EP0477256B1 - Kolbenmaschine - Google Patents

Kolbenmaschine Download PDF

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Publication number
EP0477256B1
EP0477256B1 EP90909647A EP90909647A EP0477256B1 EP 0477256 B1 EP0477256 B1 EP 0477256B1 EP 90909647 A EP90909647 A EP 90909647A EP 90909647 A EP90909647 A EP 90909647A EP 0477256 B1 EP0477256 B1 EP 0477256B1
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EP
European Patent Office
Prior art keywords
cylinder rotor
piston
cylinders
rotation
axis
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.)
Expired - Lifetime
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EP90909647A
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German (de)
English (en)
French (fr)
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EP0477256A1 (de
Inventor
Josef Gail
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Individual
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Individual
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Publication date
Priority claimed from DE19893919168 external-priority patent/DE3919168A1/de
Priority claimed from DE19893932179 external-priority patent/DE3932179A1/de
Priority claimed from DE19893938793 external-priority patent/DE3938793A1/de
Application filed by Individual filed Critical Individual
Priority to AT90909647T priority Critical patent/ATE93581T1/de
Publication of EP0477256A1 publication Critical patent/EP0477256A1/de
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Publication of EP0477256B1 publication Critical patent/EP0477256B1/de
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    • 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
    • F01B13/068—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 an actuated or actuating element being at the inner ends of the cylinders
    • 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
    • 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
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1824—Number of cylinders six

Definitions

  • the invention relates to a piston engine, in particular a piston internal combustion engine.
  • a piston internal combustion engine with a cylinder rotor is known from German Offenlegungsschrift 25 02 709, which is rotatably mounted about an axis of rotation in a housing forming the machine base.
  • the cylinder rotor contains four cylinders, which are arranged at 90 ° to each other at an angle offset from one another about the axis of rotation of the cylinder rotor in pairs coaxially with the cylinder axis running perpendicular to the axis of rotation.
  • Pistons are slidably arranged in the cylinders, which in turn are rigidly connected in pairs by piston rods.
  • a crankshaft Coaxial with the cylinder rotor, a crankshaft is mounted in the housing, the crank arm of which carries rotatable eccentric disks, which in turn are rotatably supported in the bearing openings of the piston rods.
  • the eccentricity of the eccentric discs is chosen equal to the eccentricity of the crank arm of the crankshaft.
  • the cylinder rotor In the internal combustion engine explained above, the cylinder rotor must rotate at a speed that is equal to half the crankshaft speed.
  • the cylinder rotor is rotatably coupled to the crankshaft via a planetary gear.
  • the planetary gear has a sun gear on the crankshaft with a comparatively small diameter, which must take up the entire reaction torque of the cylinder rotor and must therefore be large. It has been shown that the planetary gear takes up a considerable part of the overall volume of the internal combustion engine with sufficient dimensions.
  • the piston stroke corresponds to four times the eccentricity of the eccentric discs or the crank arm of the crankshaft. Since the piston stroke cannot be made arbitrarily large for technical reasons in terms of combustion technology, the eccentricity of the eccentric discs or the crank arm are subject to design limits which cannot be exceeded. On the other hand, the double mounting of the eccentric disc on the crank arm on the one hand and on the piston rod on the other hand requires a certain amount of space, which can only be provided primarily by weakening the crank pin diameter. The weakening of the crank pin however, limits the maximum power that can be generated by the internal combustion engine.
  • the eccentric bearings are angularly offset from one another by 120 ° about the crankshaft axis and each comprise eccentric circular disks which are fixed relative to the crankshaft and are guided in the bearing openings of the piston rods by means of slide bearings.
  • a compressor of the same type, which charges the internal combustion engine, is coupled to the crankshaft of the internal combustion engine.
  • each pair of pistons can be supported on the cylinder in a rotationally fixed manner relative to the eccentric axis defined by its eccentric bearing, even if the eccentric axis currently coincides with the axis of rotation of the cylinder rotor.
