EA000883B1 - Rotary internal combustion engines - Google Patents

Abstract

1. Rotary positive displacement apparatus of the type having a toroidal cylinder formed in a cylinder housing assembly about a driveshaft axis concentric with the axis of the toroidal shaped cylinder and coupled to juxtaposed rotor assemblies supporting pistons in the toroidal shaped cylinder whereby rotation of the driveshaft rotates the rotors in a manner which causes the pistons to move cyclically towards and away from one another during their rotation forming expanding and contracting working chambers therebetween within the toroidal cylinder and inlet and outlet port means extending through the cylinder housing assembly for entry and exit of fluid to and from the working chambers, and wherein the coupling means coupling the pistons in the toroidal shaped cylinder to the driveshaft includes: drive means for coupling one rotor assembly to the driveshaft; a crankpin offset from the driveshaft; a planetary member driven for rotation about the crankpin at a predetermined rotational speed relative to the driveshaft whereby the planetary member is supported on the crankpin for epicyclic movement about the driveshaft, and a direct drive connection between the other rotor assembly and the planetary member offset from their respective axes whereby the differential angular velocity of the direct drive connection about the driveshaft axis resultant from its epicyclic motion causes the pistons of the other rotor assembly to move cyclically towards and away from the pistons of the one rotor assembly as it rotates about the driveshaft. 2. Rotary positive displacement apparatus as claimed in claim 1, wherein the driveshaft extends through the rotor assemblies and is mounted rotatably in bearings in the cylinder housing assembly at opposite sides of the rotor assemblies and is in the form of a crankshaft having the crankpin intermediate its mountings in the cylinder housing assembly. 3. Rotary positive displacement apparatus as claimed in claim 2, wherein the direct drive connection is a drive pin which is located fixedly in one of either the planetary member or the other rotor assembly and which is slidably engaged in the other. 4. Rotary positive displacement apparatus as claimed in claim 3, wherein the planetary member is in the form of a drive yoke rotatable about the crankpin and having slide means thereon extending radially from the crankpin and engaged directly with the drive pin. 5. Rotary positive displacement apparatus as claimed in claim 4, wherein the slide means includes a radially extending slot in the drive yoke and a slide block freely slidable along the slot and carrying the drive pin. 6. Rotary positive displacement apparatus as claimed in claim 5, wherein the slide block is formed from a low friction material and nests within a slot having a part circular profile whereby the slide block is held captive in the slot. 7. Rotary positive displacement apparatus as claimed in claim 5 or 6, wherein the drive yoke is driven by a planetary gear fixed to the drive yoke for rotation therewith and meshed with a respective gear having its axis coaxial with the driveshaft. 8. Rotary positive displacement apparatus as claimed in one of the above claims (1-7), wherein the means for coupling said one rotor assembly to the driveshaft corresponds to the means for coupling said other rotor assembly to the driveshaft. 9. Rotary positive displacement apparatus as claimed in claim 8, which is formed as an internal combustion engine whereby the pistons on the respective rotor assemblies alternately act as active and reactive pistons, wherein each drive yoke is formed with respective slide means extending radially away from diagonally opposite sides of the crankpin, and drive pins associated with the respective slide means engage with a respective rotor assembly. 10. Rotary positive displacement apparatus as claimed in an one of the above claims (4-9), formed as an internal combustion engine wherein includes duplicate drive yoke mounted on a further in-line crankpin at the opposite side of the rotor assemblies and wherein the drive pins extend beyond the opposite sides of the rotor assemblies and between respective opposed mountings of slide elements in the spaced drive yokes. 11. Rotary positive displacement apparatus as claimed in claim 10, wherein the driveshaft has an intermediate journal on which the rotor assemblies are mounted. 12. Rotary positive displacement apparatus as claimed in one of the preceeding claims, wherein the driveshaft is constrained for counter-rotation relative to the rotor assemblies whereby the speed of rotation of the rotor assemblies is reduced relative to the speed of rotation of the driveshaft. 13. Rotary positive displacement apparatus as claimed in one of the preceeding claims, wherein the cylinder housing assembly includes respective opposed housing portions which mate along the centreplane of the toroidal cylinder; the driveshaft assembly extends between the housing portions and is rotatably mounted in the respective opposed housing portions by loading opposite ends of the driveshaft axially into the respective opposed housing portions from the interior thereof, and wherein the coupling means comprises components which may be operatively assembled over the driveshaft from one or respective opposite ends thereof by interengagement of components in an axial direction whereby the rotary positive displacement apparatus may be readily assembled by sequentially adding components in an axial direction into operative engagement with one another. 14. Rotary positive displacement apparatus as claimed in any one of claims 10 to 13, wherein the coupling means includes a drive yoke rotatable with a planetary gear about a crankpin of the crankshaft with a planetary gear meshed with an annulus gear fixed to the adjacent housing portion concentrically with the driveshaft axis. 15. Rotary positive displacement apparatus as claimed in claim 14, wherein the drive yoke includes a radially extending slot and a slide block which may be fitted into the radially extending slot prior to assembly of the drive yoke onto the driveshaft and said slide block being associated with an axially extending drive pin extending axially into engagement with a rotor assembly for causing oscillation of that rotor assembly. 16. Rotary positive displacement apparatus as claimed in any one of claims 11 to 15, wherein the drive yoke is driven by a planetary gear fixed to the drive yoke for rotation therewith and meshed with a annulus gear having its axis coaxial with the driveshaft. 17. Rotary positive displacement apparatus as claimed in any one of claims 11 to 16, which is an internal combustion engine including a cylinder housing assembly having a toroidal shaped cylinder and an annular access opening to the cylinder, each rotor assembly including a body portion supporting pistons, the total number of pistons for the pair of rotors being a multiple of four, the pistons being disposed equidistant about the body portions of the respective rotors and sealably engaged with the cylinder and moveable therearound, each body portion extending into the access opening to operatively close the toroidal cylinder. 18. Rotary positive displacement apparatus as claimed in claim 17, wherein each four pistons is provided with an inlet port and an outlet port, said outlet ports are disposed at positions at which adjacent pistons form minimum working chamber volumes. 19. Rotary positive displacement apparatus as claimed in claim 18, including a duplicate planetary member mounted on a further in-line crankpin at the opposite side of the rotor assemblies and coupling means coupling the duplicate planetary member to the rotor assemblies. 20. Rotary positive displacement apparatus as claimed in claim 18 or 19, wherein said coupling means includes respective slide means associated with the planetary members having diametrically opposed slides engaging respective drive pins which extend parallel to the crankshaft axis and from opposite sides of each rotor assembly to each planetary member. 21. Rotary positive displacement apparatus as claimed in claim 20, wherein the rotor assemblies are substantially centrally disposed within the cylinder housing assembly supported rotatably on a central journal of a crankshaft which has inline crankpins at opposite sides of the central journal for supporting the spaced pairs of aligned planetary members, and the access opening and the rotors are symmetrical about the centreplane containing the toroidal axis of the cylinder. 22. Rotary positive displacement apparatus as claimed in claim 1 configured as an internal combustion engine wherein each pair of rotor assemblies has at least the number of pistons which corresponds to the number of cycles of the engine type with increases in piston numbers being in multiples thereof, for each pair of rotors, the rotor assemblies are driven in the reverse direction to the crankshaft, each rotor assembly, and respective inlet and outlet ports are disposed in pairs of ports adjacent one another and adjacent the position of the pistons when disposed beside one another. 23. An internal combustion toroidal engine for a passenger car as claimed in claim, wherein the driveshaft rotates at three times the rotational speed of the rotor assemblies, and the toroidal cylinder has a radius of between 150mm and 200mm.

