274 B4 is described, but has relatively enlarged dimensions and variable speeds due to a changeable (e.g. exchangeable) reduction gear. The present variant includes a front air compressor built in a similar way to the patented rotary piston engine, including self-cleaning filter systems, a system for controlling the gas working temperature and an exchangeable reduction gear in order to easily adapt the performance of the rotary piston engine with variable speeds to the needs of the front air compressor in this variant. This engine system can be used as a kind of engine with increased performance.

Engine system according to variant 2 (see Figure 2a-2f)

This variant of the engine system has a front air compressor built in a similar way to the patented rotary piston engine, including self-cleaning filter systems, a system for controlling the gas working temperature and an exchangeable reduction gear in order to easily adapt the performance of the rotary piston engine to the needs of the front air compressor in this variant with variable speeds . However, the front air compressor in this variant shows enlarged dimensions with an increased diameter ratio of the compression chambers to the secondary rotor of 2.66: 1, around a large pressure moment for the shaft of a blower or turboprop propulsion or the increased compressed air masses when using the engine system in aircraft with short-range takeoff and landing. In this variant, a controllable store-type air jet nozzle is provided for the buoyancy, which is installed centrally at the center of the weight masses in the compressed air sleeve. Three smaller side air flow nozzles built as throttle valves are provided for the lateral position determination of the aircraft as well as a steerable spherical air jet nozzle for propulsion and control at the rear of the engine system.

Engine system according to variant 3 (see Figures 3a-3f)

The present variant of the engine system has a front air compressor built in a similar way to the patented rotary piston engine, including self-cleaning filter systems, a system for controlling the gas working temperature and an exchangeable reduction gear. The front air compressor in this variant shows the four secondary rotors with an increased diameter ratio of the compression chambers to the secondary rotors of 2.66: 1 in order to produce a large pressure torque for the shaft of the blower or turboprop propulsion or increased compressed air masses for compressed air jet nozzles when using the engine system in aircraft with short-distance take-off and landing or vertical take-off and landing. In this variant, a controllable store-type air jet nozzle is provided for the lift, which is installed centrally in the compressed air sleeve at the center of the weight masses. Three smaller side air flow nozzles built as throttle valves are provided for the lateral position determination of the aircraft as well as a steerable spherical air jet nozzle for propulsion and control at the rear of the engine system.

Common description of the front air compressor

To fulfill its main function, the front air compressor has three or four secondary rotors ( 4th ), each with a displacement comb ( 57 ) and compressor room with longitudinal intake opening ( 55 ) for the entry of the air, as well as the main runner ( 3rd ) with three or four longitudinal depressions ( 61 ) and a free inner space ( 39 ) for the compressed air. All secondary runners are equipped with longitudinal teeth ( 64 ) connected to the main rotor and rotate synchronously with it at three or four times the speed, because the diameter ratio of each secondary rotor to the main rotor is 1: 3 or 1: 4.

The specific profiles of the longitudinal recesses ( 61 ) of the main runner ( 3rd ) and the displacement combs ( 57 ) of the secondary runner ( 4th ) are in the DE 10 2009 005 107 B3 , or here in 5 , shown. This graphic study shows the formation lines of the profiles as traces of the vector tips on surfaces of the mutual vector, which both runners imitate when moving together at different rotational speeds. Here, a vector of the comb at the tip of the comb with center on the secondary rotor axis moves in its area at an angular velocity that is three or four times higher than the angular velocity at which a vector of the longitudinal depression with its tip in the upper limit point of the depression ( 61 ) and its center on the main rotor axis in its own area. The vector of the comb draws the profile of the depression on its surface, whereas the vector of the depression draws the profile of the comb draws on the surface of the comb. The rotations with rates of 6 ° and 2 °, or 8 ° and 2 ° correspond to the ratio of the angular speeds of the rotor. The graphic serves for purposes of clarity. Theoretical profiles with any precision can be determined using computers and mathematical methods of vector algebra. An auxiliary device (s. DE 10 2013 016 274 B4 ) makes it possible to simulate the movement of the vectors and record profiles on the surfaces of a workpiece. The calibers that can be produced with this method are suitable for checking the manufacture and operational wear of the corresponding parts.