  • the support takes place exclusively via the other two pairs of pistons, without the cylinder rotor also having to be coupled to the crankshaft in a torque-proof manner via a gear transmission or the like.
  • a piston engine of this type has the advantage that each of the three pairs of pistons is stably guided on the crankshaft in each of the angular positions of the cylinder rotor. This reduces rotational resonances, as can occur in the internal combustion engines with a cylinder rotor and double-bearing compensating eccentrics of the crankshaft explained above.
  • the radius of the eccentric circular disks is smaller than the eccentricity of the crankshaft, ie smaller than the distance between the eccentric rotation axes and the crankshaft rotation axis. This leads to the fact that the axial overall length of the internal combustion engine is increased by crank webs which connect the eccentric circular disks to one another.
  • the comparatively small bearing circle radius of the eccentric disk in connection with the strongly cranked arrangement of the piston rods limits the power that can be achieved in the known internal combustion engine.
  • a piston machine according to the invention which is in particular a piston internal combustion engine, comprises, similar to the machine known from US Pat. No. 3,665,811, a machine base and a cylinder rotor which is rotatably mounted on the machine base about a first axis of rotation and which has at least one group of three pairs of cylinders offset by 120 ° from one another around the first axis of rotation, the cylinders forming the pairs on opposite sides of the first axis of rotation with the same, for first axis of rotation vertical cylinder axis are arranged.
  • Pistons are displaceably arranged in the cylinders, of which the pistons assigned to the cylinder pairs are rigidly connected to one another in pairs by piston rods.
  • a crankshaft on which the piston rods of the piston pairs are guided by means of eccentric bearings, is rotatably mounted on the machine base about a second axis of rotation offset parallel to the first axis of rotation about a predetermined eccentricity.
  • the eccentric bearings are in turn angularly offset from one another by 120 ° around the second axis of rotation and define third axes of rotation which are fixed relative to the crankshaft, each of which is likewise offset axially parallel to the second axis of rotation by the predetermined eccentricity.
  • the eccentric bearings have eccentric circular disks which are firmly connected to the crankshaft, the disk axes of which define the third axes of rotation and which are rotatably seated in the bearing openings of the piston rods.
  • the cylinder rotor is therefore coupled to the crankshaft in a torque-proof manner exclusively via the piston rods.
  • the bearing circle diameter of the eccentric disk is selected larger than the predetermined eccentricity and the ratio of the bearing circle radius of the eccentric disk to the predetermined eccentricity is selected to be less than 4.
  • the crank webs required on the known piston machine on both sides of the eccentric circular disks are unnecessary, as a result of which the axial overall length of the crankshaft is kept small can.
  • the eccentric circular disks can essentially follow one another axially, the material cross section in the radial overlap area of the eccentric circular disks also being sufficiently dimensioned for the transmission of large radial forces.
  • each of the piston pairs has a cylinder rotor angular range when the cylinder rotor is loaded, in which self-locking would occur if it were not tracked by the positive guidance of the other two piston pairs.
  • the bearing circle diameter of the eccentric disc is therefore dimensioned so small according to the invention that the self-locking angle range of each individual piston pair, based on the cylinder rotor rotation, is in each case less than 60 °.
  • the choice of dimensions depends on the friction coefficient of the eccentric bearing and the piston in the cylinder as well as the eccentricity of the eccentric bearing.
  • the self-locking of a single piston pair is consciously accepted and the dimensions of the eccentric bearing ensure that the self-locking angular ranges of two piston pairs cannot overlap, which would lead to complete self-locking of the piston machine.
  • self-locking is avoided if the ratio of the bearing circle radius of the eccentric disk is chosen to be less than 4 and preferably less than 3 for its eccentricity.
  • the eccentric bearings In order to keep the bearing friction of the eccentric bearings small, they are expediently designed as needle bearings.
  • the needle bearing of the middle eccentric disc and thus also the middle piston rod can be mounted undivided over the outer eccentric disc due to the small axial dimension of the crankshaft.
  • the raceways are formed directly by the undivided bearing opening in the circumferential direction and by the circumference of the eccentric disk.