Description

The technical field to which the invention relates.

This invention relates to rotary piston internal combustion engines. This invention also relates to rotary piston devices, such as fluid pumps and motors, which use a toroidal cylinder as working chambers.

Prior art

Such internal combustion engines, hydraulic motors, liquid pumps and external combustion engines are referred to below as toroidal engines. However, for purposes of greater illustrativeness, this invention will be shown below with examples of internal combustion engines.

Many samples of rotary engines were carefully considered. In most cases, they were offered as a means to eliminate existing defects inherent in conventional recirculation piston engines, and / or to create a compact or compact engine that would be economically profitable for production and would have economical fuel consumption. To date, these samples have not been released to the market. Only the Wankel rotary engine and the usual piston engine with a crank mechanism have found a place in mass production.

Conventional recirculation pumps and engines are widely used due to the efficient and simple conversion of reciprocating pistons into rotary motion using a crankshaft. However, conventional internal combustion engines have a fairly high fuel consumption associated with the occurrence of friction between many moving parts. These moving parts include bearing journals, where friction increases with increasing rotational speed and increasing the number of bearings, piston rings that create friction due to the many rings on each piston, and a system of valves, where numerous parts work as one, which creates noticeable friction in the engine as a whole.

In addition, thermal efficiencies of recirculating internal combustion engines are reduced by mechanical assemblies, materials used, engine operating conditions and the use of the same part of the cylinder for all phases of the cycle. Conventional high-performance recirculation internal combustion engines do exist, but they represent very complex structures. Such complexity increases the cost of production and assembly.

Wankel engine has found application in cars due to its high potential. However, for many reasons, it was not used for a passenger vehicle and its mass production was not established as a compact stationary engine.

Other types of rotary engines were also offered. These types include toroidal engines having a toroidal cylinder formed in the housing near the drive shaft; rotor elements mounted for rotation around the drive shaft and connected to the pistons in the toroidal cylinder, so that the pistons move only cyclically one after the other and vice versa, forming working expansion and compression chambers in the toroidal cylinder, and inlet and outlet openings in the cylinder of the fluid inlet into working chambers and its removal from them.

Toroidal engines characteristic of the state of the art are described in the monograph by D.P. Norby The use of advanced designs Wankel engine, published by Chilton Book Company. French Patent No. 2498248 of the National Society for the Study and Development of Aircraft Engines and the German Patent Gephard Hauser No. 3521593 also feature toroidal engines characterizing the current state of the art. Some of these engines use external mechanisms to ensure cyclical movement of the pistons that move in the cylinder, while other engines use a swinging disk and cams and similar parts in the power train to achieve the necessary mechanical coupling of the drive parts.

For mass production, it is believed that the shortcomings inherent in the state of the art are associated either with the inefficiency of working configurations or with the inability to ensure satisfactory operation of mechanisms under normal loads, such as maintaining a stable power supply. Many of the proposals of the modern level of technology also require difficult conditions for production or assembly, are difficult to ensure tightness, overly complex or do not provide the desired efficiency.

Summary of Invention

The present invention is the task of creating toroidal engines in which at least one of the above-mentioned defects has been eliminated.

Based on the task, the present invention, according to one characteristic feature, directly relates to a rotor-piston device having a toroidal cylinder formed in the cylinder body near the drive shaft, while its axis is coaxial with the axis of the toroidal cylinder and articulated with the nearby rotors having pistons in the toroidal cylinder, through which the rotation of the drive shaft is transmitted to the rotors in such a way that it forces the pistons to cyclically move one after the other during their rotation, forming a working The expansion and contraction chambers in the toroidal cylinder, and the system of inlet and outlet openings passing through the cylinder body, to inject fluid into the working chambers and remove it from them, and in which the means of articulation of the pistons in the toroidal cylinder with the drive shaft include means of articulation one rotor with a drive shaft, a crank neck shifted relative to the drive shaft, a planetary element, which is rotated around the crank neck with a predetermined speed relative to the drive shaft, due to which means that the planetary element is held on the crank pin for epicyclic movement around the drive shaft, means of direct coupling of the drive between another rotor and a planetary element offset from their axes, due to which the differential angular speed of direct coupling of the drive around the axis of the drive shaft resulting from the epicyclic movement forces the pistons of the other rotor move cyclically one after another as they rotate around the drive shaft.

The drive shaft can rotate in the same direction as the rotors, but in most cases of its application in an internal combustion engine, it is preferable that the drive shaft rotates in the direction opposite to the movement of the rotors, so that the speed of rotation of the rotors can be reduced relative to the speed of rotation of the drive shaft.

The drive means for rotating the planetary element around its epicyclic axis may include a chain or a toothed belt extending from the drive sprocket and / or pulley, mounted on the planetary element coaxially with the epicyclic axis and mounted around the sprocket / pulley mounted on the cylinder body. Alternatively, the drive means may have a gear mounted on the planetary element and entering into internal or external gearing or directly through a gear train with a central / ring gear mounted on the cylinder body. Thus, the planetary element can rotate with the planetary gear, driven in rotation from a fixed central gear, fixed coaxially with the drive shaft for rotation in the same direction as the rotors.

In a preliminary version, the planetary element rotates with the planetary gear, rotated from the ring gear, mounted coaxially with the drive shaft, whereby the drive shaft rotates in the direction opposite to the direction of rotation of the rotors.

The planetary element can be made in the form of an element with working protrusions, forced to perform an epicyclic motion relative to the axis of the drive shaft and directly interacting with additional working protrusions associated with the cylinder body. For example, in the version of the eight-piston engine, the planetary element may have six working lugs that are in external engagement with eight working lugs provided on the housing parts.

Preferably, the drive shaft passes through the rotors and is mounted for rotation on bearings in the cylinder body mounted on opposite sides of the rotors. The rotation of the planetary element around the axis of the drive shaft may be limited by a groove made in the support from the drive shaft, or on a crank type bearing with the possibility of rotation around the axis of the drive shaft. However, it is preferable that the drive shaft is made in the form of a crankshaft and has a crank pin near its support in the cylinder body, and the planetary element is mounted on an offset crank pin. It is further preferred that the crankshaft has an intermediate, self-aligning neck on which the rotors are mounted.

It is also preferred that the direct articulation of the actuator is carried out by a lead finger, which is fixedly mounted on either of the two planetary elements or rotors and which has a sliding fit in another element in order to ensure the epicyclic movement of the planetary element, and thereby transmit the forces between the fixedly fixed driving line. finger and / or planetary element, or each rotor by transmitting forces through the movable connection. This is how the transfer of forces is carried out without the use of an intermediate system of levers or another mechanism, and therefore this transfer is the most reliable. Further, the direct coupling of the drive allows one to limit all mechanical work to the space inside the toroidal cylinder, the diameter of which is limited by proportions and engine power without sacrificing reliability and service life.

In a preferred embodiment, the planetary element is in the form of a drive fork mounted for rotation around the crank pin and having low-friction moving means extending from the crank neck and entering into direct engagement with the driver pin, whereby an effective transfer of force between the link pin and the planetary element along an almost straight path due to the engagement of its movable articulation with the planetary element.