With three suction lugs ( 41 ) or (105) air is drawn in and to three air filter systems or a common air filter system ( 5 ) guided. In each cycle of compression, the moment occurs when the pressure is the value of the pressure inside the main rotor ( 3rd ) obtained. The combs then push the compressed portions of air into the interior of the main rotor through elongated inlet pressure flaps ( 45 , 46 ). A further portion of the fresh air fills the compression space behind the comb and is ready for the next cycle of compression.

The seal of each compression space and the depressions in the main rotor ( 3rd ) is by means of a spring ( 58 ) loaded elongated sealing strips ( 59 ) and face sealing strips, which are in the displacement combs ( 57 ) are attached (the latter are not shown here). At high speeds, all sealing strips, despite the action of the spring, are replaced by special devices with rotating counterweights ( 62 ) pulled back into the combs to avert a strong braking effect due to friction. The air and gas losses at high speeds are relatively lower than at low speeds, and they are also reduced by oil injection in the sealing strips.

The front air compressor ( 1 ) also has a propulsion system ( 6 ) and control ( 42 ) as well as complete or partial deactivation ( 65 , 72 , 73 ) or (103, 106, 107) of the air filter systems ( 5 ). The air filter systems ( 5 ) have a structure similar to that of the rotary piston machine with a continuous combustion process. For this, these air filter systems with three or four control valves ( 54 ) with associated transmission gear from the secondary rotor ( 4th , 42 , 108 ), Valve bushings with associated belt transmission ( 109 , 111 ) and actuating gear ( 43 ) or (40) for synchronous changeover of the valve bushings and a gearbox ( 68 , 66 , 67 ) with actuator ( 70 ) for the movement of the filter loops (see the similar design of rotary lobe engines in a special section).

So over the longitudinal intake openings ( 55 ) in all filter systems the filter treadmills ( 68 ) set up as infinite loop treadmills and operated by actuators ( 70 ) are pushed through the filter devices at variable speed. Excess air, which is partially expelled from the compression chamber, is blown through the treadmills. A treadmill section then carries out the filtration of the intake air, an adjacent area parallel to it the flushing of the treadmill, so that the dirt through the dirty air line ( 2nd ) can be blown out into the environment. If necessary, each filter system can be passed through the diversion channel ( 65 ) or (103) by locking slide ( 72 ) or (106) with actuator ( 73 ) or (107) off. The front air compressor ( 1 ) has its own gear with pinion ( 6 ) for operating your own secondary runner. In addition, the system has a shaft that acts as the main power wave ( 44 ) serves the entire system.

From the main runner's room ( 3rd ) and interior of the front air compressor ( 1 ), which also serve as storage, the compressed air flows through three or four compressed air lines ( 38 ) in the compressed air sleeve ( 12th ) with the rotary lobe machine with continuous internal combustion process, which acts as the operator for the front air compressor ( 1 ) serves. A connection unit ( 50 ) connects the front air compressor ( 1 ) with the compressed air sleeve ( 12th ) and serves as a department of the operating units for the entire system. Through unity ( 50 ) are a drive shaft ( 37 ) from the rotary lobe engine to the front air compressor ( 1 ) with a gear from a pair of bevel gears ( 51 ) with clutches ( 49 ) and high-performance GFT radial seal ( 47 ) of the type 103 for driving the control units and additional power waves ( 48 , 52 ) which can be used as a distributor of the power from the overall system to another user if required.

Connection unit ( 50 )

The connection unit ( 50 ) consists of a connection piece which is connected with easily separable connections ( 53 ) the front air compressor ( 1 ) with the compressed air sleeve ( 12th ) connects. Through the connection unit ( 50 ) are the drive shaft ( 37 ) to the front air compressor ( 1 ), or the additional power waves ( 48 , 52 ) by means of the bevel gear pair ( 51 ) and the three or four compressed air lines ( 38 ), the power wave ( 48 ) with a clutch ( 49 ) to a parallel engine or another power consumer and High performance GFT radial seals ( 47 ) is provided. In the connection unit ( 50 ) are also cooling air lines ( 7 , 8th ) housed. The free space is occupied by operating units that are affected by the power wave ( 52 ) are driven.

