EP0190303A1 - Moteur rotatif a combustion interne - Google Patents

Moteur rotatif a combustion interne

Info

Publication number
EP0190303A1
EP0190303A1 EP85904121A EP85904121A EP0190303A1 EP 0190303 A1 EP0190303 A1 EP 0190303A1 EP 85904121 A EP85904121 A EP 85904121A EP 85904121 A EP85904121 A EP 85904121A EP 0190303 A1 EP0190303 A1 EP 0190303A1
Authority
EP
European Patent Office
Prior art keywords
engine
hubs
pistons
piston
internal combustion
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP85904121A
Other languages
German (de)
English (en)
Inventor
Margeret Ann Marfell
Bernard Crawshaw Leggat
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP0190303A1 publication Critical patent/EP0190303A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • F02B55/02—Pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
    • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
    • F01C1/07—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them having crankshaft-and-connecting-rod type drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00—Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to Rotary engines and aims to provide a positive - displacement variable - volume device which will operate in the manner of a four cycle Rotary engine, and proposes a means of constructing a power unit which may be considered as a practical alternative to the well known conventional piston engine, which even with improvements to date and current auto trends towards high turbulance, and lean/clean burning engines, is still regarded as a thermo- dynamically inefficient means of converting fuel into energy, since any theoretical analysis of this engine type, in both diesel and petrol form, shows that at least 20 percent of the engine heat leaves with the exhaust gases, and a further 35 percent is lost to the cooling system.
  • It is an aim of the present invention to provide a Rotating variable/volume device which may be constructed in the manner of a four cycle Rotary engine; in which gases may be admitted to, compressed, expanded and expelled from the engine in a continuous flowing motion, wherein clean burn potential is provided by the considerably low surface/volume aspect of the combustion spaces and in which four clearly defined engine phases are accomplished by the pumping actions of two rotating piston pairs as they are passed over inlet ports, ignition apperture, and exhaust ports incorporated within the circular or toroidal shaped housing.
  • a Rotary engine of the present invention may be constructed for use with a variety of fuels, e.g.
  • the proposed invention also aims to provide a more compact and simplified prime mover than the conventional engine, whereby the construction and operation of which may be considerably less complicated by the total absence of valves, valving gear, multi-cylinder fuel management systems or distributor, and also wherein ignition means may be provided, or assisted by a glow plug or permanently heated element, this well known method for igniting gases may be considered advantageous, since it is an inherant feature of the proposed invention that the inducted gas charge is not caused to be in contact with the igniting media, i.e.
  • the present invention provides a four cycle rotary piston engine in which a total of four piston members are mounted for concentric rotation within a circular or toroidal shaped stationary housing, the four pistons are each secured to or may be formed integral with two rotatable piston hubs, and each piston pair are arranged on and secured to diametrically opposite sides of each hub at angular intervals of 180 degrees, forming thus a rotor assembly.
  • the described rotor assembly consisting of four pistons which are arranged in pairs and secured to two piston hubs are all caused during rotation of the engine to move in a circular direction, but each hub with attached pair of pistons are caused to be rotated at constantly varying speeds, and are alternately speeded up and slowed down every 90 degrees of engine rotation, in a manner whereby as one pair of pistons are caused to be moved slowly through the vertical axis of the engine, the adjacent hub and piston pair are simultaneously caused to move rapidly through the horizontal axis of the engine.
  • piston pairs which are constantly and alternately accelerating and decelerating in a rotating scissor action type of movement is accomplished by the provision of piston phasing components, and comprise of an engine mainshaft which is located at and ex'tended throughout the axis of the engine and onto which is firmly secured two crankshaft carrier hubs, one at each axial side of the engine housing.
  • a plurality of crankshafts are mounted for rotation within each of the carrier hubs, and each of the crankshafts are provided with an epicyclic or orbital gear, which are each secured to, or may be formed integral, with the crankshafts.