Moving elements can provide a non-linear path, but it is preferable that the sliders move in the radial direction away from the crank pin. The movable elements, respectively, have a radially directed groove in the drive fork and a slide with the possibility of free movement along the groove, and carrying a driving finger moving in the axial direction, which engages with another rotor. Preferably, the slider finishes moving in a groove having a partially annular profile, thereby keeping the slider in the groove, and in the preferred embodiment, the slider is made of a material having a low coefficient of friction, such as burnt clay. If necessary, the driver finger could directly engage with a rectangular groove or notch. In addition, the driver pin could represent a single unit with the slider and / or rotor, but, accordingly, the driver pin is a separate finger screwed into the slider and the rotor.

One of the rotors could be articulated with the drive shaft to rotate at a constant relative angular velocity, while the other rotor only created oscillatory movements relative to the first rotor during the formation of a working chamber of varying volume. However, it is preferable that both rotors are articulated with the drive shaft in an appropriate manner.

In an internal combustion engine according to this invention, it is preferable that the pistons in the respective rotors alternately act as both a working and a reactive piston. In order to get the same dynamic load on each rotor, when they are respectively in the working and reactive phases, it is preferable that each drive fork is made with corresponding moving elements moving radially from the diagonally opposite sides of the crank neck, and the corresponding driver pin engages with the corresponding rotor. This will result in differential angular velocities of oppositely located driver fingers, which shift the working pistons cyclically away from the reactive pistons during the suction or expansion cycle and simultaneously cyclically in the direction of the reactive pistons during compression and exhaust.

Further, the use of the articulation means in such a position that the articulated rotors are driven identically and out of phase has the advantage in maintaining the inertial equilibrium of the components and the physical characteristics for all phases of the cycle. The resulting partially sinusoidal oscillatory motion of the rotors also contributes to this. In order to have a stronger mount in the engine, the driver pins can pass through the rotors for direct articulation with the corresponding drive forks installed on opposite sides of the rotors.

Accordingly, each of the side parts of the body is a complicated side part of the toroidal body and represents a certain part of the annular opening for access inward. However, such an access opening may also be provided at the expense of one part of the housing, if necessary.

The number of pistons per rotor of the rotor-piston device may be different, starting with a minimum - one piston per rotor. The engine can operate as a two-stroke engine or as a four-stroke engine. Preferably, each pair of rotors has at least a number of pistons that corresponds to the number of cycles of the engine type; The increase in the number of pistons is carried out in a multiple calculation on the basis of one cylinder for each pair of rotors. This means that for a two-stroke engine (per cycle) the total number of pistons may be 2, 4, 6, 8, etc., while for a four-stroke engine (per cycle), the total number of pistons may be 4, 8, 12, 16, etc. It is also preferable for the intake and exhaust system to have one inlet and one outlet for at least each preferred number of pistons for this type of engine. Accordingly, the pistons on each rotor are located at an equal distance from the outer part of the respective rotors.

Further, it is preferable that the engine works as a four-stroke engine, while the rotors rotate in the direction opposite to the direction of the crankshaft at an average rotational speed equal to 1/3 of the rotational speed of the crankshaft, each rotor has a housing and a seal entering the inner bore of the toroidal cylinder , and four pistons equidistant from the outer part of the rotor housing, and the system of inlet and outlet openings includes a pair of diametrically opposed intake openings and a pair of dia oppozialnye vent holes located at the same time, with the corresponding inlet and outlet openings are arranged in pairs one next to the other and next to the pistons, when they are located next to each other.

In a preferred embodiment of the invention, the inward access means an annular opening on the inner wall of the cylinder, and the rotors are mounted next to each other and inserted into the opening to close it during operation and hold their respective pistons in the cylinder. The hole and the rotors may be located asymmetrically with respect to the central plane passing through the central axis of the toroidal cylinder, but it is preferable that the annular opening and the rotors are located symmetrically with respect to the central plane. In cross-section, the toroidal cylinder, respectively, has an annular shape, but can be square, triangular, or any shape.

Preferably, the rotors are mainly located centrally in the cylinder body and held rotatably on the central neck of the crankshaft, on which opposite sides of the central neck are located in a line connecting rod journals to install spaced pairs of centered planetary elements, and the rotors retain the corresponding guide fingers extending from opposite sides of the rotor through an adjacent rotor to each planetary element. When implementing a variant of the invention having four pistons per rotor, for identical, but opposedly spaced rotors, powered pins can be used with an offset of 22.5 ° from the line between the opposed pistons. The radial position of the driver fingers can also be different to provide different options for the relative movement of the pistons and the corresponding rotors.

Opening of the inlet and outlet openings could be adjusted using disc valves or similar devices, but it is preferable that the inlet and outlet openings are located in the wall of the cylinder, and their adjustment is carried out by the length of their arcuate slit, providing selective communication with working chambers. Holes could be provided in one part of the body, but it is preferable that the inlets are in one part of the body and the outlets in the other part of the body. Accordingly, the openings are located on the opposite side walls of the toroidal cylinder, but if necessary, they could be located at any angle or radially on either side of the cylinder bodies so that the assembled blocks of such cylinders can be installed next to each other to create an engine having multiple toroidal cylinders located on a common crankshaft.

It is also preferable that in an engine designed to obtain high torque at low speeds, as is the case on passenger vehicles, the ratio of cylinder diameter to piston stroke is 1: 3 or 1: 4 so that the combustion / expansion process provided significant power and minimized energy loss. Accordingly, this is achieved in an engine having a cylinder bore equal to 1/4 to 1/3 of the radius of the toroidal cylinder. Accordingly, the cylinder radius is 6-10 times the radius of the crank pin, and the displacement of the driver pin from the axis of the crankshaft is 3-5 times larger than the radius of the crank pin. In a preliminary embodiment of the invention, having four pistons per rotor, the driver pins are four times farther from the axis of the crankshaft than the connecting rod journals are removed from it, and the axis of the toroidal cylinder is eight times farther from the axis of the crankshaft than the connecting rod bearings are removed from it .

Alternatively, when operating at high speeds, for example, an engine having 1 2-1 6 cylinders for each pair of rotors with a ratio of cylinder diameter to piston stroke of 1: 1 or 1: 2 can be used.

According to another characteristic feature, this invention directly relates to a toroidal internal combustion engine having a toroidal cylinder formed in a cylinder housing near a drive shaft mounted for rotation around an axis coaxial with the axis of the toroidal cylinder and articulated with coaxially arranged opposed rotors holding pistons in toroidal cylinder using the means of articulation, so that the rotation of the drive shaft causes the pistons to move cyclically one after the other and vice versa, forming a slave the expansion and contraction chambers in the toroidal cylinder, and the system of inlet and outlet openings passing through the cylinder body to inject fluid into the working chamber and remove it from them, and in which the drive shaft is forced to rotate in the direction opposite to the direction of rotation of the rotors, due to which the speed of rotation of the rotors is reduced relative to the speed of rotation of the drive shaft.

In a toroidal internal combustion engine, suitable for installation on a passenger car of medium size when driving on a highway, it is preferable to maintain a speed of 1 00 km / h, while the average piston speed should be maintained at 1100 ft / min, which for an engine with a toroidal radius line between 150-200 mm, is the speed of rotation of the rotors about 300 rev / min.