Compressed air sleeve ( 12th )

The compressed air sleeve ( 12th ) consists of three through a connection ( 53 ) easily separable units: from the front cover ( 10th ), cylindrical part of the compressed air sleeve ( 12th ) and back cover ( 22 ). Through the front cover ( 13 ) guide the drive shaft ( 37 ), the three or four compressed air lines ( 38 ) from the front air compressor ( 1 ) and the three or four sets of elements of the steam-gas cycle ( 23 ) to the secondary rotors of the rotary lobe engine housed inside the sleeve. The middle part of the compressed air sleeve ( 12th ), leads the three or four ejection approaches ( 18th ) for exhaust gases from the rotary lobe engine, heat exchanger ( 75 ) as well as the support elements of the rotary piston engine for the compressed air sleeve ( 12th ).

The lower part of the sleeve has a downward arch, in which an insertion plate ( 33 ) with hydraulic lines ( 35 ), electrical lines and fuel or natural gas lines ( 36 ) to the rotary lobe engine and a store-type air jet nozzle for buoyancy, flanked with side or front throttle compressed air flaps ( 95 ) are set up. The store-type air jet nozzle ( 91-94 , 96-99 ) consists of two stores ( 94 ) with side walls ( 93 ), which by means of hydraulic cylinders ( 91 ) on ball guides ( 92 ) and guide rail ( 97 ) can be changed and so the opening ( 99 ) regulate the store-like air jet nozzle according to size and position. These four compressed air nozzles not only ensure lift, but also roll and reverse control for the aircraft during short-range take-off and landing or vertical take-off and landing.

On the back cover ( 22 ) are a pressure protection flap ( 25th ) together with a ventilation device ( 26 ) and the elements of the control device ( 27 , 28 ) of a combustion tube of the rotary lobe engine. From the back to the back cover ( 22 ) is a spar ( 85 ) with an approach ( 84 ) and a steerable spherical air jet nozzle (see DE 10 2015 015 756 A1 ) assembled. The approach ( 84 ) fulfills the function of the compressed gas line and blockage with throttling of the compressed gas flow through a throttle disc ( 83 ) with actuator ( 82 ). Two ball guides ( 86 , 87 ) with the spar ( 85 ) are connected, enable control of the steerable part ( 87 ) the spherical air jet nozzle in the horizontal and vertical plane. If necessary, you can on the steerable part ( 87 ) also a device similar to the device with throttle plate ( 83 ) with actuator ( 82 ) to control the cross-section of the nozzle in the area up to the so-called Laval pressure threshold in order to prevent the formation of sound barrier waves when flying at different heights. The easily separable connections ( 53 ) the parts of the compressed air sleeve with each other or with the connection unit ( 50 ) have clamping devices from the side, which consist of offset head screws ( 137 ) and nuts ( 139 ) with counter threads (see 2 B , 3a ).

Rotary piston engine

For the rotary piston engine with continuous combustion process, which is in the compressed air sleeve ( 12th ) is installed, greater attention must be paid. The rotary piston engine can be formed with three or four secondary rotors and with a diameter ratio of the compression chamber to the secondary rotors of 2: 1 or 2.66: 1.

In all cases, it consists of three functional levels: the compressor level ( 15 ), a pre-expansion stage ( 16 ) and an expansion stage ( 19th ) and a unit inside, which unites an inlet pipe, the combustion pipe with the combustion chamber and a connecting pipe, through the connecting pipe immovably on the housing of the compressor stage ( 15 ) is attached and extends through all three stages. A front ( 13 ) and a back cover ( 100 ) with built-in control elements, bearings and gears complete the design of the rotary lobe engine. These six units form the main structural parts of the rotary lobe engine. The pre-expansion stage ( 16 ) and expansion stage ( 19th ) together form a motor stage of the rotary lobe engine.