  • Each of the two crankshaft carrier hubs are in close proximity to a stationary gear, which are both firmly secured to the engine casing, and are provided with gear teeth which are twice in number, and for engagement with the gear teeth of the orbital gears, whereby in operation of the engine, as the mainshaft and carrier hubs are caused to be rotated through -> ⁇ 0 degrees, the orbital gears and crankshafts will be rotated twice - or 720 degrees within each of the two carrier hubs.
  • crankshafts within the carrier hubs are also provided with an eccentric journal portion and to which each of the two piston hubs is connected.
  • the piston hubs may be connected to the crankshaft journals by various means, e.g. slotted thrust plates, etc., but a preferred embodiment would have connecting rods in a similar manner to the conrods within a conventional engine, and the conrods which may be of unit or modular construction would be connected from the plurality of crankshaft journals to each of the two thrust plates which are each firmly secured to the extending outer axial portions of the two pistons hubs.
  • Gases are admitted to and expelled from the engine via induction ports which are provided in the engine housing at a point adjacent to and extending either side from the lower half of the vertical axis, or at a point approximately 180 degrees from the engine ignition apperture at zero degrees.
  • Sealing means are also provided between sliding surfaces as and where required, for the containment and separation of gases and liquids and in this respect it is an advantageous feature of the proposed concept that the primary sealing faces of all sealing elements are maintained in a constant and unvarying angular attitude with all corresponding sliding surfaces.
  • Fig 1 is a diagramatic sectional view of a preferred embodiment of the engine having pistons of a circular profile, mounted for rotation within a toroidal shaped cylinder or housing and is viewed parallel to the axis.
  • Fig 2 is a diagramatic axial view of Fig 1, viewed at right angles and sectioned through the centre of the engine.
  • Fig 3 is a simplified diagramatic view in which the basic phasing principle is demonstrated by the substitution of connecting rods and wherein the piston hubs are connected to the crankshafts by means of slotted thrust plates.
  • Fig 4 is a diagramatic perspective view demonstrating the construction of a rotor assembly having rectangular shaped pistons. Pistons having a similar profile are also shown in Figs. 30 and 31.
  • Figs 5 - 10 are a diagramatic series, in which the engine mainshaft is rotated through a total of 112.5 degrees from the engine firing position at zero degrees and demonstrates the various engine phases as they progress and occur within each of the four chambers at 22.5 degree intervals, in which the piston hub (HB) is not shown or denoted and symbols are used to explain the engine phases, which are explained in Fig 37.
  • HB piston hub
  • Figs 11 — 16 are a scematic series, in which the mainshaft is rotated through 112.5 degrees at intervals of 22.5 degrees and in which both the phasing principle, and the actions of the pistons relative to the crankshafts and mainshaft is demonstrated more advantageously by viewing both crankshaft carriers as one theoretical single hub and in which the piston movements are regulated by an alternative means than connecting rods, wherein the pistons are controlled by thrust plates which are provided with slots which are- engaged onto the eccentric * crankshaft journals.
  • Figs 17 — 22 are a diagramatic series, in which the mainshaft is rotated through 112.5 degrees at intervals of 22.5 degrees and in which phasing componants are hypothetically arranged to demonstrate more advantageously the relative angular positions of pistons, crankshafts, conrods, hubs and mainshaft, and also in which the scissor-type action of the thrust plates (TP) with pistons attached, is demonstrated in contrast to the uniform cyclic rotation of the engine mainshaft, which is denoted by a dark triangle.
  • TP thrust plates
  • Figs 23 — 26 are a simplified diagramatic series demonstrating the progressive construction of a rotor assembly into an engine housing, with pistons having a circular -profile and in which are shown 4 pistons, 2 piston hubs and a two-piece engine housiny and is similar in construction to the preferred embodiment in Figs 1 and 2.
  • Fig 27 is a diagramatic view of Fig 26, viewed at right angles and sectioned through the engine centre line and is also similar to the series of Figs 5 - 10.
  • Fig 28 is a diagramatic view of an alternative piston shape which may be employed in the construction of an engine of the present invention and shows four rectangular pistons which are arranged for diagonal mounting in pairs onto two piston hubs.
  • Fig 29 is a diagramatic view of components from Fig 28 assembled into a two-piece engine housing.