This is achieved preferably by designing the shape of the engine, whereby the drive shaft rotates three times faster than the rotors, i.e. its speed is about 900 rpm. This speed of the output shaft is achieved by using the 1: 1 airborne transmission ratio. For small cars, this ratio should be the same. This means that smaller toroidal cylinders must fit the wheels with a smaller diameter, while the rotors must rotate at a higher speed to achieve the same piston speed.

Further, according to another characteristic feature, this invention directly relates to a toroidal internal combustion engine having a toroidal cylinder formed in a cylinder housing near a drive shaft mounted for rotation around an axis coaxial with the axis of the toroidal cylinder and articulated with coaxially arranged opposed rotors holding pistons in a toroidal cylinder using the means of articulation, due to which the rotation of the drive shaft causes the pistons to move cyclically one after the other and vice versa, Azuyu working chambers of expansion and contraction in the toroidal cylinder, and the system of inlet and outlet openings passing through the cylinder body, to inject fluid into the working chamber and remove it from them, and in which the articulation means are used to connect the pistons in the toroidal cylinder with the drive shaft and include drive means for articulating one rotor with a drive shaft, a crank neck shifted relative to the drive shaft, a planetary element rotated around the crank neck with a predetermined speed relative to the drive shaft, whereby the planetary element is mounted on the crank neck for epicyclic movement around the drive shaft, and the drive shaft is in the form of a crankshaft passing through the cylinder body and forming its connecting rod neck next to its support in the cylinder body, and the planetary element is mounted on the offset the crank pin.

According to another characteristic feature, this invention directly relates to a rotary-piston device having a toroidal cylinder formed in a cylinder housing near a drive shaft mounted rotatably around an axis coaxially with the axis of the toroidal cylinder and articulated with coaxially opposite opposing rotors holding the pistons in the toroidal cylinder using the means of articulation, due to which the rotation of the drive shaft causes the pistons to move cyclically one after the other and vice versa, forming a working The expansion and contraction chambers in the toroidal cylinder, and the system of inlet and outlet openings passing through the cylinder body to inject fluid into the working chambers and remove it from them, and in which the cylinder body includes corresponding opposed parts of the body that mate along the central plane of the toroidal cylinder, the drive shaft is installed between the parts of the housing and engages with the possibility of rotation with the corresponding opposed parts by installing the opposite ends of the drive shaft in There are coaxially placed opposed parts of the housing from the inside, and in which the articulation means are components that can be operatively mounted on the drive shaft at one of its ends or at the corresponding opposed ends by internal engagement of the components in the axial direction, due to which the rotary-piston device can be easily assembled by alternately adding coaxial components to the working engagement of components.

Preferably, the drive shaft is manufactured in the form of a crankshaft, in which the articulation means include a drive fork mounted for rotation together with the planetary gear around the crank pin of the crankshaft with the planetary gear in engagement with the fixed ring gear of the internal gear locked on the adjacent part housing coaxially with the axis of the drive shaft. The drive fork may have a radially directed groove in which a slider is mounted on the drive shaft prior to installing the drive fork. In this position, the slider, respectively, is connected with the driver finger, which, during assembly, engages with the rotor.

It is also preferable that, in order to facilitate assembly of the load components in the axial direction, the drive fork is driven by the planetary gear fixedly mounted on the drive fork to rotate with it and engage with the ring gear fixed to the housing, and its axis is aligned coaxially with the drive shaft.

In accordance with yet another characteristic feature, this invention directly relates to an internal combustion engine comprising a cylinder body, a toroidal cylinder and an annular opening for access to the cylinder, a crankshaft mounted in the cylinder body rotatably around an axis of the crankshaft located coaxially with the axis toroidal cylinder and bearing the crank neck, while its axis is offset relative to the axis of the crankshaft, a planetary element mounted on the crank neck with the possibility of rotation around the crank pin, a pair of rotors located next to the aforementioned planetary element and installed rotatably around an axis coaxial with the axis of the toroidal cylinder, each rotor having pistons mounted on a part of the body, and the total multiple of the pistons for each pair of rotors is four, while the pistons are located at an equal distance from the parts of the housing of the respective rotors and are in articulation with the cylinder with the possibility of its sealing and movement in it, while to Each part of the housing enters the appropriate access hole to quickly close the working cylinder, the articulation means connecting the planetary element and the rotors so that the articulated rotors and the planetary element rotate around the axis of the crankshaft, and due to the rotation of the planetary element around the crank neck, the planetary element forces rotors to go out of phase relative to each other and push the pistons cyclically one after another, forming working chambers of expansion and compression in a toroidal cylinder, increasing I and reducing the volume of working chambers in the range between the minimum and maximum values, the system of inlet and outlet openings made on the cylinder body for inlet of liquid into the cylinder and its removal from it, while for every four pistons one inlet and one outlet are provided, The inlet and outlet openings are located in such a way that adjacent pistons form working chambers with minimal volumes, means of driving for rotating the planetary element around the crankshaft, and the relative speed of rotation, so that the inlet openings are sequentially opened at certain intervals in the expansion chambers, and the outlet openings are sequentially opened at certain intervals in the working compression chambers.

Preferably, the internal combustion engine has a redundant planetary element mounted on the next connecting rod neck on the opposite side of the rotors, and the means of articulation connecting the redundant planetary element with the rotors. It is also preferable that the internal combustion engine has a cylinder body made composite divided along a central plane passing through the central axis of the toroidal cylinder, in order to combine the opposite parts of the body with the formation of an annular access opening, planetary elements that are installed at equal distance from each other on the corresponding coaxial crankpins for rotating on them, and articulation devices that have corresponding movable elements associated with planetary elements Tami having diametrically opposed sliders, hooking the respective driver fingers, which are located parallel to the axis of the crankshaft and from the opposite sides of each rotor in the direction of each planetary element.

List of figures

For a better understanding of this invention and its practical application, the accompanying drawings are provided with digital references.

The figures show gasoline engines of internal combustion with spark ignition, water-cooled.

FIG. 1 and 2 show the front and rear view of the engine respectively;

in fig. 3 is a longitudinal section of the cylinder body;

in fig. 4 - exploded image of the crankshaft;

in fig. 5 is an end view of a rotor with pistons; in fig. 6 is an end view of an opposed rotor with pistons in the operating position, with shading being performed for a clearer display;

in fig. 7 is an end view and side view of the driver's finger and supporting supports;

in fig. 8 is a cross section of the rotor, the rotor has a driver pin and bearing supports;

in fig. 9 is an end view, top and side view of a planetary element;

in fig. 10 - equidistant planetary elements that hold the flood pin and bearing supports;

in fig. 11 - connection of the planetary element with the ring gear;

in fig. 1 2 - enlarged image of the rotor seals in the cylinder housings;

in fig. 1 3 - longitudinal cross-section of the assembled engine components;

in fig. 14 - (on 6 pages) the sequence of work of the working chambers of the above-mentioned engine during one cycle;

in fig. 1 5 - an alternative version of the support finger, which has a spherical support and which is inserted into the rotor;

in fig. 1 6 - two articulated rotors for a single planetary element or a small stationary engine with a connected driving pin and bearing supports;

in fig. 1 7 - cross-section of a small stationary engine or a motor with one rotor mechanism;

in fig. 1 8 - front view of a compact stationary engine or a motor with one rotor mechanism;

in fig. 1 9 - cross section of an engine with two toroidal cylinders; the rear pair of rotors in the drawing has a phase shift of 90 ° for a clearer display.