At the compressor stage ( 15 ) no air filters are installed. A gearbox connects from the front via the three or four pinions ( 9 ) and the drive shaft ( 37 ) the rotary lobe engine with the front air compressor ( 1 ). Additional operating devices are heat exchangers ( 75 ), Aggregates of auxiliary systems - mainly in the compartment of the connection unit ( 50 ) - as well as a fitting and a frame for the connection to the compressed air sleeve ( 12th ) (not shown in detail). Inside the compressed air sleeve ( 12th ) are also special compressed air lines ( 31 ) for the incoming compressed air to elongated inlet openings ( 32 ) the compressor stage ( 15 ) relocated (not shown at all) to the exhaust gases from the engine, which are in the compressed air of the air sleeve ( 12th ) can be pushed out in numerous applications of the engine, not into the inlet openings ( 32 ) to arrive. Gas outlet openings of the expansion stage ( 19th ) can be represented in different versions: with discharge lines that are connected to the atmosphere by a discharge collector (not shown), or with outlet flaps ( 30th ), which has an outlet of the exhaust gases into the compressed air sleeve ( 12th ) can open.

Im Unterschied zu Joule-Prozessen in der Brennkammer sind die Prozesse der Komprimierung in der Verdichterstufe und der Entspannung in den Expansionsteilstufen durch Graphiken und Gleichungen in pV- und TS-Diagrammen (Carnot-Diagrammen) bestimmt und können mit entsprechenden Berechnungsalgorithmen berechnet werden. Die Anfangsbedingungen bei einem Berechnungsprogramm sind Daten von einer beorderten Leistung P_w,o, Drehzahlen n₆ min^-1 und verschiedenen Konstanten. Aufgrund dieser anfänglichen Daten kann man mit dem oben genannten Berechnungsprogramm die gesamten Parameter des Volumens und der Temperatur des Förderstroms errechnen.The thermodynamic model and calculation algorithms for the characteristics of the engine reflect special features that result from the combination of parts of a piston engine and a turbine combustion chamber (see thermodynamic characteristics of the three-stage rotary piston machine with a continuous combustion process, ISBN 978-3-95404-751-2 , Cuvillier-Verlag Göttingen, 2014). The process that quantitatively determines the extent of the flow is the continuous combustion process (Joule process) in the combustion chamber. The basis for this is the thermodynamic law that the useful part of the energy of the gas flow - the mechanical power (when the reversible polytropic compressor work is included) - due to the specific heat capacities c _v and c _p as well as the mass (weight quantity) and temperature of the gas in the Combustion chamber is defined. (The temperature is increased precisely due to compressor work and ordered in advance by the surgeon.) This law makes it possible to determine the mass of the flow rate per second m _{1 / s} with the required power, namely the weight of the intake air per second. (The weight of the fuel is not included in the mass flow rate, because of its nullity.) $${\text{m}}_{\text{l / s}}=\frac{{\text{P}}_{\text{W}\text{, 0}}}{{\text{c}}_{\text{v}}\left({\text{T}}_{21}-{\text{T}}_{\mathrm{2nd}}\right)+{\text{c}}_{\text{p}}\left({\text{T}}_{\mathrm{3rd}}-{\text{T}}_{21}\right)-{\text{c}}_{\text{v}}\left({\text{T}}_{\mathrm{4th}}-{\text{T}}_1\right)}$$

In contrast to Joule processes in the combustion chamber, the processes of compression in the compressor stage and relaxation in the expansion stages are determined by graphics and equations in pV and TS diagrams (Carnot diagrams) and can be calculated using the appropriate calculation algorithms. The initial conditions in a calculation program are data from an ordered power P _{w, o} , speeds n ₆ min ^-1 and various constants. On the basis of this initial data, the above-mentioned calculation program can be used to calculate the entire parameters of the volume and the temperature of the flow.

The entire parameters of the air-gas flow are calculated using the following steps: First the previous temperature of the air T ° K (if required) and the mass of the flow rate are calculated using the formula given above, then the volume of the flow in the stages per second V _K and V _E , for the whole range of temperatures and pressures of the gas in the combustion chamber. This is used to calculate the power at all stages, namely the power P _K required to drive the compressor, the gas work in the expansion rooms, including in the combustion chamber (at p ₃ = const.) P _2'-3 , the total power the motor stage P _M and the power P _W as a balance of the power. Then the characteristics for the entire scale are calculated: the thermodynamic efficiency η _vSeiliger and the effective efficiency η _e , the fuel consumption with the maximum and nominal regime m _{1 / h} and m _{2 / h} , the heat to be dissipated when cooling the compressor stage Q _{cooling .V.} and expansion stage Q _cooling.E and finally the diameters of the secondary _rotor d _V and d _E as well as other parameters that are necessary for the analysis (namely the “thrust of the adapted control nozzle” S _c and the “excess air when burning” ω).