  • the cylinders When used as an internal combustion engine, the cylinders are successively charged in the region of their radially outer dead center with a fuel-air mixture which, at least as far as the fresh air content is concerned, is preferably compressed by means of an upstream compressor. It has been found that the combustion chamber can be better filled with a pre-compressed mixture if a small dead space volume is accepted in the radially outer dead center position of the piston and the gas inlet opening, through which the pre-compressed mixture is supplied, is arranged so that the Dead space volume can be filled with mixture before the piston reaches the radially outer dead center position.
  • the dead space volume can be provided by a radial oversize of the cylinder. However, the increase in the radial dimensions of the cylinder rotor can be avoided if at least one trough is provided in the roof of the piston instead.
  • Exhaust gas turbine driven compressor may be provided.
  • Such an exhaust gas turbine requires a comparatively high outlet pressure of the exhaust gases for economical operation and thus hinders the gas exchange.
  • the charge exchange can be improved if, as is provided in a preferred embodiment of the invention, the gas outlet opening provided in the housing is divided into two circumferentially successive, separate outlets, of which the outlet which is first charged during the rotation of the cylinder rotor is connected to the exhaust gas turbine.
  • the exhaust gas turbine is expediently driven in the rotation range after the radially inner dead center position of the piston by the exhaust gases flowing out at high pressure.
  • the cylinders of the cylinder rotor are closed radially on both sides of the piston to form two chambers separated by the piston.
  • Separate gas inlet openings and separate gas outlet openings are respectively assigned to the radially inner chambers and the radially outer chambers.
  • the radially inner chambers can be used as working spaces of a compressor that charges the radially outer chambers with pre-compressed gas.
  • the radially outer chambers can form a double compressor can also be designed as a compressor workspace or form the combustion chambers of an internal combustion engine. Both variants are characterized by high performance with a small construction volume.
  • the pistons can have a circular cross section, but are preferably narrower in the circumferential direction of the cylinder rotor than in its axial direction. In this way, the cross section available for accommodating the cylinders in the cylinder rotor can be better utilized, so that the displacement can be increased without increasing the diameter of the cylinder rotor.
  • the pistons can have a rectangular cross-section or semi-cylindrical narrow sides, which adjoin the otherwise flat broad sides of the piston. Both variants have the advantage that they can be segmented, i.e. sealing strips formed from several sections can be sealed towards the cylinder. In the case of a rectangular piston cross section, the sealing strips expediently overlap at the transition from the broad sides to the narrow sides.
  • U-shaped sealing strips are preferably used, which enclose the narrow sides between their legs. Overlapping sealing strips can be used in the present case, since due to the design of the piston machine no high pressure peaks occur in the combustion chambers.
  • ceramic is expediently used as the piston material, in order to be able to work at very high combustion gas temperatures in order to improve the efficiency.
  • the cylinders are expediently open to the circumference of the cylinder rotor and are closed off from the outside by a housing which closely encloses the circumference of the cylinder rotor.
  • a housing which closely encloses the circumference of the cylinder rotor.
  • One between the peripheral wall of the housing and the peripheral surface of the cylinder rotor The remaining annular gap can be compensated if both the peripheral surface of the cylinder rotor and the inner surface of the peripheral wall of the housing enclosing the cylinder rotor are slightly conical and the peripheral wall is axially adjustable.
  • the combustion chambers of the cylinders can subsequently be filled with the precompressed mixture at the radially outer dead center position of the pistons and ignited within the combustion chambers at an angular distance from the radially outer dead center position.
  • This has the advantage that pressure peaks are generated at an angular distance from the radially outer dead center position, which reduces the load on the crankshaft.
  • a combustion chamber fixedly arranged in the housing can also be provided, in which the pre-compressed fuel-air mixture is spark-ignited outside the cylinders, only to be introduced into the cylinder via the gas inlet opening.
  • the fresh air is expediently introduced into the combustion chamber via a check valve in order to relieve the compressor of the combustion pressure of the ignited combustion gases.