Information confirming the possibility of carrying out the invention

FIG. 1 that the front part 22 of the cylinder housing of the engine 20 has two inlets 24, two spark plugs 25 installed in two places 26, several reinforcing ribs 27 and a front cover 28 (closed) of the counterweight of the crankshaft. The front part 22 of the cylinder body is peripherally attached to the rear part 23 (FIG. 2) of the cylinder body with bolts 29 (FIG. 1). In the front part 22 of the cylinder body there is also space for installing the oil pump 30, driven from the crankshaft pulley 31 and the toothed belt 32. The oil in pump 30 comes from the sump 34 through the oil channel 33, and the oil from the sump 34 can be drained through the plug 35. The drain plug 36 of the coolant is located at the lowest point of the water jacket.

FIG. 2 that the rear part 23 of the cylinder housing of the engine 20 has two outlets 37 and openings 38 for mounting the necessary drive elements there. It is seen that the flywheel 39 (closed) is bolted to the crankshaft 40.

FIG. 3 shows that the cylinder body 21 is formed by connecting and fastening the opposite parts 22 and 23 with bolts. The housing 21 has a toroidal cylinder 41 communicated with the internal cavity 59 of the housing by means of an annular opening 58. The annular opening 58 is located symmetrically with respect to the plane passing through the toroidal midline 60, and between opposing annular surfaces of 61 housing parts 22 and 23.

The main bearings 62 and the inner side thrust surfaces 63 of the main bearings are centrally located in the front and rear portions 22, 23 of the cylinder body, while the side thrust surfaces 64 of the rotor are located on the side walls of the annular bore 58.

Between parts 22 and 23 of the cylinder body there is a gas-tight seal 65 and another seal 66. The seal 65 is located between the toroidal cylinder 41 and the water jacket 42 to prevent gas leakage, and the seal 66 is located between the water jacket 42 and the outer part of the cylinder body 21, to prevent coolant from leaking from the engine to the outside or to the bottom of the engine, into the sump.

The water inlet 68 is located at the top of the rear part 23 of the cylinder body, while the hole 69 for draining water from the engine to the radiator is located at the top of the front part 22 of the radiator body. Oil is discharged into the pan 34 through the oil drain hole 43.

As shown in FIG. 4, the crankshaft 40 is a multicomponent assembly including a crankshaft 70 with two connecting rod journals 51, two central journals 49 for the rotors, and two journals 44 removable main bearings. The crankshaft 40 has a front pulley 71, a front counterweight 72 and a balanced flywheel 73. Each crankshaft bearing journal 44 has an offset tapered bore 74, into which the corresponding centering bolt 75 of the crankshaft bearing 51 enters. 75 with a locking bolt 77. The journals 44 of the main bearings also have thrust surfaces 78 for adjusting the axial play on the crankshaft 40 in the cylinder housing 21 and thrust surfaces 79 for adjusting the axial play on the planetary wheels. of element 50 (FIG. 9). The crankshaft 40, located in the housing 21 of the cylinder, is mounted on the main bearings 62 (FIG. 3). The lubricant is supplied to the bearings through the central channel 80 (FIG. 3) of the crankshaft 70 and through the beveled holes to the necks 44, 49 and 51.

FIG. 5 shows that each rotor 45 has four pistons 47, which are arranged symmetrically and are supported from below by an outer flange 46. Each rotor 45 has a carrier finger 81 located closer to the center from the outer flange 46, and has an arcuate notch 82 formed on the diametrically opposite side of the boss 81. The boss 81 of the driver pin is displaced by 22.5 ° from the total diametral line 83 of an opposed pair of pistons to ensure that the pistons of the mating rotors are placed in series around the toroidal cylinder core 41 (Fig. 3) and provide oscillatory motion from one to another on the bearing surface 84 of the support hub 85. The mass of the rotor 45 is minimized due to the cut-out of windows 86.

As shown in FIG. 6, in the arcuate notch 82, a boss of the corresponding opposed rotor 45B is placed in the rotor 45A when they are mated as shown. This cut-out allows the articulated rotors 45, marked differently 45A and 45B for a clearer display, to oscillate relative to each other within the cutout 82.

As shown in FIG. 7, at each opposite end, each driver pin 56 holds carrier support 57, which has a partially cylindrical outer carrier surface 87.

FIG. 8 shows that the pistons 47 are mounted on the outer flanges 46 of the rotor 45, while their centers are in the plane containing the inner surface 88 of each rotor 45, so that they extend beyond the inner surface 88. The corresponding driver finger 56 passes through the boss 81 of each rotor 45 and holds carrier support 57 at each end. Driving finger 56 and bearing supports 57 connected to the rotor 45, and make up the working rotor 89.

FIG. 9 shows that the planetary element 50 contains diametrically opposed movable forks 54, each of which has partially cylindrical surfaces 55 from partially annular flanges 90 to bearing hub 91. Planetary element 50 has planetary gear 52 and thrust surfaces 93 at both ends of the carrier hubs 91.

FIG. 10 shows the driver pin 56 connecting the planetary elements 50 by means of the bearing supports 57 with the possibility of movement on the bearing surfaces 55 of the corresponding planetary elements 50. The partially cylindrical bearing surfaces 87 of the bearing supports 57 allow axial displacement of the driver pin during operation.

FIG. 11 shows a gear drive for rotating the planetary element 50 around its epicyclic axis while meshing the planetary gear 52 with the ring gear 53. It is seen that the epicyclic axis is the axial line of the crank pin, around which the planetary element 50 freely rotates.

FIG. 1 2 shows the arrangement of the rotor seal. The pistons 47 are sealed in the toroidal cylinder 41 by conventional piston rings 94, which are installed in the piston grooves 95 of the respective pistons 47 from the outer flanges 96A and 96B of the rotors 45. One surface of each piston ring 94 touches the movable seal 97.

Preferably, the movable seal 97 had a cylindrical shape, and its contiguous surface had an arcuate shape, the radius of which corresponded to the radius of curvature of the outer surface of the rotor, and was slightly compressed when in contact with the front edge 99 of the adjacent rotor 45 spring 1 00.

Alternatively, the piston ring 94 has a shape corresponding to the movable seal 97, which is in the expansion 98 of the groove 95 of the piston ring and which is slightly pressed in contact with the front edge 99 of the adjacent rotor 45.

If necessary, piston rings 94 can completely enclose pistons 47 through passages made in the rotors when they are connected to pistons 47, while the rings intersect with front edges 99, which seem to take the shape corresponding to the continuation of the toroidal cylinder 41.

Impermeable gaskets in the form of resilient truncated-conical o-rings 1 01 are installed between the outer surfaces 96A and 96B and the adjacent surfaces 1 02 with a groove in the cylinder body 21 and between the rotors 45 themselves, as indicated by the position 103, where the flat sections 104 of the base of the ring seals 101 touch each other. Alternatively, the gas-tight ring-shaped seals may be located in the grooves coaxially or eccentrically with respect to the axis of the crankshaft in the cylinder housing 21 and their rotation may be limited by the feet.

For sealing purposes, the two contacting side surfaces of the seals are generally flat, as shown in the figure, to ensure axial sealing of the respective housing / rotor surfaces. Such sets of O-rings are installed in the inward direction of the above-mentioned gas-tight seals and form oil seals 105, as shown. Oil seals may have annular springs to provide better sealing.

