EP0246288A1 - Moteur a cylindres rotatifs a quatre temps pour moteurs a allumagepar etincelle - Google Patents

Moteur a cylindres rotatifs a quatre temps pour moteurs a allumagepar etincelle

Info

Publication number
EP0246288A1
EP0246288A1 EP19860906761 EP86906761A EP0246288A1 EP 0246288 A1 EP0246288 A1 EP 0246288A1 EP 19860906761 EP19860906761 EP 19860906761 EP 86906761 A EP86906761 A EP 86906761A EP 0246288 A1 EP0246288 A1 EP 0246288A1
Authority
EP
European Patent Office
Prior art keywords
rotor
cylinder
cylinders
piston
rotor shaft
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Withdrawn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
EP19860906761
Other languages
German (de)
English (en)
Inventor
Abdel Halim Saleh
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.)
Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh
Original Assignee
Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh
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 Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh filed Critical Gesellschaft fur Innovations-Management-Marketing-Beratung Mbh
Publication of EP0246288A1 publication Critical patent/EP0246288A1/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Withdrawn legal-status Critical Current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
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • F02B57/08—Engines with star-shaped cylinder arrangements
    • F02B57/10—Engines with star-shaped cylinder arrangements with combustion space in centre of star
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B13/00—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion
    • F01B13/04—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder
    • F01B13/06—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement
    • F01B13/061—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement the connection of the pistons with the actuated or actuating element being at the outer ends of the cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D17/00—Controlling engines by cutting out individual cylinders; Rendering engines inoperative or idling
    • F02D17/02—Cutting-out
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft
    • F01B9/042—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts and not specific to preceding groups with rotary main shaft other than crankshaft the connections comprising gear transmissions
    • F01B2009/045—Planetary gearings
    • 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
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • 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
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four

Definitions

  • 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.
  • crank drives of lower weight are sought, which can be achieved by replacing some components of the existing engine types with plastic ones.
  • crank drive which can be assigned to the crank drive, rotary lobe or gas turbine engine types, has its advantages, but also its disadvantages.
  • 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].
  • 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.
  • 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].
  • 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.
  • the piston 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.
  • 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.
  • 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.
  • 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.
  • the number of cylinders can therefore be set to 4, 6, 8, 10, ... etc.
  • 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.
  • the length of the suction stroke can be increased from (OA) to (O ⁇ ) 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.
  • 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 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.
  • 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.
  • a specially shaped cam ((23, 24) in Fig.
  • the design described can be compared with the star, rotary and counter-piston motors with regard to the mass and torque effects.
  • the piston 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • a major advantage of this structure is the possibility of switching off some cylinders.
  • a complicated mechanism is required in the short drive system.
  • 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.
  • 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.
  • 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.
  • 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.
  • crank drive 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • the new engine as a whole can then be compared with the known crank drive motors.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Transmission Devices (AREA)

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.
EP19860906761 1985-11-08 1986-11-10 Moteur a cylindres rotatifs a quatre temps pour moteurs a allumagepar etincelle Withdrawn EP0246288A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3539648 1985-11-08
DE19853539648 DE3539648A1 (de) 1985-11-08 1985-11-08 Ein vier-takt-rotationszylindermotor der otto-brennkraftmaschine

Publications (1)

Publication Number Publication Date
EP0246288A1 true EP0246288A1 (fr) 1987-11-25

Family

ID=6285478

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19860906761 Withdrawn EP0246288A1 (fr) 1985-11-08 1986-11-10 Moteur a cylindres rotatifs a quatre temps pour moteurs a allumagepar etincelle

Country Status (3)

Country Link
EP (1) EP0246288A1 (fr)
DE (1) DE3539648A1 (fr)
WO (1) WO1987003041A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2254373A (en) * 1991-04-03 1992-10-07 Echarren Uzabel Ricardo Rotary cylinder i.c.engine,pump or compressor.
AUPQ676700A0 (en) 2000-04-07 2000-05-11 Stokes, Warwick James Improvements to internal combustion engines
DE102009024505B4 (de) 2009-06-08 2013-07-25 Erwin Becker Hubkolbenmaschine und Verfahren zum Betrieb einer Hubkolbenmaschine

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CH186634A (de) * 1936-02-24 1936-09-30 G Ziegler Verbrennungskraftmaschine.
FR2082714A5 (fr) * 1970-03-23 1971-12-10 Henry Max
US3688751A (en) * 1970-11-12 1972-09-05 Edward H Sahagian Rotary engine construction
US3942488A (en) * 1974-04-08 1976-03-09 Phillips Howard L Cam transmission internal combustion engine
US4070971A (en) * 1974-06-05 1978-01-31 Alden Henry Studebaker Engine efficiency

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8703041A1 *

Also Published As

Publication number Publication date
WO1987003041A1 (fr) 1987-05-21
DE3539648A1 (de) 1987-06-11

Similar Documents

Publication Publication Date Title
DE69520956T2 (de) Axialkolbenmaschine
EP0303649B1 (fr) Machine a piston oscillant
DE8234383U1 (de) Nockenbetaetigte hubkolbenmaschine
DE68914852T2 (de) Brennkraftmaschine mit rohrförmigem drehschieber.
DE69632754T2 (de) Axialkolbenmaschinen
DE3522988A1 (de) Split - motor fuer kraftfahrzeuge mit geteilter kurbelwelle und motor - querwelle fuer hilfsgeraete - antriebe
EP0191376B1 (fr) Entraînement de soupape avec transmission hydraulique
DE10304686A1 (de) Verbrennungsmotor mit veränderbarem Verdichtungsverhältnis
DE60117980T2 (de) Fremdgezündete rotierende brennkraftmaschine
DE102015105735B4 (de) Verfahren zum Betreiben einer Kraftstoffpumpe für einen Verbrennungsmotor, Kraftstoffpumpe und Verbrennungsmotor
EP0246288A1 (fr) Moteur a cylindres rotatifs a quatre temps pour moteurs a allumagepar etincelle
DE4135386C2 (fr)
DE2250589A1 (de) Rotationskolbenmaschine
DE3627018A1 (de) Verbrennungsmotor mit mehrfach-kurbelwelle
DE69627167T2 (de) Rotierende brennkraftmaschine
DE3804411A1 (de) Mittelachsige drehkolbenartige umlaufkolbenmaschine
DE4400135A1 (de) Zentrisches Anordnungsprinzip für ein Verbrennungsmotorbaukasten
EP0247223A1 (fr) Moteur à combustion annulaire
DE3430578A1 (de) Drehkolbenverbrennungsmotor
EP0581975A1 (fr) Moteur à combustion interne avec pistons tournant sur leur axe
DE3419582A1 (de) Taumelscheiben-motor
EP0799365B1 (fr) Moteur et compresseur a piston oscillant
DE69917632T2 (de) Rotierende Brennkraftmaschine
DE2723153A1 (de) Verbrennungskraftmaschine mit zweistufiger verdichtung und zweistufiger ausdehnung der expandierenden gase
DE69922223T2 (de) Kolbenverbindung

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH DE FR GB IT LI LU NL SE

17P Request for examination filed

Effective date: 19871121

17Q First examination report despatched

Effective date: 19880704

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 19890114

RIN1 Information on inventor provided before grant (corrected)

Inventor name: SALEH, ABDEL, HALIM