EP0246288A1

EP0246288A1 - Four-stroke rotary cylinder motor for spark-ignition engines

Info

Publication number: EP0246288A1
Application number: EP19860906761
Authority: EP
Inventors: Abdel Halim Saleh
Original assignee: Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh
Current assignee: Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh
Priority date: 1985-11-08
Filing date: 1986-11-10
Publication date: 1987-11-25
Also published as: WO1987003041A1; DE3539648A1

Abstract

Dans le moteur décrit on réalise une compensation totale des forces produites lors de la combustion sans l'incorporation d'un volant. Le moteur consiste en un rotor à cylindres en forme de disque, qui tourne autour d'un arbre à rotor. Les cylindres de combustion sont orientés radialement dans le rotor, et les chambres de combustion sont disposées vers l'intérieur. Les pistons libres glissent dans une trochoïde qui les entoure, et deux cycles de combustion sont effectués par cylindres au cours d'une rotation. Les soupapes sont actionnées automatiquement par deux cames montées de manière fixe sur l'arbre du rotor. Le disque d'embrayage est directement incorporé au rotor. Le moteur est caractérisé par un volume et un poids spécifiques très faibles et permet de couper progressivement le fonctionnement du cylindre de comustion.In the engine described, a total compensation of the forces produced during combustion is achieved without the incorporation of a flywheel. The motor consists of a disc-shaped cylinder rotor, which rotates around a rotor shaft. The combustion cylinders are oriented radially in the rotor, and the combustion chambers are arranged inward. The free pistons slide in a trochoid which surrounds them, and two combustion cycles are carried out by cylinders during a rotation. The valves are activated automatically by two cams fixedly mounted on the rotor shaft. The clutch disc is directly incorporated into the rotor. The engine is characterized by a very low specific volume and weight and allows the operation of the combustion cylinder to be gradually cut.

Description

Four-stroke rotary cylinder engine from the Otto internal combustion engine

The invention relates to a four-stroke rotary cylinder engine of the Otto engine, which according to the preamble of claim 1 consists of a disk-shaped rotor, a plurality of radial cylinders arranged in the rotor, which contain free pistons, a trochoid, a rotor shaft and a clutch.

In the course of the development of internal combustion engines, the need for higher mechanical efficiency, lower specific fuel consumption and better exhaust gas quality has recently increased. It will therefore

Engines of lower weight are sought, which can be achieved by replacing some components of the existing engine types with plastic ones. Each of the known designs of internal combustion engines, which can be assigned to the crank drive, rotary lobe or gas turbine engine types, has its advantages, but also its disadvantages. Although the development and application of crank drives had started, efforts to develop other types of engines are increasing [1 + 4]. This endeavor has been caused by the inevitable disadvantages of the crank drive, which cannot yet be remedied by development. Some disadvantages of the crank drive [1 + 5] that are generally known in the literature are summarized as follows: 1. The crankshaft deformation is very sensitive to crankshaft breathing, which is also influenced by the thermal expansion and bending elasticity of the crankshaft [5]. 2. Additional forces can shift the loaded storage area of a basic warehouse [5]. 3. Small areas of the press plate lead to press plate deformation [1, 5] as a result of excessive pressures.

4. The mass forces can only be constructively balanced in the boxer engines without counterweights [2, 3].

5. Non-uniformity of the torque is dependent on the cylinder arrangement and their sequence in the ignition as well as their order in relation to the flywheel depends [1 + 5].

6. The requirement of many components for power transmission and balancing [1 + 3].

7. Large volume and weight requirements for the crank drive itself [1, 2].

8. Additional moments, such as bending, tilting and torsional moments [1 + 5].

The following disadvantages are generally known in the case of the rotary and rotary piston engines with which attempts have been made to circumvent the disadvantages of the crank drive:

1. Poor and difficult cooling of the epitrochoid cylinder and the piston [1, 3, 4]. 2. Poor sealing of the working spaces between the piston and epitrochoid [1, 4]. 3. The mass forces are greatly reduced, but not totally avoided and must also be balanced [1 + 4]. 4. Planetary gears for power transmission and flywheel to compensate for the non-uniformity of the torque are required [1, 2, 4]. 5. High specific fuel consumption [1, 4]. 6. Short lifespan of the different parts [1].