Gas-tight seals 101 continuously receive lubrication from channels 1 06, thanks to which oil is supplied to seals 1 01 and to the thrust guide surfaces 1 08 of the rotor.

Alternatively, oil injection can be carried out.

FIG. 1 3 shows a cross section of the engine 20. The engine 20 includes two opposed parts 22 and 23 of the cylinder body, forming a toroidal cylinder 41, which is partially surrounded by a water jacket 42. The lower part of the cylinder body 21 is used as the pan 34.

Engine 20 has a crankshaft 40 mounted on the journals 44 of its main bearings. Two identical, but opposedly spaced rotors 45 are mounted centrally between the parts 22 and 23 of the corresponding cylinder housing using hub 48 on the central neck 49 of the crankshaft 40.

Two identical but opposed planetary elements 50 are rotatably mounted on respective crankshafts 51 of the crankshaft 40. Each planetary element 50 has a planetary gear 52 mounted on its outer side that engages with a corresponding one of the annular gears 50 located in the recess of each of the parts 22 and 23 coaxially crankshaft.

Fork 54, made as a single unit on the inner surface of the planetary element 50 having opposed, diametrically located surface 55, is in articulation with the respective lead fingers 56 using their respective supporting supports 57. Lead fingers 56 are mounted in the respective rotors 45 opposite to each other .

As shown, the components are assembled in such a way that the application of force to the adjacent pair of pistons 47 to diverge the pistons in different directions, as is the case during combustion, should cause the rotation of the planetary element 50 and its subsequent movement along a gear drive around the ring gear 53. The resulting epicyclic movement of the planetary elements 50 on the connecting rod journals 51 causes the crankshaft 40 to rotate.

FIG. 14 illustrates the full engine duty cycle with a stepwise change in the crankshaft rotation of 33.75 °. In the presented eight-cylinder engine, having four pistons per rotor, a full engine cycle corresponding to the beginning of movement of all engine components from the moment of start up to the moment of returning to the initial position requires one rotation of the rotors, three crankshaft turns and sixteen combustion and expansion cycles. Pistons on rotor A are designated from A1 'to A4, and pistons on rotor B are from B1 to B4.

During the first revolutions of the crankshaft at 135 °, the corresponding opposed pairs of pistons will remain working pistons and will simultaneously pass through the corresponding opposed zones of suction / compression in the toroidal chamber.

At 67.5 ° crankshaft revolution, corresponding to half the stroke of the pistons, the end surfaces of one pair of opposed working pistons A1 and A3 will suck the combustible mixture into the expansion expansion chambers from the opposite inlet holes and the guide surfaces of that pair of opposed working pistons A1 and A3 will compress any previously sucked combustible mixture in the compression working chambers, approaching the moment of ignition.

At the same time, the end surfaces of another pair of opposed working pistons A2 and A4 will be forced by the expanding combustion gases to drive the pistons A2 and A4, creating working expansion chambers in the direction of the exhaust holes, providing the engine operating power, while the guide surfaces of this pair of opposed pistons A2 and A4 will create working compression chambers, squeezing an outlet towards the openings in order to squeeze out the remaining combustion gases of the previous combustion mixture in the compression working chamber through the exhaust ports .

During this period of rotation of the crankshaft at 135 °, both the guides and the end surfaces of the pistons B1-B4 will act as reactive surfaces in the same way as is the case when the cylinders are closed in a conventional cylinder head.

During the next stage, corresponding to the rotation of the crankshaft in an arc of 135 to 270 °, the functions of the corresponding piston pairs are changed to reverse and the corresponding opposed pairs of piston sets of four B1-B4 pistons on the rotor B will be working cylinders and simultaneously perform the functions described above for pistons A1-A4, which will now be reactive pistons for working chambers.

In tab. 1 details the mode of operation of the working chambers formed between the sixteen working surfaces of the pistons relative to the rotation of the crankshaft. This tabulation also shows the relative rotation of the rotors, as well as their respective angular velocities, obtained by tabulating the positions of the cycle.

FIG. 1 5 illustrates an alternate carrier pin 110 having a spherical bearing 111 as a central part placed in split sleeves 113 in order to prevent possible minor deviations occurring during alignment between bearing supports 112 in corresponding drive forks (not shown) without creating unbalance of forces applied to the driver pin 110. It is shown that the support legs 112 can be adapted for movement in straight side grooves or they can be partially sc The details are the same as for the previously described version.

FIG. 16 shows two articulated rotors of a single-rotor planetary gearbox or small-sized stationary engine. The driver pins 116 are embedded on one side in the rotors 118A and 118B for articulation with the bearing supports 119.

FIG. 1 7 presents a small stationary engine 114, which differs from the above described engine in that it uses only one-rotor planetary element 115, while the driving pins 116 are embedded in the rotors 118A and 118B for coupling with the bearing pads 119. Such engines usually have a drive coupling 1 20 heavy duty output shaft to cope with significant shock loads on the articulation 1 20. Therefore, in this engine, the crankshaft on the side of this articulation 1 20 is relatively massive and goes beyond main bearing 122, provided with an adjusting shoulder 1 24 for centering auxiliary drives or discs. The crankshaft stops 121 define the crankshaft play.

FIG. 1 to 8 shows the arrangement of both the inlet ports 130 and the outlet ports 131 on the front cylinder body 133. In many other respects, the stationary engine 114 is similar to the engine shown in FIG. 1-13.

FIG. 1 9 shows a two-cylinder toroidal engine 1 40 consisting of two blocks of single-cylinder toroidal engines, considered in FIG. 17 and 18. However, the crankshaft 1 41 has corresponding necks shifted by 180 °. In this embodiment, both housings 1 42 and

143 are made with intake and exhaust ports for the respective cylinders as well as for the stationary engine shown in FIG. 18. The holes in the rear cylinder case are rotated 90 ° relative to the front case to ensure greater smoothness of the transmission operation in order to minimize the difference in transmission of all power up to peak load.

From the above material it should be clear that the described engine is a variant of the engine with spark ignition and water cooling, whose work is based on the use of the principle of four cycles: suction, compression, expansion and release. Each of the eight working chambers located between the sixteen working surfaces of the eight pistons successively passes through each of these four cycles.

For each full engine cycle, corresponding to one turn of the rotors and three crankshaft revolutions, there are sixteen suction and compression cycles taking place in the respective relatively cold zones, and sixteen burning and exhaust cycles taking place in the remote hot zones in the toroidal cylinder. The corresponding moves of four cycles were performed simultaneously in diametrically opposite chambers. This means that workflows running on one side of the engine were duplicated on the other side of the engine. This design ensures the balance of pressure forces in the eight working chambers of the engine.

The four fixed zones of the toroidal cylinder described above are determined by the position of the opposite pairs of intake and exhaust ports, and in the case of a spark-ignition engine, the position of an opposite pair or a group of spark plugs. If necessary, not all working chambers can be used, working chambers can be used selectively and / or alternately, based on changing requirements regarding engine output.

The size and angular position of the opening of the holes in the toroidal cylinder determines the adjustment of the air flow entering the working chamber and leaving it, and hence the output power of the engine. The length of the holes determines the duration of their connection with each working chamber, while the angular position of the holes relative to the working chambers controls the opening time of the holes. The width of the hole finally determines the air flow rate.