  • the ignited fuel gases are expediently fed to the cylinder at an angular distance from the radially outer dead center position.
  • the efficiency of such an internal combustion engine-compressor unit can be increased, in particular if it is an internal combustion engine, if the gas outlet opening of the internal combustion engine is connected to a heat exchanger which compresses the fresh air or compressed fresh air flowing in the gas supply path from the compressor to the gas inlet opening the compressed fuel-fresh air mixture is heated.
  • the heat exchanger expediently forms a wall part of the housing in the region of the gas outlet opening. To this way, the comparatively large gas outlet angle of the internal combustion engine can be used for efficient heat recovery.
  • the heat exchanger has an exchanger body with first channels which adjoin the gas outlet opening and run approximately radially to the first axis of rotation and with second channels which run essentially in the tangential direction of the cylinder rotor and lead from the compressor to the gas inlet opening.
  • the heat exchanger which is expediently flanged directly to the housing, uses the exhaust gases without significant cross-sectional constriction and flow losses, so that the exhaust gases can subsequently be used for the operation of an exhaust gas turbine driving the compressor.
  • the cylinder rotor has, on at least one of its side walls, annular, mutually coaxial cooling fins, between which complementary, annular cooling fins of the housing projecting from the opposite side surface of the housing. Due to their enlarged surface, the cooling fins form a labyrinth that transfers the heat from the cylinder rotor to the engine block.
  • the labyrinth is expediently connected to the lubricating oil circuit of the internal combustion engine in order to increase the cooling capacity.
  • the housing can be air- or water-cooled in the usual way and thus also take over the cooling of the oil flowing through the labyrinth.
  • a centrifugal disc attached to the transition of the outer jacket of the cylinder rotor into the cooling fin labyrinth seals the cooling fin labyrinth to the circumference of the cylinder rotor and essentially conveys the oil flowing in the labyrinth seal unpressurized peripheral chamber of the housing, from which it is returned to the oil circuit of the internal combustion engine.
  • the internal combustion engine shown in FIGS. 1 and 2 comprises a housing 1 with an essentially cylindrical interior 3, in which a likewise essentially cylindrical cylinder rotor 5 is arranged so as to be rotatable about an axis of rotation 7.
  • the cylinder rotor 5 has a substantially cylindrical peripheral wall 9 which is concentric with the axis of rotation 7 and which is closely enclosed by the interior 3, and is mounted on bearing projections 13 of the housing 1 via roller bearings 11.
  • the cylinder barrel 5 contains six cylinders 15, in which one piston 17 is arranged perpendicular to the axis of rotation 7.
  • the cylinders 15 and pistons 17 are arranged in pairs on opposite sides of the axis of rotation 7 in alignment with one another, ie, coaxially.
  • the axes of the cylinder pairs are angularly offset from one another by 120 ° around the axis of rotation 7 and lie in the same axis-normal plane of the cylinder rotor 5, but can also be offset somewhat from one another in the direction of the axis of rotation 7.
  • the pistons 17 assigned to one another in pairs are rigidly connected to one another by piston rods 19.
  • a crankshaft 23 is rotatably mounted in roller bearings 21 about an axis of rotation 25 offset parallel to the axis of rotation 7 by an eccentricity e.
  • the crankshaft 23 has three stationary eccentric circular disks 27 arranged axially next to one another, which are seated in bearing openings 29 of the piston rods 19 and guide the piston rods 19 via needle bearings 31.
  • the eccentric circular disks 27 define eccentric bearings with eccentric rotary axes 33 that are parallel to the axis of rotation 25 of the crankshaft 23, but offset by the value of the eccentricity e relative to the axis of rotation 25.
  • the eccentric rotary axes 33 of the three eccentric circular disks 27 are also 120 ° from one another about the axis of rotation 25 angularly offset around.
  • the eccentric circular discs 27 have a radius that is larger than the eccentricity e and are connected to one another only in their radial overlap region. Thus, only circular areas of the remaining eccentric disks project beyond the circumferential surfaces of the individual eccentric disks 27.