The gas turbines also have the following disadvantages:

1. Excessive fuel consumption [1, 4].

2. No braking effect by the motor [4]. 3. Acceleration delay [1, 4].

4. Noise problems [4].

5. Strong dependence of the power on the outside temperature [3, 4].

6. Sealing problems between cool and hot zones for a long time [4].

The rotary cylinder engine according to the preamble of claim 1 represents a new type of gasoline engine, it mainly avoids the disadvantages described become. In the working stroke of the four-stroke rotary cylinder engine, the piston is pushed outwards in the axial direction under gas pressure. The connecting rod ((41) in Fig. 1 + 3) which is firmly anchored to the piston and which can be regarded as part of the piston (2) slides outwards on an epitrochoid (1) formed by the engine housing (12). The tangential force generated is the rotational force of the rotor (5) around its axis C. The torque results from the tangential force resulting from the current inclination of the trochoid and the momentary gas force and the radius around the axis C of the piston resulting from the movement of the piston Rotors. When the rotor (5) is turned further, the piston (2) is pushed into the interior of the cylinder by the trochoid (1) and, with the exhaust valves (22) open, pushes the exhaust gases out of the cylinder, which are discharged via the exhaust line ((7) in Fig. 9 ) get outdoors. When the rotor is turned further, the piston slides under the influence of centrifugal force. the trochoid to the outside, causing the fresh charge to flow into the cylinder from the outside via the fresh charge supply channel ((8) in Fig. 9) when the inlet valves (21) are open. In the compression stroke, the piston is pushed inwards by the trochoid, the fresh charge being compressed to the volume of the combustion chamber when the valves are closed. Towards the end of the compression stroke, the combustion of the mixture is started by the spark plug ((25) in Figure 4). and ended in the course of the next working stroke.

In the engine shown in the picture (1 and 2), the piston of each cylinder experiences 8 strokes per revolution. Each mutually built 2 cylinder have the same stroke at the same time. Radial forces are thus completely balanced. Therefore, only a pure tangential force acts on the motor axis. This description generally applies to every pair of cylinders. The number of cylinders can therefore be set to 4, 6, 8, 10, ... etc. As with the Wankel engine, the type of strokes on the trochoid are local. For example, as in the picture (10) is specified, the working stroke is carried out in the angles (BCD) and (GCH). Depending on the shape of the trochoid, the work and force profiles as well as the relative length of the various strokes can be set. For example, the length of the suction stroke can be increased from (OA) to (OÄ) so that a better filling level is achieved. The compression stroke can be shortened from (AB) to (AB). This slightly improves the thermal performance. The extension stroke can be adjusted by adapting its course so that an extended pressure drop period initially takes place, in which the pressure drops to near atmospheric pressure due to the escape of the exhaust gases, after which the exhaust gases are expelled by the piston. This reduces the workload required for changing loads to a minimum. However, the workload required for compaction remains the same. The proportion of rolling resistance drops.

The resulting course of work in the working stroke can also be set as desired after the trochoid has been shaped. For example, a lower inclination of the trochoid at the beginning of the working stroke and the increase in the turning radius can result in a more homogeneous working process than is the case in conventional crank drives. This fact, however, poses no problem with regard to the non-uniformity of the rotational speed of the motor, due to the balancing of the radial forces and due to the rotational mass which is sufficiently present due to this design. This enables the optimization of the pressure force curve with regard to the friction loss of the drive. With high pressure at the beginning of the working stroke, a small working distance can be achieved, which requires a higher inclination of the trochoid. An overall shortening of the working stroke also leads to a reduction in friction losses. This shortening also leads to a reduction in the thermal load and to an increase in the thermal efficiency due to lower cooling losses. In the known 4-stroke internal combustion engines, the course of the work performed and the length of the strokes are already defined by the harmonious movement of the crank drive and can therefore not be changed.