The number of rotors in each toroidal cylinder is two, however, their number can be increased by building blocks along the axis of the crankshaft. The number of cycles or phases per rotor revolution depends on the number of pistons on each rotor. The number of pistons for each pair of rotors can vary with a multiplicity of four, since this corresponds to four cycles of the combustion process. In the considered engine, there are 4 pistons for each rotor, and therefore for each rotation of the rotor four different stages of the rotor advance occur.

By placing the driver pin in the rotor in a position in which its axis has a direction corresponding to the initial position of the ring gear, as shown in FIG. 14, equal to 67.5 ° crankshaft revolution, corresponding to half the stroke of the pistons, and then in positions equal to 1 35 ° intervals, the pistons on one rotor reach their maximum angular velocity, while the pistons on the other rotor reach their minimum angular speeds and are effective in a fixed position. Such a movement of the piston in the toroidal cylinder occurs with each rotor in the same relative position in the cylinder bodies and due to this, the working angular positions of the intake and exhaust ports are established together with the position of the spark plugs.

The rotational speed of each of the two rotors varies essentially sinusoidally from the minimum angular velocity to the maximum angular velocity and then back to the minimal angular velocity. A pair of rotors in an eight-piston engine alternately rotates in phases of 90 ° so that the working pistons on one rotor during one phase pass quickly through the corresponding suction / compression and expansion / exhaust zones in the toroidal cylinder and, thus, work like ordinary pistons while the reactive pistons of the other rotor slowly move between the corresponding zones of the toroidal cylinder suction / compression and expansion / exhaust and, thus, work as locking elements of the type of cylinder head bychnogo type.

Unlike conventional engines, where the piston stops at the minimum volume of the working chamber, in this engine, with the minimum volume of the working chamber, the pistons continue to move. The speeds of the rotors at any time are identical and equal to the average speed of the rotor. In the engine in question, the average speed of the rotors is one third of the speed of the crankshaft, and the movement is in the opposite direction.

The rotors create inertial forces that act in the opposite direction with respect to the pressure forces generated by the gas. These forces of inertia are created by the mass of rotors, which alternately receive acceleration and deceleration. However, at any moment the inertial forces of the rotors are of the same magnitude for any of them, but they act in the opposite direction, so they are in equilibrium.

The rotor torque is created by the gas pressure in the combustion chambers acting equally equally on the bottom surface of the pistons of both rotors. The total torque of the rotors is transmitted equally through the driver pins and bearing supports to the additional bearing surfaces of the forks in the planetary elements.

The forces transmitted through the driving fingers of the rotors to the plug, which creates the crankshaft torque, are always equal. However, forces are transmitted through the ever-changing lengths of the differential arm, which use the crank pin on the crankshaft as a fulcrum. This means that the distance between the center of the rotating crank pin and the center of each driver pin is a kind of lever length, which constantly changes as the crankshaft rotates.

When the movable fork in the planetary element is perpendicular to the axis of the crank pin, which is equivalent to the top dead center, the driver pins have an equal length of the lever and do not create a crankshaft torque. After top dead center (TDC), the length of the differential lever is such that the planetary element begins to rotate around the crank pin, as shown in FIG. 14, with the crankshaft in the position corresponding to 33.75 °. Obviously, the length of the leverage lever A is longer than the length of the leverage lever B.

The planetary element has a planetary gear at one end that is engaged with a fixed ring gear. When the planetary element is forced to rotate on the crank pin when the gears are engaged, it, in turn, causes the crankshaft to rotate, creating a crankshaft torque.

At the end of each working cycle, each rotor changes its function: from the worker it becomes reactive, that is, instead of working as a piston, it begins to function as a cylinder head. At this moment, the rotor changes the place of application of force from the bearing surface of one movable fork to its opposite bearing surface in the planetary mechanism. The opposing force created by the ring gear does not change its direction, as the plug continues to rotate in the same direction.

The gear ratio of the planetary gear and ring gear depends on the number of pistons present in the engine. The initial ring diameter of these gears is determined by the radius of the neck. The radial location of the driver fingers in the rotors and the radius of the crank neck determine the angular divergence of the rotors.

Oil is supplied to the engine by an oil pump located in the front cylinder body, and after use the oil is returned through the internal channels to the sump. The time required to heat the oil to operating temperature after the engine is started will be reduced if the oil in the pan is in close contact with the corresponding water jacket. Increasing the water temperature during engine warming is used to transfer heat through the water jacket to heat the oil and then to stabilize the oil temperature at the coolant operating temperature.

It should be noted that the characteristic feature of the engine is that it achieves almost complete equilibrium, since there are no parts with reciprocating movement. The assembled rotors and planetary elements must be statically and dynamically balanced as separate elements in their respective pairs. The mass of the planetary element is then added to the crankshaft and dynamically balanced using the mass of counterweights mounted in front of and behind the engine.

It should be clear from the general description that an engine that can withstand sixteen burning cycles for three crankshaft turns, having two journals for the main bearings, two crankpins and only two necks for the rotors, reduces the friction coefficient in the bearings compared to a conventional engine. Moreover, the suction and compression cycles are performed in the respective areas of the toroidal cylinder, which remain relatively cold, while the combustion and exhaust cycles are performed in other areas of the toroidal cylinder, which remain fairly hot. Such a physical separation of hot and cold zones in a toroidal cylinder increases the efficiency of the engine during the suction and expansion stages.

It should also be clear that the engine looks simplified for mass production technology, with the assembly being reduced mainly to the installation process, with most components overlapping one another, needing only a few fasteners to mount moving components. The engine can easily change its appearance by cooling it with air, water or oil, and the engine can be positioned so that the axis of its output shaft can be installed at any desired angle, including the horizontal and vertical positions.

Finally, in a four-stroke engine with eight pistons, ignition occurs in the working chamber with a minimum volume (volume / min) in two diametrically located opposed chambers after compressing the combustible mixture of air and fuel between four of the eight pistons that operate in a toroidal cylinder. The rapid increase in gas pressure in the working chambers exerts a strong pressure on the toroidal cylinder, the outer surface of the nearby rotors and the surface of the pistons, forcing the leading or working pistons to accelerate movement, and the closing or reactive pistons simultaneously reduce their speed of movement.

If you look at the engine from the front, both rotors rotate counterclockwise, while the crankshaft rotates clockwise. Two power pin mounted in the respective rotors, make equal and oppositely directed efforts on the drive forks through their moving surfaces on the opposite surfaces of the crank pin. When the moving bearing surfaces are perpendicular to the plane passing through the axis of the crank pin and crankshaft, the driving fingers are equidistant from the crank pin and do not force the drive fork to rotate. However, at other positions with respect to the crankshaft, it is noted that the distance between the crank pin and the opposite bearing fingers is not the same, and the torque causes the planetary element to more vigorously rotate around the crank pin. Since each drive fork rotates with a planetary element that is in constant engagement with a fixed gear, this resultant torque creates a crankshaft torque.

Engine forces that result in crankshaft torque are shown in the sequential load distribution diagram.

Although the engine discussed above is considered to be the best for accumulating the anticipated loads on its components, there may be times when a higher crankshaft speed is required. Under such circumstances, the same engine, for example, having planetary gears that are in external engagement with the central gear, would represent an engine having a crankshaft rotating five times faster than the rotors.