  • This has the advantage that the needle bearing 31 of the central eccentric disc 27 can be threaded over the two outer eccentric discs 27.
  • the running surfaces of the needle bearings are each directly through the Circumferential surfaces of the eccentric disc 27 or the inner surfaces of the bearing openings 29 formed in the circumferential direction.
  • the roller bearing cage provided for guiding the needle bodies is, for example, divided into two halves in order to be able to install the central needle bearing with the piston rod 19 undivided. Needle roller bearings are preferred in the context of the invention because they have more favorable friction properties, which, as will be explained below, is of advantage for the design of the internal combustion engine for higher outputs.
  • the pistons 17 move during the rotation of the cylinder rotor 5 about the axis of rotation 7 along a path 35 which intersects the axis of rotation 7 in a plane normal to the axis.
  • the eccentric rotation axis 33 coinciding with the center axis of the eccentric circular disk 27 moves, since the eccentricity distance e from the rotation axis 25 of the crankshaft 23 is equal to the eccentricity distance e of the rotation axis 25 from the rotation axis 7 of the cylinder rotor 5, also on the path 35.
  • the three pairs of pistons are guided in a torque-proof manner on the crankshaft 23 exclusively via their piston rods 19, which is made possible by the arrangement of the eccentric circular disks 27 which is fixed to one another and to the crankshaft 23.
  • the crankshaft 23 is in this case rotated relative to the cylinder rotor 5, namely at an angular velocity ⁇ k that is twice as great as the angular velocity ⁇ R at which the cylinder rotor 5 rotates about its axis of rotation 7.
  • the eccentricity e since the piston stroke is four times the eccentricity e, is comparatively small in practice, for example in the order of 10 up to 20 mm. Nevertheless, the crankshaft 23 can be built stably, since the bearing circle radius r of the eccentric circular disks 27 is easily larger than the eccentricity e. The choice of a comparatively large value of r is desirable, since in this way relatively large piston forces with a relatively small axial width of the eccentric circular disks 27 or the needle bearings 29 are made possible.
  • the eccentric axis of rotation 33 moves over the axis of rotation 7 of the cylinder rotor 5. If the axes of rotation 33 and 7 coincide, the associated pair of pistons could be rotated about the axis of rotation 7 together with the cylinder rotor 5. This effect can lead to resonance during operation in cylinder-piston piston machines with eccentric disks that can rotate freely with respect to one another. In contrast, the tendency to resonance of the internal combustion engine according to the invention is reduced since the cylinder rotor is coupled in a rotationally fixed manner to the crankshaft 23 in each rotational position of at least two of the piston pairs that are offset by 120 ° relative to one another.
  • the self-locking effect when driving the piston machine from the crankshaft 23 (compressor operation) or when driving from the piston side (internal combustion engine operation) is negligible.
  • the self-locking when driving the cylinder rotor 5 can be overcome if the friction-determining parameters are chosen so that an angular range ⁇ of the angle of rotation of the cylinder rotor 5, in which when driving from the cylinder rotor 5 can occur when considering only a single piston pair, is less than 60 °.
  • the angle ⁇ here designates the angle between the plane containing the axes of rotation 7 and 25 for the direction of displacement of the piston pair under consideration. Based on the relationships outlined in FIG. 4, the following relationship relevant for overcoming the self-locking effect can be estimated: arc tan ⁇ k -1 - arc sin re 1 + ⁇ e -2 ⁇ ⁇ 3rd
  • the achievable ratio r / e is less than 4, usually around 2.5 to 3.
  • the internal combustion engine comprises a compressor turbine 39 driven by an exhaust gas turbine 37, which compresses fresh air supplied via an inlet 41 and feeds it to a stationary mixing chamber 43, in which fuel is mixed in via a nozzle 45.
  • the compressed fuel-air mixture is heated in a heat exchanger 46 which is arranged in the exhaust gas path leading to the exhaust gas turbine 37, and is supplied approximately tangentially to the cylinder rotor 5 of an inlet opening 47, via which the cylinders 15 with the compressed and preheated fuel-air mixture be loaded.