The rotor turns due to combustion and work performance. This consists. as shown in picture (3), from the cylinder block (5), and contains the cylinder lines (4) and pistons (2). The valves (21, 22) and spark plugs (25) are also mounted on the rotor. The rotor (5) rotates around the axis C of the motor and is mounted on the rotor shaft (6). The cooling ((9, 10) in the picture 4 and 9), oiling (11), fresh charge supply (8) and exhaust gas escape channels (7) are permanently installed in the rotor shaft. For the direct drive of the inlet ((21) in Fig. 3) and exhaust valves (22) a specially shaped cam ((23, 24) in Fig. 3, 5 and 6) is attached to the rotor shaft (6). Each of the two cams ((23, 24) in Figure 4) actuates the intake and exhaust valves of all cylinders of the rotor. The channels installed in the rotor shaft (in Figures 2, 9) are directly connected to the necessary circuit parts, as is the case in conventional internal combustion engines.

The design described can be compared with the star, rotary and counter-piston motors with regard to the mass and torque effects.

Due to the special shape of the trochoid, the piston experiences a harmoniously oscillating movement when sliding along the trochoid. The connecting rod is rigidly connected to the piston and therefore only moves along the cylinder axis. The forces generated by the oscillating masses therefore have a purely harmonic cosine dependence on time and are theoretically for the conventional crank drive with an infinitely long connecting rod calculated [2]. The second order mass forces that can be calculated for the crank drive, which overlap the course shown and force special measures to compensate for them, are not present here.

In contrast to the crank drive, these oscillating masses also have additional centrifugal forces, which are dependent on the speed of rotation of the rotor and the current radius. This radius, which forms the distance between these oscillating masses and the axis of rotation of the rotor, changes over the course of a stroke by the stroke length (Figure 11 _a ).

The principle of the opposed pistons was realized by the mutual construction of the cylinder pairings in the rotor, whereby all centrifugal and oscillating forces cancel each other out. These forces are absorbed by the trochoid and rotor and therefore do not require any additional compensatory measures (Figure 11 _a ). Compared to the crank drive, this is a weight saving in the engine.

These described oscillating and centrifugal forces have a component which influences the torque of the motor and thereby also the uniformity of the torque. These rotating components are shown in the pictures (11 _{b, c, d, f, g} ). With a constant radius, the oscillating mass forces would produce the same effect as with the crank drive. However, since the turning radius changes, the resulting turning components also change. They provide greater resistance in the compression and extension stroke (ie the negative portion increases) and greater drive (ie the positive portion increases) in the suction and working stroke. However, their cumulative effect on all four strokes is the same as their effect in conventional crank drives.

The rotational components of the centrifugal forces would represent a sinusoidal curve at a constant radius, their values are positive in the suction and working stroke (i.e. doing work) and negative in the compression and extension stroke (ie doing resistance). Due to the change in the current radius, the sine lines are distorted, whereby their maxima are shifted to the end and their minima to the start of the stroke. The sum effect in all strokes results in a course similar to the rotating components of the oscillating masses.

The torques of the gas forces are similar to those of the crank drive. As shown in Figure (11 _e ), they are changed slightly due to the change in radius.

As shown above, the total effects of the torques are the same as those of the crank drive if the rotational components of the centrifugal forces are assigned to those of the oscillating masses. The course of the torque of the entire cylinder is therefore similar to that of the crank drive. The torque non-uniformity is therefore also the same. The reduction in the oscillating masses explained on page 13 acts on a reduction in their torque and also on a more homogeneous torque curve shown on page 9. This results in a significantly lower torque non-uniformity. A difference to the crank drive can be seen when tracking the torque along the crankshaft from the first cylinder to the last near the flywheel. This is where the non-uniformity of the tangential pressure curve is greatest at the first base bearing journal, and only at the last base bearing journal, where the contributions of all cylinders add up, does the profile and thus the non-uniformity of the torque equal that of the entire engine. [57] In the rotary cylinder engine, however, these add up Torques simultaneously and therefore have their full effect on the rotor. It should be noted that the centrifugal forces are advantageous for the rotor bearings. They also ensure that the piston follows the trochoidal contour at least during the suction stroke and therefore to one Reduction of engine noise contributes.

In this design, the main aim was that the rotor mass, which consists of the cylinder head, block, lines and pistons, is used to compensate for the torque non-uniformity described, and therefore enables the flywheel to be completely dispensed with.