Of course, it should be clear that although all of the above, is an example illustrating the invention, and that all similar and other modifications and variations related to this document, as far as can be determined by an experienced specialist in this field, is within the scope and boundaries of this invention, as defined in the attached claims.

Claims (23)

CLAIM 1. A rotary piston device having a toroidal cylinder formed in the housing near the drive shaft, while its axis is coaxial with the axis of the toroidal cylinder articulated with nearby rotors having pistons in the toroidal cylinder, by which the rotation of the drive shaft is transmitted to the rotors in such a way that it forces the pistons to cyclically move one after another during their rotation, forming working chambers of expansion and compression in the toroidal cylinder, and a system of inlet and outlet openings passing through the body from the cylinder, for fluid inlet to the working chambers and its removal from them, and in which the means for connecting the pistons in the toroidal cylinder with the drive shaft include drive means for articulating one rotor with the drive shaft, a connecting rod journal offset from the drive shaft, a planetary element driven rotation around the crank pin at a predetermined speed relative to the drive shaft, whereby the planetary element is held on the crank pin for epicyclic movement around the drive shaft, means direct articulation of the drive between the other rotor and the planetary element displaced relative to its axes, due to which the differential angular velocity of the direct articulation of the drive around the axis of the drive shaft, resulting from epicyclic motion, forces the pistons of the other rotor to move cyclically one after another as they rotate around the drive shaft. 2. The rotary piston device according to claim 1, characterized in that the drive shaft passes through the rotors and is mounted for rotation on bearings in the cylinder body from opposite sides of the rotors and is made in the form of a crankshaft having a connecting rod journal in the immediate vicinity of its bearings in cylinder body. 3. The rotary-piston device according to claim 2, characterized in that the direct articulation of the drive is carried out using a pulling pin, which is fixedly mounted either on a planetary element or on another rotor and which has a sliding fit in another rotor. 4. The rotary-piston device according to claim 3, characterized in that the planetary element is made in the form of a drive fork mounted for rotation around a crank pin and has movable means there extending in a radial direction from the crank pin and engaging directly with leash finger. 5. The rotary-piston device according to claim 4, characterized in that the movable elements have a groove in the drive fork, extending in the radial direction, and a slider with the possibility of free movement along the groove and carrying a carrier finger. 6. The rotary piston device according to claim 5, characterized in that the slider is made of a material with a low coefficient of friction and is held in the groove due to the partially annular profile. 7. The rotary piston device according to one of claims 5 or 6, characterized in that the drive fork is driven by a planetary gear fixed on it for joint rotation and is engaged with the corresponding gear located coaxially with the drive shaft. 8. A rotary piston device according to any one of the preceding claims 1 to 7, characterized in that the means for articulating the aforementioned one rotor with a drive shaft correspond to the means for articulating the aforementioned other rotor with a drive shaft. 9. The rotary piston device of claim 8, which is an internal combustion engine, characterized in that the pistons in the respective rotors alternately act as both the working and the reactive pistons, each drive fork made with corresponding movable elements extending in the radial the direction from the diagonally arranged sides of the connecting rod journal, the driving fingers associated with the respective movable elements engage with the corresponding rotor. 10. The rotary piston device according to any one of claims 4 to 9, which is an internal combustion engine, characterized in that it includes a backup drive fork mounted on the next in order connecting rod journal on the opposite side of the rotors, and in which the driving fingers extend beyond the sides of the rotors and are between the respective opposed supports of the movable elements within the spaced drive forks. 11. The rotary piston device according to claim 1, characterized in that the drive shaft has an intermediate neck on which the rotors are mounted. 12. A rotary piston device according to any one of the aforementioned paragraphs, characterized in that the drive shaft is forced to rotate in a direction opposite to the direction of rotation of the rotors, whereby the rotor speed is reduced relative to the speed of rotation of the drive shaft. 13. A rotary piston device according to any one of the preceding paragraphs, characterized in that the cylinder body contains corresponding opposed parts that are mated on the central plane of the toroidal cylinder, the drive shaft is located between the parts of the housing and mounted for rotation in the corresponding opposed parts by coaxial installation of the opposed the ends of the drive shaft to the corresponding opposed parts of the housing, and in which the parts of the joint are components that can be quickly mounted a drive shaft at one end or at its opposing ends by respective articulation components in the axial direction, whereby the rotary-piston unit can be easily assembled by alternately coaxial connecting components one after another to the working site. 1 4. Rotary-piston device according to any one of the above paragraphs 10-13, characterized in that the articulation means comprise a drive fork mounted to rotate together with the planetary gear around the crank pin of the crankshaft, while the planetary gear is engaged with the annular a gear locked on an adjacent part of the housing coaxially with the axis of the drive shaft. 15. The rotary piston device according to claim 1 to 4, characterized in that the drive fork has a radially directed groove and a slider that can be inserted into this groove before the fork is mounted on the crankshaft, wherein the aforementioned slider is connected with a coaxially extended driving finger, entering coaxially into engagement with the rotor to create oscillatory movements of this rotor. 1 6. Rotary-piston device according to any one of the above claims 11-15, characterized in that the drive fork is driven by a planetary gear locked on the drive fork for rotation with it and engaged with the ring gear, while its axis is coaxial drive shaft. 1 7. The rotary piston device according to p. 1 6, which is an internal combustion engine, characterized in that it includes a cylinder body having a toroidal cylinder and an annular hole for access to the cylinder, each rotor includes a part of the housing holding the pistons, the total number of pistons for each pair of rotors is a multiple of four, while the pistons are located at an equal distance from the parts of the housings of the respective rotors and are provided with a seal in the cylinder with the possibility of its movement in it, with each part mustache into a corresponding hole available to quickly close the working cylinder. 18. The rotary piston device according to claim 17, characterized in that for each four pistons one inlet and one outlet are provided, and the outlet openings are arranged so that working chambers with minimal volumes are formed in the adjacent pistons. 19. The rotor-piston device according to claim 18, comprising a backup planetary element mounted on the next in order connecting rod neck on the opposite side of the rotors, and articulation means connecting the backup planetary element to the rotors. 20. The rotary-piston device according to claim 18 or 19, characterized in that said articulation means comprise respective movable elements associated with planetary elements having diametrically opposed opposed sliders that engage respective driver fingers that are parallel to the axis of the crankshaft and opposed sides of each rotor in the direction of each planetary element. 21. The rotor-piston device according to claim 20, characterized in that the rotors are located mainly in the center of the cylinder body, are mounted to rotate on the central neck of the crankshaft, which has inclined connecting rods on the opposite sides of the central neck for installing spaced pairs of centered planetary elements, and the access hole and rotors are located symmetrically with respect to the central plane passing through the axis of the toroidal cylinder. 22. The rotary piston device according to claim 1, designed as an internal combustion engine, characterized in that each pair of rotors has the smallest number of pistons that corresponds to the number of engine cycles, and the increase in the number of pistons occurs in multiple terms, based on each pair rotors, rotors rotate in a direction opposite to the direction of rotation of the crankshaft each, and the system of inlet and outlet openings contains for each minimum the preferred number of pistons of the engine For inlet and outlet. 23. The rotary piston device according to item 22, designed as a toroidal internal combustion engine for a passenger car, characterized in that the drive shaft rotates at a speed three times the rotational speed of the rotors, and the toroidal cylinder has a radius of 150 to 200 mm