  • Fig 30 is a similar configuration to Fig 4 and is a diagramatic view of a further alternative piston shape which may be employed in the construction of an engine and shows four pistons which are arranged for mounting onto two piston hubs.
  • Fig 31 is a diagramatic view of components from Fig. 30 assembled into a three-piece engine housing.
  • Fig 32 is a diagramatic view of two crankshaft carrier hubs which are mounted onto an engine mainshaft, and demonstrates a method by which the two crankshaft carrier hubs may be firmly secured to an engine mainshaft of the present invention and in which is shown a split or slotted tapered sleeve which may be compressed onto the mainshaft and is secured to the carrier hub by bolts or screws.
  • the hubs are also positively located and further secured to the mainshaft by means of keys, though other well known means may be employed, e.g. splines, machined facets, etc.
  • Fig 33 is a diagramatic view of two crankshaft carrier hubs, which are mounted onto an engine mainshaft and demonstrates an alternative means by which the two crankshaft carrier hubs may be firmly secured to an engine mainshaft, and in which one hub is welded to the mainshaft and the other is secured and located by means of spring pins or dowels and screws.
  • Fig 34 — 36 are a diagramatic series in which both crankshaft carrier hubs are shown to rotate simultaneously through 90 degrees from the firing poistion of T.D.C. at intervals of 45 degrees, and in which can be seen the actions and related positions of the piston phasing components during rotation of the engine.
  • Fig 37 is a schematic 360 degree diagram and demonstrates the approximate duration of the four engine phases and the relative angular movements of the leading (L) and trailing (T) edges of the piston crowns throughout each of the engine phases and wherein is also shown both the angular and radial geometry which may be employed in the construction of a preferred embodiment of the proposed engine, and in which the selected or chosen angular deflection of each hub and piston pair in this example is 34 degrees per each 90 rotation of the engine mainshaft; thus providing a piston stroke of 68 degrees.
  • an engine of the proposed concept may be designed for construction having a piston stroke or deflection which may be greater, or lesser, than 45° x 2 and 34° x 2 examples given within the enclosed drawings, e.g. 30° x 2 , 36° x 2, etc., and would importantly require provision for, and correct geometrical location of the engine phasing componants, and accordingly in Fig 37 is provided an example wherein is shown two piston pairs (A and C), (B and D) in an engine which is at T.D.C.
  • piston pairs (A-C) are connected at a radial distance of RI via connecting rods (CR) to the eccentric journals (E) of the two crankshafts (CS) which are both positioned on and coincide with the horizontal axis (HAX) and at a radial distance of R2 from the engine axis.
  • crankshaft centres (R2) and the piston centre lines (A-C) (B and D) in Fig 37 Whilst the described angular and radial locations of the crankshaft centres (R2) and the piston centre lines (A-C) (B and D) in Fig 37 during rotation of the engine wi l effect an average angular relationship of 45° between each piston pair and their respective crankshafts - which are housed at axialy opposite sides of the engine centre line, it will be appreciated that alternative embodiments of the engine may be constructed having conrods which are longer or shorter than the example given in Fig 37, and accordingly the crankshaft centres may be re ⁇ ocat in a 45° direction - relative to the horizontal axis (HAX) and the radial distance of the crankshaft centres R2 from the engine axis will be equal to the square root of:-(RI x cosine of 17° squared) plus (distance between conrod centres (CR) squared) , and the radius pitch of the orbital and stationary gears will be respectively R
  • crankshafts.per piston pair Whilst only two crankshafts.per piston pair are demonstrated in Fig 37, it will be appreciated that the optimum ratio of crankshafts per piston pair can be optional, and this ratio will be determined more by the aspect ratio of engine durability - production costs and frictional factors, etc. as also will be the gear type, e.g. spur gears, hellical, double hellical, or bevel type gearing.
  • Fig 38 is a diagramatic view of an alternative method by which the pistons could be connected to the crankshafts.
  • Fig 39 .is a diagramatic view of a further alternative method by which the pistons may be connected to the crankshafts .
  • a rotor assembly consisting of four pistons (A), (B), (C) and (D) are each secured by means of tapered studs (S) to two piston hubs (HA) and (HB) .
  • Pistons (A) and (C) are secured to hub (HA) and pistons (B) and (D) are secured to hub (HB) .