It has been shown in Figure 1 that, in order to maintain the principle of total force equalization, cylinder pairs of 4, 6, 8 or 10 cylinders are built on one rotor. In this respect, the engine is better than the rotary and star piston engines. In comparison to the crank drive, there are no bending moments or bearing stresses here.

As already described on page 6, the stroke types on the trochoid are local. This makes it possible to determine the special property that a change in the number of cylinders and thereby the entire stroke volume of the engine only requires a change in the rotor, the trochoid and also the rotor shaft and controls remain unchanged. This also shows that an application of the so-called "cylinder deactivation technology" is very simple and efficient by blocking the piston movement than in the crank drive. The stroke distance and the compression ratio are defined by the trochoid.

The water cooling of the cylinders is driven directly by the rotor by building the cooling channels in the rotor ((27) in Figs. 1, 3) so that they simultaneously have a pumping effect on the cooling water when rotating (Fig. 8 _{a, b} ), and promote the cooling water in the entire cooling circuit. The pressure lubrication of the motor ((11) in Figure 9) can also be built according to the same principle. The rotor needs only a quarter of the speed of the crank drive to achieve the same piston speed as that of the same. This reduction in speed of the rotor compared to that of the crank drive, together with the reduction in bearing stress (page 11) and the control and auxiliary circuit drives (pages 11 and 15), reduce mechanical losses.

After the principle and then the dynamics of the new rotary cylinder engine has been explained, the structure and the operating properties of some functional parts, such as cylinders, pistons, cooling and lubrication circuits .. ..etc are described in comparison with known systems. Only the new properties that are not available in the known systems are described.

The cylinder lines ((4) in Figures 1, 3 and 7) are pushed into the rotor from the outer circumference during assembly. They are exposed to the radial centrifugal forces acting outwards. They are therefore attached to the outer circumference of the rotor. The Lekagen problem between cylinder head and cylinder block, which plays a very large role in the known crank drive, is not present here. Therefore, neither a very precise connection of the cylinder lines to the combustion chamber wall in the rotor, nor the installation of a cylinder block seal is necessary. The cylinder line connects to the combustion chamber on the inside. The cylinder line can be attached as required and can also be used to guide the connecting rod ((35) in Fig. 7) together with the pistons, for lubrication (37, 38), for absorbing thermal expansion differences (40, 39) and for deactivating the cylinder (34) be used. The connecting rod guide is only required for the guide and not for storage. The stress is therefore lower and the expected scope is greater. In contrast to the connecting rod crank pin bearing, only the force component of the torque is transmitted from or to the piston transferred, burden the leadership.

Due to the large effective distance (5 + 7 times the cylinder bore D), this force component of the torque is significantly lower than in the crank drive. An insignificant part of this torque force is transmitted as a clamping force from the piston to the cylinder if the piston is rigidly connected to the connecting rod. If, on the other hand, the piston is tied together with the connecting rod via a piston pin as in the known system, this force component is transmitted to the cylinder itself in its cylinder axial and its vertical component, which is attributed to the piston friction, and therefore less friction is caused. However, this contribution is small, as described above, and an articulated connection of the connecting rod to the piston is not necessary.

Compared to the crank drive, the connecting rod in the new system is subjected to bending and compressive stress. Since the strength of the connecting rod material in the compressive load is much higher than in the tensile load, this helps to reduce the connecting rod mass. It should be added that the length of the connecting rod is only 1.5 times the cylinder bore, and therefore the expected bending moments on the connecting rod are small.

The piston lubrication is carried out in the known systems either according to the plunger principle or under pressure via the crankshaft and the connecting rod through built-in channels. In the new system, piston lubrication works automatically based on the plunger principle. This may not be sufficient for cylinder lubrication towards the inner end of the piston travel. Therefore pressure lubrication is probably necessary. To implement this, the connecting rod ((3) in Figure 7) is guided via channels that are built into the guide or cylinder mounting part are supplied by the rotor with oil under pressure. The individual pistons are thus supplied with lubricating oil, which keeps the required oil pressure lower and makes the lubricating performance more efficient than in known systems.

In addition to lubricating the connecting rod guide, the piston rings are oiled from the channels in the connecting rod and the piston. The rotor bearing on the rotor shaft is also supplied with oil under pressure and thereby oiled. The trochoid is automatically oiled by the centrifugal effect on the oil in the motor housing.