  • the inlet opening 47 begins in the direction of rotation of the cylinder rotor 5 from a position assigned to the radially outer dead center position of the pistons 17 and is formed by a circumferential groove in the circumferential surface of the interior 3 of the housing 1 opposite the circumferential wall 9 of the cylinder rotor 5.
  • the cylinders 15 are essentially open over their entire cross-section to the peripheral wall 9 of the cylinder rotor 5, and the pistons 17 have a piston roof 49 following the cylinder contour of the peripheral surface 9, in which at least one recess 50 is recessed.
  • the trough 50 leaves a small dead space volume in the radially outer dead center position of the piston 17, which, after the inlet opening 47 begins before the outer dead center position, improves the filling of the combustion chamber with fresh mixture. It goes without saying that the dead space volume can possibly be omitted or else by a special design of the inlet opening 47 or an increase in the radial dimensions of the cylinder rotor can be provided.
  • the mixture is spark-ignited offset in the direction of rotation against the radially outer dead center position and drives the piston during the working phase into the radially inner dead center position opposite the radially outer dead center position to the axis of rotation 7.
  • the housing 1 is followed by an outlet opening 51, which is also designed as a groove and is open toward the peripheral surface 9 of the cylinder rotor 5 and in which the exhaust gases are supplied to the exhaust gas turbine 37 via the heat exchanger 46 , from which they emerge via an outlet 53.
  • the heat exchanger 46 arranged in the mixture supply path increases the efficiency of the internal combustion engine by using the exhaust gas heat to further increase the pressure of the fuel-air mixture.
  • a spring-loaded check valve 55 is provided between the mixing chamber 43 and the heat exchanger 46.
  • the heat exchanger 46 consists of an exchanger block 57 made of a good heat-conducting material, which has a plurality of channels 59 running in several mutually parallel planes which run approximately tangentially to the cylinder rotor 5 and which end in common collecting spaces 61 and 63 and which contain the fuel coming from the mixing chamber 43. Feed air mixture to inlet opening 47. Between the planes containing the channels 59 there are in each case a plurality of channels 65 running transversely thereto, which extend approximately radially to the cylinder rotor 5 and via which the exhaust gases do not deviate substantially and flow losses caused thereby flow to the exhaust gas turbine 37.
  • the exchanger block 57 is flanged directly to the housing 1, so that the space remaining between the exchanger block 57 and the peripheral surface 9 of the cylinder rotor 5 forms a collecting space 67 for exhaust gases.
  • Another collecting space 69 is provided on the side of the channels 65 facing away from the cylinder rotor 5.
  • the firing temperature in the cylinders 15 is comparatively high.
  • the pistons 17 are therefore made of ceramic material and are attached, for example screwed, to the head parts 71 (FIGS. 1 and 3) of the piston rods 19 made of metal.
  • the pistons have a rectangular cross section in a radial top view and extend with their narrow sides in the circumferential direction.
  • a compact construction of the internal combustion engine can be achieved.
  • spark plugs 73 are provided in order to achieve sufficiently uniform flame fronts.
  • the pistons are sealed by straight sealing strip sections 75 which are resiliently inserted in grooves in the piston side walls.
  • the sealing strip sections 75 of adjacent side walls of the piston 17 are offset radially with respect to the axis of rotation 7 and overlap in the corner regions of the pistons. This results in double-acting seals in the corner areas of the pistons.
  • FIG. 3 also shows a variant of the piston 17 in a dot-dash line, in which the piston 17 is again narrower in the circumferential direction of the cylinder rotor than in the direction of the axis of rotation of the cylinder rotor.
  • the piston has an approximately oval section, the narrow sides being formed by semi-cylindrical surfaces which merge into flat surface regions of the broad sides.
  • U-shaped sealing strip segments 76 are inserted into the circumferential grooves of the piston from the semi-cylindrical narrow sides, which receive the piston between its legs. It is understood that to improve the sealing effect, the legs of opposing sealing strip segments can overlap and that, as usual, sealing strip springs can be provided to increase the contact pressure.