The diameter of the secondary rotor is calculated by converting the diameter of the secondary rotors of the compressor stage d _V and the expansion stage d _M into a common diameter d (with accompanying changes in the lengths of the working chambers). The diameter d is the starting parameter for the calculation of all other dimensions of the machine because it determines the ordered proportions of the dimensions of the steps. It is therefore possible to calculate the dimensions of the working spaces of the stages for the entire range of temperatures and pressures according to the parameters of the volume and the temperature of the flow rate that this assumes in each stage.

The program, which implements the calculation algorithms described above using a standard spreadsheet computer program (Microsoft Excel or Microsoft Works), calculates a matrix of the construction variants of the machine, for which the absolute temperature on the scale T ₃ ° K = 973-1623 ° K and serve the pressure with the scale p ₃ = 7-22 bar.

Each value of the temperature corresponds to a certain value of the excess air when burning, called ω.

From the wide range of possible construction variants, one can choose the variant that corresponds to the selected temperature range of the gas and the regulations of the machine. (For example, for the experimental prototype, the temperature range t ° = 800-900 ° C, T = 1023-1173 ° K is selected for initial experiments.)

Each value of the temperature of the gas T ₃ K in the combustion chamber before entering the pre-expansion stage, which is available for selection, corresponds to a certain value of the excess air during combustion ω and the corresponding mass of the air m ₁ sucked in per second and the subsequent one Changing the parameters of their temperature and pressure in the work process.

Thus, the control of the gas temperature in the working process of the engine is possible by changing the parameter of the excess air when burning ω from an initially low selected temperature range t ° = 800-900 ° C (T = 1023-1173 ° K to higher temperatures of the Gases and back.

A detailed description and description of the two versions of the rotary piston engine with continuous combustion process can be found in a separate patent application Akz. 10 2017 113 550.2 based on the patents DE 10 2012 011 068 B4 and DE 10 2013 016 274 B4 built up, with drawings 4a-4t and 5a-5t and a separate list of reference numerals.

Reference list

1

Front air compressor

2nd

Dirty air line

3rd

Main runner

4th

Concurrent runner

5

Air filter system

6

Interchangeable gear pinion

7

Cooling air line

8th

Cooling air line

9

Pinion of the common gears of the rotary lobe engine

10th

Front cover of the compressed air sleeve

11

Wave of the runner

12th

Compressed air sleeve

13

Front cover of the rotary lobe engine

14

Outlet opening for exhaust air

15

Compressor stage

16

Pre-expansion stage

17th

External gas lines between stages

18th

Ejection approach

19th

Expansion stage

20

Exhaust flange

21st

Inlet connector

22

Back cover of the pressure sleeve

23

Set of elements of the steam-gas cycle

24th

Actuator for exhaust air

25th

Pressure protection flap

26

Ventilation device

27

Gear segment

28

Gear segment gearbox

29

Outlet connector

30th

Outlet flap

31

Compressed air line

32

Inlet longitudinal opening

33

Insertion plate

34

Actuator of the control valve of the engine

35

Outlet connector

36

Fuel or natural gas line

37

Drive shaft to the front air compressor

38

Compressed air line

39

free inner space

40

Bushing of the control valve

41

Intake approach

42

Belt transmission

43

Actuator of the control valves of the front air compressor

44

Main power shaft

45

elongated inlet pressure flap

46

elongated inlet pressure flap

47

High performance GFT radial seal

48

additional power wave

49

Clutch

50

Connecting unit

51

Bevel gear pair

52

additional power wave

53

easily separable connection (shown operated)