  • the described rotor assembly is mounted for rotation within a two-piece engine housing (H) which is provided with an induction port (IP) and an exhaust port (EP) which are both adjacent to and extending either side from the lower portion of the vertical axis of the engine, or approx__.dtely 180 degrees from the upper portion of the vertical axis wherein is provided an ignition aperture (SP).
  • H engine housing
  • IP induction port
  • EP exhaust port
  • SP ignition aperture
  • Gases and fluids are controlled or contained within the engine by the provision of sealing elements or rings (SR) in a similar manner to the well known methods used in a conventional engine.
  • pistons (A),(B),(C) and (D) rotating in pairs on hubs (HA) and (HB) at constantly differing relative velocities is accomplished by the combined action of the piston phasing components, which comprise an engine mainshaft (MS) situated at and extending throughout the engine axis, and onto which are firmly secured two crankshaft carrier hubs (CA) and (CB) one at each axial side of the engine housing (H) and into which are mounted a plurality of rotatable crankshaft (CS) which are each provided with and firmly secured to a planetry or orbital gear (OG) and each of the two stationary gears are provided with gear teeth which are twice in number to the gear teeth or each orbital gear (OG) , whereby in rotation of the engine, the plurality of crankshafts (CS) will be caused to rotate twice about their own axis or 720 degrees within each of the carrier hubs (CA) and (CB) per each 360 degree rotation of the engine mainshaft (MS).
  • MS engine mainshaft
  • crankshafts (CS) Whilst the crankshafts (CS) are caused by the action of the orbital (OG) and two stationary gears (SG) to rotate within the carrier hubs (CA) and (CB), the journal portions (E) of the crankshaft (CS) are each connected by means of connecting rods or conrods (CR) to two piston thrust plates (TP) by means of gudgeon pins (P) .
  • the two piston thrust plates (TP) are each firmly secured to projecting outer axial portions of the two piston hubs (HA) and (HB) by means of retaining nuts (N) .
  • Figs 5-10 are a simplified progressive series in an embodiment of the engine having a piston stroke or deflection of 45 degrees x 2 or 90 degrees and in which is shown a rotor assembly comprising four pistons (A),(B),(C), and (D) secured in pairs to hubs (HA) and (HB), and are mounted for rotation within an engine housing (H) which is provided with an induction port (IP) and an exhaust port (EP) which are adjacent to and extend either .side from the lower portion of the vertical axis, and approximately 180 degrees from the point of engine ignition, which in Figs 5 and 9 is denoted by a Z shaped symbol.
  • IP induction port
  • EP exhaust port
  • Symbols are also used to denote the four engine cycles and are explained in Fig 37.
  • the engine mainshaft (MS) is also shown at the axis of the engine, and it's angular displacement from the engine firing position at zero degrees throughout the various engine cycles is indicated by a dark- triangle, as are also Figs 11-16 and Figs 17-22.
  • FIG. 5 in which is shown four pistons (A), (B), (C) and (D) which are arranged in diametrically opposite pairs (A and C) (B and D) and are secured to two piston hubs (HA) and (HB) - (although hub (HB) is now shown in Figs 5-10), four discrete variable volume chambers are formed and defined by the pistons (A,B,C and D), the engine housing (H) and the piston hubs (HA) and (HB), and from which it will be seen by the symbols - with reference to Fig 37 that chamber A - B is at it's maximum point of compression and is passing'- hrough the upper vertical axis and in which the gases are igniting at the commencement of the power cycle.
  • Chamber B - C on the horizontal axis meanwhile is seen to be fully expanded, and is at the end of it's exhaust cycle.
  • Chamber D - A on the horizontal axis is fully expanded, having completed it's induction cycle.
  • FIG 6 in which the engine mainshaft (MS) has rotated chrough 22.5 degrees it will be seen that chamber A - B is partially expanded, and is imparting power to the pistons (A) and (B) .
  • Chamber B - C is partially contracted and is expelling exhaust gases into the exhaust port (EP) .
  • Chamber C - D has partially expanded, and is drawing in gases from the induction port (IP) and chamber D - A is partially contracted and is compressing the gases contained within.
  • a preferred embodiment may incorporate at least one or more removable carrier hubs (CA) or(CB) and one such example is shown in Fig 32, wherein is shown two carrier hubs (CA) and (CB) which are each firmly secured to the engine mainshaft (MS) by means of a tapered sleeve (TS) of unit or modular construction which may be drawn into the inner tapered portion of the hub during assembly by means of screws (S) or other means, single nut etc.
  • TS tapered sleeve