  • Fig. 2 shows details of the cooling and lubrication system of the internal combustion engine.
  • a plurality of annular cooling fins 77 project from the axially located end faces of the cylinder rotor 5, coaxial with one another with respect to the axis of rotation 7, between which complementary annular cooling fins 79 projecting axially from the respectively adjacent side walls of the housing 1, also coaxially arranged one inside the other.
  • the cooling fins 77, 79 form axially on both sides of the cylinder rotor 5 labyrinths, which facilitate the heat transfer from the cylinder rotor 5 to the housing 1 due to their enlarged surface.
  • the housing 1 Adjacent to the cooling fins 79, the housing 1 can contain cooling water channels, not shown, which are connected to a cooling water circuit of the internal combustion engine and dissipate the heat from the housing 1.
  • the jacket of the housing 1 can also contain a plurality of axial cooling water channels to improve the cooling effect.
  • the labyrinths formed by the cooling fins 77, 79 are connected to the oil circuit of the internal combustion engine.
  • the lubricating oil is conveyed via the labyrinths to pressureless collecting channels 85 of the housing 1, which limit the labyrinths in the region of the outer circumference of the cylinder rotor 5 radially outward.
  • centrifugal disks 87 are attached to the cylinder rotor 5, which form sealing labyrinths with complementary axial surfaces 89 of the housing 1 and throw off the oil into the collecting channels 85.
  • the lubricating oil flowing through the labyrinth of the cooling fins 77, 79 improves the heat transfer from the cylinder rotor 5 to the housing 1 and is also cooled by the optionally cooled side walls of the housing 1.
  • the ignition system can be of conventional design and can include a magnetic switch 91 for control purposes, which responds to magnets 93 of a wheel 95 seated on the crankshaft 23 distributed in the circumferential direction.
  • FIGS. 1 and 2 Variants of the internal combustion engine are explained below. Parts shown in the figures are designated by the reference numerals of FIGS. 1 and 2 and provided with a letter to distinguish them. To explain the structure and the mode of operation, reference is made to the description of the exemplary embodiment in FIGS. 1 and 2.
  • the variant of the internal combustion engine shown in FIG. 5 differs from the internal combustion engine of FIGS. 1 and 2 essentially only in the type of combustion chamber design.
  • only the compressed fresh air is heated in the heat exchanger, which is not shown in detail, and is fed via a check valve 101, which is spring-loaded in a manner not shown, to a combustion chamber 103 arranged in a stationary manner in the housing 1a.
  • the fuel is injected into the combustion chamber 103 via a nozzle 105 and periodically spark-ignited by means of a spark plug 107.
  • the outlet channel 109 of the combustion chamber which extends essentially tangentially to the cylinder rotor 5a, opens into a channel 47a which is open to the peripheral surface 9a of the cylinder rotor 5a and which defines the inlet opening.
  • the cylinder rotor 5a is thus driven in the manner of a turbine by the expanding exhaust gases which periodically emerge from the combustion chamber 103.
  • the check valve 101 prevents effects of the working pressure of the combustion chamber 103 on the upstream compressor that compresses the fresh air.
  • FIG. 6 shows a variant of the internal combustion engine, which differs primarily from the internal combustion engine of FIGS. 1 and 2 by the design of its outlet opening 51b.
  • the outlet opening 51b is divided into two outlets 111, 113 which follow one another in the circumferential direction of the cylinder rotor 5b on the circumference of the housing 1b.
  • the outlets 111, 113 are separated from one another by a wall region 115 of the housing 1b, which is wider in the circumferential direction than the end opening of each of the cylinders 15b, so as to prevent a direct shunt path of the exhaust gases between the two outlets 111, 113 when the cylinder 15b moves past .
  • the exhaust gas turbine 37b is connected to the outlet 111 closest to the radially inner dead center position of the pistons 17b in the circumferential direction, and is driven in this way by the exhaust gases flowing out at the start of the outlet with high pressure.