The pumping through of the oil and the cooling water in the oil or cooling water circuit has already been described on page 11. The cooling water is pumped into the cylinder jacket, which cools the cylinders. Since the rotor rotates in the motor housing and thus comes into contact with oil, the oil is cooled in addition to the lubrication of the valve drives. In the crank drive systems, the oil is only cooled by specially built parts

A major advantage of this structure is the possibility of switching off some cylinders. A complicated mechanism is required in the short drive system. In addition, the mass forces of the oscillating masses and their friction losses do not change. The torques and the force profiles change drastically and cause a certain degree of uneven running. In this new system, in which the pistons and connecting rod are free-running oscillating bodies, a simple, electromagnetically actuated lock built on the connecting rod guide ((34) in Fig. 7) can be used to lock the pistons and connecting rod at the end of the extension stroke on lead to the innermost end of the stroke. As a result, although the valves are still operated, all two opposing cylinders can be switched off at the same time. The centrifugal mass is thereby reduced by the amount (ml / r), where r is the distance between the center of the stroke and the axis of rotation C of the rotor and 1 is the length of the stroke. The forces and the torque contributions of the deactivated cylinders are completely switched off. The rotor can therefore be viewed as if it contained only the remaining cylinders

Although in the crank drive only the gas forces and their torques are switched off by switching off the cylinders, in contrast to the new system, the mechanical losses remain the same if they are not increased by the increased bending moment stress. In crank drive, the torque non-uniformity is significantly increased solely by the lack of gas forces in the cylinder deactivation. In order to avoid uneven running, a countermeasure must be taken when the cylinder is suspended in the crank drive system, e.g. building an even bigger flywheel.

Both the inlet and the outlet valves are inevitably moved by the movement of the rotor by a specially designed cam ((23, 24) in Fig. 5 and 6). These cams are attached to the rotor shaft and therefore their position relative to the trochoid is also fixed. In contrast to the crank drive, you do not need a mechanical drive via gears or linkage. Here they are characterized by more precise settings and lower driving force than in crank drives. Nevertheless, they are oiled by themselves. The valve rods are cooled much better due to the rotating effect. They are simply built, easy to use and operate.

Via the suction channel in the rotor shaft ((8) in Fig. 9), the fresh charge flows directly ((33,31) in Fig. 4) through the inlet valve vestibule (28) and the inlet valve (21) into the cylinder, which is located at the point of the suction stroke located. This one Where the suction stroke and the inlet valve opening are determined by the trochoid, the flow of the fresh charge does not change, although the eight cylinders shown in Figure 1 are supplied by it. This extremely short way of fresh loading and the maintenance of the flow direction and the continuity of the flow contribute to a delivery rate> 1. In addition, the fluctuation of the fuel charge [4] found in the crank drive due to branching and discontinuity of the flow in the carburetor system no longer exists here. This structure also facilitates the application of the principle of preheating the fresh charge or of the fuel supply method described in the published patent application (DE 3414168.5).

As with the fresh charge supply also applies to the exhaust gas duct that the exhaust duct in the rotor shaft is short and for the eight cylinders together without branching or changing the flow direction ((7) in Figure 9), and therefore it provides lower resistance to the exhaust gas flow than in the crank drive. Through the interrupted connection of the exhaust gas chamber in front of the exhaust valve to the exhaust gas duct for all cylinders outside the extension stroke ((30) u (32) in Fig. 4) and due to the rotating effect. of the rotor, in addition to the cooling of the valves described on page 15, much better cooling of the outlet valve chamber is achieved.

With exhaust gas routing, as well as with fresh charge, cooling water and oil routing in general, leakage is prevented during the transition from the rotor to the rotor axis or vice versa by installing sealing rings. In this sense, the various guides were arranged as shown in Figure 4. Nevertheless, the exhaust gas leakage to the fresh charge stream in the expected very small quantities has an improving influence on the exhaust gas quality [4]. The leakage of the exhaust gases over the rotor axis to the engine housing is on Due to the lower differential pressure than in the cylinder, much less than the normal leakage of a cylinder and therefore it does not require any special measures and can be counted among the cylinder leakages.