  • FIG. 33 An alternative method of securing the crankshaft carrier hubs (CA) and (CB) to the engine mainshaft (MS) is shown in Fig 33 wherein the construction of an engine may be considerably simplified by securing at least one hub (CA) onto the mainshaft (MS) by welding means (W) , whilst the opposite hub (CB) may be secure .jin in an axial and angular direction by a combination of dowels or spring pins (DP) and screws (S) which may be inserted between the outer and inner diameters of the mainshaft (MS) and hub (CB) .
  • DP dowels or spring pins
  • S screws
  • the pistons (A),(B),(C) and (D) on all embodiments of the engine are formed for rotation within a circular shaped housing (H)
  • the profile of the pistons (A,B,C and D) and housing (H) when viewed at 90 degrees to the engine axis as in Fig 1 may be constructed having alternative profile forms, but a preferred embodiment of the engine as per the examples in Fig 1 and Figs 23-26, would be constructed having circular or toroidal shaped pistons (A,B,C and D), and the gas sealing rings (SR) on these pistons would be similar to the piston rings in a conventional engine, and the primary sealing contact area of the rings (SR) would be maintained constantly parallel to the engine chamber surface at all times.
  • Alternative embodiments of the engine may incorporate pistons of a more rectangular profile, and an example is given in Fig 28 wherein is shown four pistons (A),(B),(C) and (D) which are arranged in pairs for diagonal mounting onto two piston hubs (HA) and (HB) and which in Fig 29 are assembled into a two piece engine housing (H) .
  • a further alternative piston profile is illustrated in Fig 4, wherein is shown a perspective view of the construction of a rotor assembly comprising four pistons (A),(B),(C) and (D), which are.secured in pairs to or formed integral with two piston hubs (HA) and (HB) and are ready for mounting into a housing (H) .
  • a plurality of these components may more easily or conveniently be welded to, or formed as an integral part of another component, for example.
  • crankshafts (CS) may be formed integral with their respective hubs (HA) and (HB) , as may be the hubs (HA) and (HB) with the thrust plates, and also the crankshafts (CS) may be formed integral with, or welded to the orbital gears (OG) etc.
  • Alternative methods may be employed for linking the crankshafts (CS) to the thrust plates, as in Fig 38 for example, wherein is shown a thrust plate (TP) which is connected to three conrods (CR) for oscillating movement by gudgeon pins (P) .
  • the opposite or outer ends of the three conrods(CR) are each connected to an intermediate link (IL) by a link pin (LP) and the three intermediate links (IL) are each mounted for rotation on to at least two eccentric crankshaft journals (E) and in which the crankshafts (CS) are synchronised for rotation accordingly.
  • This described arrangement is envisaged as a convenient means by which the crankshaft journal loading may be more evenly distributed.
  • the thrust plates (TP) may be connected to the crankshafts, is given in Fig 39 wherein the thrust plate (TP) is 'provided with two thrust blocks (TB) which are each secured to the thrust plate (TP) by pins (P).
  • Two slotted plates (SP) are mounted for rotation onto at least two each synchronised escentric journals (E) and in operation of the engine the thrust blocks (TB) will be caused to slide within the slots (S) of the slotted plates (SP) .
  • a rotary engine of the proposed design may more easily be assimilated with or equated to the well established conventional engine by regarding the proposed concept as a means by which the conventional crankshaft, conrods and pistons may be condensed into a fraction of the space and in which the valves, valve operating components and distributor, or in the case of a diesel, expensive multi cyl. fuel pump, are totally unnecessary.
  • the resulting swept volume - engine mass ratio potential - can be further obviated by simply calculating that if an engine of the proposed design were constructed to the approximate scale dimensions of the example given in Fig 1 and in which all the dimensions are multiplied by a factor of 2.9, it would measure:-
  • Piston Dia. 9.394 cm. 3.7 ins. Torus Dia. 16.104 cm. 6.34 ins. and with a piston stroke of 45° x 2.
  • Cooling of the engine oil may also be effected or assisted by means of its convenient proximity to galarys (G) at the outer axial portions of the housing (H) .
  • Oil may be stored within the engine and passed via the pick up point (PU) to the oil pump (OP) wherefrom oil may be pressure fed to all or any parts of the engine and distributed by way of the oil galary (GA) formed within the engine mainshaft.
  • the herein described invention may also be adapted for the pumping, metering, or control of fluids of gases by providing at least two inlet ports and two exhaust ports within the engine housing.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)