54

Control valve

55

Inlet longitudinal opening

56

Backup roller

57

Displacement comb

58

feather

59

elongated sealing strip

60

elongated discharge opening of the control valve

61

Longitudinal depression of the main runner

62

Counterweight

64

Longitudinal teeth

65

Diversion channel

66

Tension roller

67

Drive roller

68

Filter treadmill

69

Deep groove ball bearing

70

Actuator for drive roller

72

Gate valve

73

Actuator for gate valve

74

Control valve of the compressor stage of the rotary lobe engine

75

Heat exchanger

76

Displacement comb of the compressor stage

77

Main rotor of the rotary lobe engine

78

Stop valve in expansion stage

79

Longitudinal outlet opening

80

Displacement comb in expansion stage

81

external heat exchanger

82

Actuator for throttle disc

83

Throttle plate

84

Throttle disc approach

85

Spar

86

vertical ball guide

87

steerable part of the spherical air jet nozzle

88

Actuator of the vertical ball guide

89

horizontal ball guide

90

Actuator of the horizontal ball guide

91

Hydraulic cylinder

92

Ball guide of the store

93

Lateral wall of the store

94

Store the air jet nozzle

95

side or front throttle air damper

96

Contour seat with seal

97

Guide rail

98

Foot position of the ball guide

99

Opening of the store-type air jet nozzle

100

Rear cover of the rotary lobe engine

103

Exhaust channel

104

Intake duct

105

Intake approach

108

Idler gear of the control valve

109

Belt gear actuator

110

Tension roller

111

belt

112

Flange of the front cover of the front air compressor

Claims (15)