In principle, the rotor shaft and the trochoid together with the motor housing can be built as one part, but the rotor axis is built separately for assembly and operating reasons and fastened to the motor housing. The various guides (in Fig. 9 u page 15) are only connected to the supplementary parts of each circuit outside the motor housing. The clutch, on the other hand, is attached to the rotor within the motor housing. Sealing against oil leakage to the clutch is then necessary at the point ((43) in Figure 3), where the centrifugal force is used for oil repellency and return and therefore also to prevent oil leakage to the clutch.

The large diameter of the rotor compared to the flywheel of the crank drive and the rotary piston engine simplifies the task of the starter motor and offers greater freedom in the construction of an optimal clutch. With the mechanical clutch, a large friction disc and an extremely thin pressure plate can be built. The pressure springs of the clutch can be relieved a lot because the pressure force required for a larger friction disc is smaller. The number of damping springs in the friction disc can also be increased and the load relieved.

In this configuration, the starter motor drives the rotor directly. The energy applied by the starter motor is transferred to the rotor as pure torque. The necessary torque is reduced in comparison to the crank drive by several factors. These factors include, besides the reduction in mass and inertia of the parts to be moved, and the limitation of the drive to as pure as possible Torque transmission the application of the cylinder deactivation method when starting.

In this cylinder deactivation process, all pistons are initially locked into the cylinder interior, which means that the rotor can be regarded as a disk and only its acceleration and the overcoming of its friction are required when it is supported on the rotor axis. When a certain speed is reached, the pistons can be unlocked in pairs. As a result, part of the starter energy stored in the rotor is added when braking the current starter in order to drive the engine. It should be noted here that the torque of the rotor when the piston is locked is smaller by the amount described on page 15 due to the radial mass shift.

The large radius of the rotor and the resulting low speed result in low forces. The Rötormaterial is little stressed by this torque transmission. In order to ensure pure torque transmission of the rotor, lateral support of the rotor may be necessary. This support is simply attached to the rotor housing. Their proportion of friction is negligible due to the design of the power transmission. In any case, it can only take action if the assembly is incorrect.

As is the case with known motors, the housing and its attachment provide the reaction force. The rotor generates a pressure and torque through the combustion., Only the torque reaction and the weight are passed on to the support frame via the trochoid. The pressure forces on the trochoid interact and will stress the material of the trochoid. The strength of the trochoid is taken into account. For economic reasons, therefore, only the trochoid is built from a material of higher strength than the rest of the housing. Although the trochoid is the Replacing the crankshaft in the crank drive, the trochoid is also to be regarded as part of the housing. The volume of the motor is reduced to the extent and its design is so compact that the reaction force is transmitted to the support frame in a simple manner without the occurrence of additional forces.

After the functional parts of the new drive system have been explained by the comparison with the known crank drive system, the new engine as a whole can then be compared with the known crank drive motors.

By completely shortening the axis of rotation of the motor, in contrast to crank drive motors, undesirable moments were avoided, which depend on the length of the axis of rotation, namely the torsion, tilting and bending elements. The braking work is superimposed directly on the rotor in the form of torque resistance. The conversion in the unwanted moments does not take place here and the engine parts are spared from this load.

The mechanical losses are also reduced by this type of power transmission due to the reduced mass and volume and the direct drive of secondary circuit runs, such as lubrication, cooling water, valve and ignition circuit runs. The mass reduction compared to the crank drive system is over. the greater the number of cylinders, since the rotor mass increases very slightly when the number of cylinders in the engine is increased from 4 to 8 cylinders, the mass of the crank drive almost doubling. By reducing the size and mass of the connecting rod, the rotating component of the oscillating masses is reduced and, apart from the change in effective radius (page 9, 10), the torque non-uniformity in 4-cylinder engines is reduced. With 8-cylinder engines, the optimal behavior can be expected in this drive. This reduced torque non-uniformity and the increased Mass of the rotor as turning mass result, better running smoothness,

Finally, it can be stated that the design of the rotary cylinder motor is similar to the direct current electric motor if the following functional parts in the rotary cylinder motor and in the direct current motor are compared:

Rotor - armature, rotor shaft - commutator, internal parts of the trochoid contour - poles, the torque of the gas forces - the torque of electromagnetic induction, the fresh charge current - the armature current and the cylinders in the rotor - the coils on the armature.