Abstract

Le moteur comprend un assemblage de rotor dans lequel quatre pistons (A, B, C et D) (Figs. 1 et 2) sont montés de façon à tourner concentriquement dans le carter (H) du moteur. Les quatre pistons sont fixés en paires diamétralement opposées sur des moyeux (CA et CB). Les deux moyeux (CA) et (CB) sont fermement attachés à un arbre principal (MS) qui traverse l'axe du moteur. Des engrenages orbitaux (56) font tourner des vilebrequins (CS) à l'intérieur des moyeux à une vitesse deux fois supérieure à celle du moteur. Les tourillons d'excentrique (E) des vilebrequins sont connectés à chaque moyeu de piston (MA et HB) par des tiges de connexion (CR) et des brides de poussée (TP) imprimant ainsi une vitesse angulaire constante et différente à chaque paire de pistons, ce qui provoque l'expansion et la contraction alternatives constantes de quatre chambres rotatives étanches aux gaz, avec un mouvement analogue à celui de ciseaux, et des gaz sont admis et expulsés des chambres par des orifices (IP et EP) dans le carter du moteur.
EP85904121A 1984-08-16 1985-08-16 Moteur rotatif a combustion interne Withdrawn EP0190303A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB848420784A GB8420784D0 (en) 1984-08-16 1984-08-16 Rotary piston ic engine
GB8420784 1984-08-16

Publications (1)

Publication Number Publication Date
EP0190303A1 true EP0190303A1 (fr) 1986-08-13

Family

ID=10565397

Family Applications (1)

Application Number Title Priority Date Filing Date
EP85904121A Withdrawn EP0190303A1 (fr) 1984-08-16 1985-08-16 Moteur rotatif a combustion interne

Country Status (3)

Country Link
EP (1) EP0190303A1 (fr)
GB (1) GB8420784D0 (fr)
WO (1) WO1986001255A1 (fr)

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB9024648D0 (en) * 1990-11-13 1991-01-02 Seymour Chalk Hugh A Rotary engine
GB2262965B (en) * 1991-12-31 1995-09-13 Firooz Farrokhzad Rotary piston internal combustion engine and compressor
PL309184A1 (en) * 1992-11-27 1995-09-18 Donald Clive Hiscock Transmission
EP1681437A1 (fr) 2003-09-15 2006-07-19 Vyacheslav Ivanovich Kovalenko Moteur a combustion interne rotatif
WO2005026498A1 (fr) * 2003-09-15 2005-03-24 Vyacheslav Ivanovich Kovalenko Moteur a combustion interne rotatif
FR2935752B1 (fr) * 2008-09-05 2010-09-24 Edouard Patrick Marie Xavier Bonnefous Moteur thermique rotatif a combustion interne a deux rotors coaxiaux et taux de compression variable
FR3038939B1 (fr) * 2015-06-26 2019-04-19 Valeo Systemes Thermiques Dispositif de fixation de pistons pour machine de compression et de detente

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB278648A (fr) * 1926-10-11 1928-03-30 The Yoder-Morris Company
US3292602A (en) * 1964-11-02 1966-12-20 George R Stewart Rotary engine
US3670705A (en) * 1970-07-28 1972-06-20 Masahiro Saito Engine with an annular chamber
FR2405364A1 (fr) * 1977-10-10 1979-05-04 Baer John Pompe ou moteur rotatif

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8601255A1 *

Also Published As

Publication number Publication date
WO1986001255A1 (fr) 1986-02-27
GB8420784D0 (en) 1984-09-19

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