Method for multiplying the power of an engine, wherein an air pre-charge is provided by means of a front air compressor (1) and an artificial compressed air environment around the engine by means of a compressed air sleeve (12), characterized in that as the front air compressor (1) is an air compressor which is the air compressor of a rotary piston engine is built similarly with a continuous burning process, but has enlarged dimensions, is used. Procedure according to Claim 1 , characterized in that a rotary piston engine with a continuous combustion process is used as the engine. Power plant with an engine, wherein an air pre-charge of the engine by means of a front air compressor (1) and an artificial compressed air environment around the engine by means of a compressed air sleeve (12) is provided, characterized in that the front air compressor (1) is similar to the air compressor of a rotary piston engine with a continuous combustion process is, but has enlarged dimensions. Engine system after Claim 3 for versatile use, characterized by the front air compressor (1), a connection unit (50) with compressed air lines (38), the compressed air sleeve (12) and a rotary piston engine with a continuous combustion process with three secondary rotors (4), which is housed in the compressed air sleeve (12) . Engine system after Claim 4 for use in an aircraft with short-range take-off and landing, characterized by : a controllable, stor-like air jet nozzle (91-94, 96-99) for buoyancy and three smaller side airflow nozzles for determining the lateral position of the aircraft in a part of the compressed air sleeve that bulges downwards (12 ) as well as a steerable spherical air jet nozzle for propulsion and position control at the rear of the engine system. Engine system after Claim 3 for use in an aircraft with short-range take-off and landing, characterized by : a blower or turboprop propulsion at the front, the front air compressor (1), a connection unit (50), the compressed air sleeve (12), a rotary piston engine with a continuous combustion process with four secondary rotors (4 ) and with an increased diameter ratio of the compression chambers to the secondary rotors (4) of 2.66: 1, which is accommodated in the compressed air sleeve (12), a store-type air jet nozzle (91-94, 96-99) for buoyancy and three smaller side airflow nozzles for lateral determination of the position of the aircraft in a part of the compressed air sleeve (12) which is curved downwards, as well as a steerable spherical air jet nozzle for propulsion and position control of the aircraft at the rear of the engine system. Engine system according to one of the Claims 4 to 6 , characterized in that the front air compressor (1) is similar to the compressor stage of a rotary piston engine with a continuous combustion process and three or four secondary rotors, but shows a variable speed with respect to the engine due to an exchangeable reduction gear with a pinion (6), whereby it has a main rotor ( 3), three or four secondary runners (4), at least one filter system (5), a drive gear (6), a drive shaft (37) and a main power shaft (44), the runners having a longitudinal toothing (64) and a diameter ratio of the main rotor to the secondary rotor of 3: 1 or 4: 1, the main rotor (3) having three or four recesses (61), a free inner space (39), three or four elongated in the recesses (61) Has inlet pressure flaps (45) and three or four elongated safety pressure flaps (46) to the interior and three or four compressed air lines (38) to the compressed air sleeve (12), which i the secondary runners (4) are equipped with elongated sealing strips (59) and end sealing strips which are accommodated in the displacement combs (57) and are loaded by a spring (58), all sealing strips despite the spring (58) acting by special devices can be drawn back into the combs (57) with rotating counterweights (62) and oil is injected into a running play of the sealing strips in order to weaken a braking effect due to friction, A system for controlling the generation of compressed air by three or four control valves (54) with valve bushings (40), a transmission gear (4, 42, 108) with belts (111) for the rotation of the control valves (54) of the corresponding secondary rotor (4) is equipped with a common belt gear (42) and actuating gear (43) to ensure the synchronous changeover of the valve bushings, the at least one air filter system (5) being designed as three individual air filter systems or a common air filter system, with rollers (67 ) and actuating drives (70), at least one filter treadmill (68) set up via longitudinal suction openings (55) can be pushed through the filter devices at variable speed, the at least one filter treadmill (68) being blown through by excess air which is partially ejected from compression chambers, whereby a treadmill section then filters the intake air and an adjacent area in parallel the flushing of the treadmill, so that dirt can be blown out into the environment through dirty air lines (2), but if necessary, each air filter system (5) can be switched off by means of a diversion channel (65) with a slide valve (72) and actuator (73). Engine system according to one of the Claims 4 to 7 , characterized in that the connecting unit (50) connects the front air compressor (1) to the compressed air sleeve (12) and serves as a unit serving units for the entire system, the drive shaft (37) from the rotary piston engine to the front air compressor (1) and the gearbox from bevel gear pairs (51) with clutches (49) and high-performance GFT radial seal (29) for driving the operating units and additional power shafts (48, 52) are laid by the connection unit (50) and, if required, the power of the entire system for others as a distributor Users can exploit. Engine system after Claim 5 or 6 , characterized in that the compressed air sleeve (12) consists of three easily separable units: a front cover (10), a central part of the compressed air sleeve (12) and a rear cover of the compressed air sleeve (12), whereby through the front cover (10) the compressed air sleeve Drive shaft (37), the three or four compressed air lines (38) from the front air compressor (1), the three or four cooling air lines (8) to the secondary rotors (4) and the actuators of the control valves (34) of the rotary piston engine; whereby on the middle part of the compressed air sleeve (12) ejection approaches (18) for exhaust gases from the rotary lobe engine and in an arch an insertion plate (33) for electrical, hydraulic and fuel communications for the internally arranged three-stage rotary lobe engine with continuous combustion process, elements of the turbo-type air jet nozzle (93) and side and front throttle air flap (95) are set up; wherein in the middle part of the compressed air sleeve (12) the rotary piston engine with a continuous combustion process with three or four secondary rotors is accommodated; A pressure protection flap (25) or ventilation device (26), elements of a control device (27, 28) of the combustion tube of the rotary piston engine and an attachment (84) with a throttle disk for guiding the compressed air to the spherical air jet nozzle (87) are set up on the rear cover (22) are. Engine system after