List of literature

1. Sezgen, H. International Combustion Engine Design Ankara 1975.

2. Kreamer, O. and G. Jungbluth Construction and calculation of internal combustion engines, 4th and 5th editions Berlin, Tokyo, Heidelberg, New York, Springer Verlag 1983

3. Bussien, R. Automobile technical manual. 17th ed. Tech. Herbert Cram. Berlin 1953

4. Bussien, R. Automotive engineering manual. 19th ed. Tech. Herbert Cram. Berlin 1980.

5. Maas, H. and H. Klier Forces, moments and their compensation in the internal combustion engine. Springer Verlag Vienna, New York, 1984.

Label list

1. Trochoid

2. Free pistons

3. Piston guide

4. Cylinder lines

5. Rotor

6. Rotor shaft 7. Exhaust duct

8. Fresh charge feed channel

9. Cooling water supply channel

10. Cooling water discharge channel

11. Oil supply channel for pressure lubrication

12. Motor housing

13. Starter

14. Coupling

15. Clutch friction blade

16. Clutch pressure plate

17. Clutch compression springs

18. Clutch drive

19. Drive shaft

20th camp

21. Inlet valve

22. Exhaust valve

23. Inlet valve cam

24. Exhaust valve cams 25. Spark plug

26. Power distributor

27. Cooling water channels in the cylinder jacket

28. Intake valve vestibule

29. Exhaust valve anteroom

30. Exhaust gas outlet opening from the rotor

31. Fresh charge inlet opening in the rotor 32. Exhaust gas outlet opening on the rotor shaft

33. Fresh charge outlet opening from the rotor shaft

34. Piston locking pin 35. Piston guide pin

36. Cylinder deactivation mechanism

37. Pressure oil line in the piston guide

38. Pressure oil line in the piston

39. Cylinder line attachment

40. Extension of the cylinder lines 41 connecting rod

42. Sealing rings on the rotor shaft

43. Sealing against oil leakage 44. Side support

45. Rotor drive

Picture directory

Image No. Description

1 front section AA in the motor. The vertical and horizontal cylinders are located at the end of the extension or. Compression stroke, the other two pairs of cylinders are at the end of the suction or working stroke,

2. Side section BB of the engine in Figure 1 outside the cylinders to show the entire structure of the engine and some peripherals.

3, side section in the engine through a pair of cylinders towards 3 _a end of the compression stroke, Figure 3 u 3 _a differ in the combustion chamber design and the consequently changed valve and cam structure.

4 rolled up view in the rotor bore to show the valve timing, the flow channels and the ignition mechanism, (channels in the rotor, in the rotor shaft).

5 design of the cams for inclined valves; Cf. Picture 3.

6 Design of the cams for the radial valves in Figure 3 _a .

7 Section on the cylinder attachment including the connecting rod to show the connecting rod guide, the pressure lubrication of the piston and the cylinder retraction mechanism.

8 _a Cooling water supply in the rotor.

8 _b Cooling water discharge from the rotor.

9 Representation of the flow channels and openings on the basis of cuts at various points along the rotor shaft. Image No. Description

10 Trochoid for different sized strokes OA - OÂ, EF - E Suction strokes

AB - ÂB, FG - FG compression strokes BD - BD, GH - H working strokes DE - DE, HO - HO extension strokes

11 Force and torque of different operating versions of the rotor depending on the angle of rotation: a centrifugal force of the piston at a constant radius! of the turning circle ------- with decreasing radius of the turning circle of the

Piston.

b Centrifugal torque

__________________ Actually ---- with constant radius

c Sum of the torques of the centrifugal force of all cylinders

d Torque of the centrifugal force of a piston on different strokes.

e Gas torque on the various strokes.

f Torque of the oscillating piston and the connecting rod in two strokes.

g Sum of the torques of all oscillating masses in four cylinders.

h Resulting torque of an 8-cylinder rotor

i Resulting torque of a 4-cylinder rotor (with or without cylinder deactivation)

j Resulting torque of an 8-cylinder rotor after switching off 2-cylinders. Image No. Description

11 k idling of a 6-cylinder Y-shaped rotor. } Torque of the oscillating masses of each pair of cylinders. Torque of the gas force.