Claim 5 , 6 or 9 , characterized by a store-type air jet nozzle system (91-99), which has two stores (94) with side walls (93) for buoyancy, flanked by side and / or front throttle compressed air flaps (95) for rolling and return movements in the middle part of the compressed air sleeve ( 12), the stores (94) with side walls (93) being able to be converted to ball guides (92) and guide rails (97) by means of hydraulic cylinders (91) and thus regulating the opening (99) of the store-type air jet nozzle according to size and position, to ensure not only lift and attitude control, but also roll and reverse control for the aircraft during short-range take-off and landing or vertical take-off and landing. Engine system according to one of the Claims 3 to 10th , characterized by an air jet nozzle device which has a spherical air jet nozzle with a steerable part (87), four ball guides (86, 89) and gearboxes (88, 90) for the changeover of the spheroids as well as an extension (84) with a throttle disc (83) and has an actuating gear (82), all of which are mounted on a spar (85) fastened from behind to the rear cover (22) and ensure the control of the thrust of the steerable part of the spherical air jet nozzle (87) in terms of dimension and direction of thrust in the horizontal and vertical surfaces . Engine system according to one of the Claims 3 to 11 , characterized in that the engine is a rotary piston engine with a continuous combustion process, which has three or four secondary rotors, a compressor stage, a pre-expansion stage, an expansion stage and a unit that combines a combustion tube with an internal combustion chamber and a connecting tube, wherein the compressor stage and the expansion sub-stages are constructed essentially identically and each have a main rotor and three or four secondary runners, the secondary runners each consisting, apart from in the pre-expansion stage, of a cylindrical body with a displacement comb with sealing strips, the displacement ridges of the secondary runners in all stages are engaged with three or four profiled longitudinal depressions of the main rotor and the diameter ratio between the secondary rotor and the main rotor as well as the transmission ratio of the common longitudinal connection and thus the speed ratio of the secondary rotor to the main rotor is 3: 1 and 4: 1, respectively, in the compressor stage Inlet pressure flaps and all free interiors of the main rotor are provided as compressed air storage and compressed air smoothers and interiors of all stages have compensation channels and profiled outlet openings, compressed air for cooling the main rotor and fuel pipe in d he compressor and expansion stages are provided before the air enters the combustion chamber, the combustion chamber extending over the compressor and over the expansion stage and being arranged inside the main rotor, the combustion chamber having an inlet pipe for fuel, natural gas, fixed to the housing, and / or electricity, a fuel pipe with inlet openings and two outlet pipes built for gas outlet control is provided, the fuel pipe having a toothed gear (28) and a gear segment (27) for controlling the outlet openings by the limited rotation of the movable part relative to the is provided in the immovable part of the fuel tube, the expansion stage being built in two parts and consisting of a larger heat-resistant expansion precursor and an expansion final stage, the interior of the expansion precursor being covered with heat-resistant layers, and in the same also with heat-resistant There are no sealing strips and no oil injection in the layers covered displacement combs in this stage, whereby external gas diversions from the preliminary stage of expansion to the final stage of expansion as well as shut-off valves at elongated supply openings of the final stage of expansion, which prevent losses when the working gas overflows in the final stage of expansion, are provided, the inlet openings in of the pre-expansion stage are attached to the base of the longitudinal recesses of the main rotor and communicate with the controlled outlet openings of the combustion tube at the moment when the displacement combs have the inlet openings behind them during the rotation, with slots being provided in the displacement combs of the compressor stage and longitudinal diversion openings in the housing in the expansion pre-stage , wherein all rotors are provided with external toothing over their entire length for the purpose of rotating tuning, whereby by connecting the secondary rotor with one another and correspondingly forming the division of the Main runner in the pre-expansion and final expansion stage, the expansion work in the stages is shifted against each other in time, whereby a pressure protection flap is provided on the rear part of the combustion tube, connecting slats between the sealing strips and loosely attached balance weights in the displacement combs of the compressor and expansion output stage for centrifugal force compensation at high speeds as well the spring-loaded sealing strips on the sides of the combs are provided for sealing with upper tips of the depressions in the main rotor, the power shaft being driven by a power gear consisting of a gearwheel and pinions, a liquid cooling system with ring channels and inlet and outlet ports for cooling All needle bearings in all stages, the inlet pipe with mechanical seals and the front part of the main rotor are designed, whereby a cooling air system for cooling the interior of all secondary rotors in all stages with three or four K respectively Cooling air inlet and cooling air outlet connecting piece is provided, the front and side walls of all stages being built in two parts, each of the front or side wall itself and, for each front wall, a support part with labyrinth channels for liquid coolant or, for each side wall, a sleeve which Has elongated channels for liquid coolant, the inlet and outlet ports for the liquid coolant are set up accordingly and wherein an exhaust system is provided in the rotary piston engine, which consists of the outlet openings with shut-off devices and gas lines. Engine system after Claim 5 , 6 , 9 or 10th , characterized in that exhaust gas, which can be used as a working medium for control nozzles, is routed to the gas pipe system of the aircraft through an exhaust attachment (18), the exhaust gas, when it is in horizontal flight for the position control system is not used, in the compressed air flow of the compressed air sleeve (12) through flanges (20) an outlet opening and thereby increases the energy of the compressed air flow. Engine system according to one of the Claims 3 to 13 with a rotary piston engine with a continuous combustion process, characterized in that the engine has no air filter systems, but the air is cleaned when it enters the front air compressor (1). Engine system according to one of the Claims 3 to 14 with a rotary piston engine with a continuous combustion process, characterized in that a common gear for the secondary rotor and the main rotor as a drive for the front air compressor (1), which consists of gear and pinion (9), is provided on a front part of the rotary piston engine instead of on a rear part.

Images