1 Resulting torque of the operating case in k.

Claims

A four-stroke rotary cylinder engine of the Otto engine, which comprises the following features: 1 it consists of a rotor which is 1.1 disk-shaped and 1.2 cylindrical,

1.3 the combustion cylinders that

1.4 are installed radially in the rotor and

1.5 contain free pistons,

1.6 a trochoid, 1.7 a rotor shaft and 1.8 a clutch;

characterized in that

2 the rotor is carried by the rotor shaft, which forms the axis of the rotor, 3 are installed in the rotor 1, 2, 3, 4 or 5 cylinder pairs, the cylinders of each cylinder pair being directed radially towards one another around the rotor shaft, so that the combustion chambers in The rotor lies inwards and the pistons together with the connecting rods lie outwards, 4 the pistons are rigidly connected to the connecting rods and only move axially in the cylinder and thus radially in the rotor, 5 the outer end of the connecting rod slides on the trochoid and thereby the rotor set in rotation, 6 the cams have two elevations and are attached to the rotor shaft, 7 the valves are mounted radially on the rotor and inevitably. actuated by the fixed cams, whereby the intake or exhaust valves open or close, 8 the fuel-air mixture, exhaust gases, cooling water and pressurized oil flow into the rotor shaft via corresponding channels in the rotor shaft and through openings in the rotor shaft or flow out of the rotor to the outside ,. the rotor shaft is firmly anchored to the housing,

10 the trochoid forms part of the motor housing,

11 its inner surface forms the contour of an epitrochoid, 12 which, when applied against the angle of rotation of the rotor, represents a harmonic course and shows four periods in one revolution,

13 the trochoid has four elevations,

14 whereby the piston performs eight cycles in one revolution when the connecting rod slides on the trochoid,

15 all parts installed in the rotor, i.e. the cylinders, valves, spark plugs, pistons, piston guides and cylinder deactivation mechanisms, rotate with the rotor,

16 the clutch consists of a friction disc, pressure plate, compression springs and clutch housing,

17 the clutch friction disc is clamped by the pressure plate against the side wall of the rotor and thereby transmits the rotary movement of the rotor to the drive shaft of the motor, 18 the piston is supplied with lubricating oil by pressure lubrication, 19 the lubricating oil from the rotor shaft due to the centrifugal effect of the oil inlet openings in the rotor the pressure oil lines of the rotor as well as in the piston guide and in the connecting rod to the piston is pumped, 20 the valves and the outer parts of the cylinders are wetted with scatter oil from the housing, 21 the cooling water from the rotor shaft through the centrifugal effect of the cooling water inlet openings of the rotor into the cooling water jacket Pumped cylinders, 22 the electrical current from outside the motor via an electrical line in the rotor shaft and a distributor on the rotor shaft to two spark plugs in the rotor, 23 the distributor consists of a ring around the rotor shaft and two contact points to the line d it has electrical current to the two corresponding spark plugs, 24 the cylinder deactivation mechanism is built on each piston guide,

25 a locking pin is inserted into a bore in the connecting rod by switching on the cylinder deactivation mechanism of a cylinder, as a result of which the piston and connecting rod are locked,

26 only the connecting rod including the piston is blocked by the cylinder deactivation mechanism, the valves remaining in operation,

27 cylinder deactivation or activation by the cylinder deactivation mechanism only takes place at the end of the extension stroke,

28 the cylinders are only switched on or off in pairs by the cylinder deactivation mechanism,

29 when the engine starts, all cylinders in the rotor are switched off and only the rotor is set in rotation,

30 when starting by actuating the cylinder deactivation mechanism, two opposing cylinders are put into operation, 31 at partial load, in which only four cylinders are put into operation, the four cylinders standing perpendicular to each other are switched off, 32 the starting motor directly connects the rotor via a toothing on the circumference of the Rotors 33, by changing the epitrochoid on the trochoid, achieves a combustion cycle of different-sized strokes,

In which

1 the combustion order of the cylinders takes place against the direction of rotation of the rotor, 2 each cylinder performs two combustion cycles during one revolution, consisting of the suction, compression, working and push-out strokes.