  • the outlet 113 follows in the direction of rotation of the cylinder rotor 5b and, since it does not have to work against the pressure of a turbine, ensures that the exhaust gases can largely relax.
  • the charge exchange can be improved by dividing the outlet opening 51b into two successive outlets, of which only the first outlet is used to drive the exhaust gas turbine 37b.
  • a heat exchanger (parts 46 and 57 to 69) is not shown, but can be present in a modified form for the heat exchange between exhaust gases and compressed fresh air.
  • the pre-compressed mixture can also be cooled to achieve a high loading density before it is loaded into the internal combustion engine.
  • FIGS. 7 and 8 schematically show a variant of a piston internal combustion engine of the type explained in FIGS. 1 and 2, in which each of the cylinders 15c not only radially outwards through a peripheral wall 121 of the housing 1c, but also radially inwards Bottoms 123 of the cylinder rotor 5c are closed.
  • the piston rods 19c which in turn rigidly connect the pistons 17c to one another in pairs, are guided through the bottoms 123 in a sealed manner.
  • Each of the pistons 17c thus divides the cylinder 15c into two working spaces 125 and 127, of which the radially inner working space 125 is used as a compression space and the radially outer working space 127 as a combustion space.
  • an inlet channel 131 and an outlet channel 133 are arranged curved around the axis of rotation 7c of the cylinder rotor 5c, which, during a suction phase in which the piston 17c is moved radially outward, terminate in the radially inner space 125 Align opening 135.
  • the outlet duct 133 is aligned with the opening 135 towards the end of the compression phase.
  • the compressor formed by the radially inner spaces 125 is charged by the turbine compressor 39c with pre-compressed fresh air supplied at 41c.
  • the turbine compressor 39c is connected to the inlet duct 131 via a duct 137.
  • the exhaust gas turbine 37c connected to the exhaust gas outlet 51c of the internal combustion engine drives the compressor turbine 39c.
  • the exhaust gases flowing from the outlet 53c of the exhaust gas turbine 37c heat the compressed fresh air supplied to the combustion chamber 43c via a connecting channel 139 from the outlet slot 133 in a heat exchanger 141.
  • the combustion chamber 43c lies outside the radially outer spaces 127 of the cylinder rotor 5c.
  • the fuel is injected into the combustion chamber 43c via the injection nozzle 45c and is also ignited here by means of the spark plug 73c.
  • the spark plug 73c can also be arranged in the peripheral wall 121 of the housing 1c, so that the mixture is ignited in the combustion chambers 127.
  • the circumferential wall 121 must closely enclose the circumference 9c of the cylinder rotor 5c.
  • the circumferential surface 9c of the cylinder rotor 5c is designed to be slightly conical, while the inner surface of the circumferential wall 121 is designed as a complementary inner cone.
  • the peripheral wall 121 is axially adjustable in a manner not shown for tolerance compensation.
  • a turbine wheel 141 sits on the crankshaft 23c, which conveys cooling air into a labyrinth gap 143 formed by ring ribs 77c, 79c of the cylinder rotor 5c and the housing 1c.
  • the cooling air is supplied in the radially inner region of the labyrinth gap 143 and flows through axial channels 145, which are provided both in the housing 1c and between the cylinders 15c in the cylinder rotor 5c axially opposite side.
  • Ring channels 147 discharge the cooling air.
  • the inlet and outlet channels 131, 133 can, as indicated at 149 in FIG. 8, also be provided in the peripheral wall 121 instead of the end wall 129.
  • the opening 135 is then led through radial channels 151 to the circumference 9c.
  • the internal combustion engine explained above can also be used as a double compressor if the radially outer spaces 127 are also used as compressor spaces.
EP90909647A 1989-06-12 1990-06-12 Kolbenmaschine Expired - Lifetime EP0477256B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT90909647T ATE93581T1 (de) 1989-06-12 1990-06-12 Kolbenmaschine.

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE3919168 1989-06-12
DE19893919168 DE3919168A1 (de) 1989-06-12 1989-06-12 Kolbenmaschine
DE19893932179 DE3932179A1 (de) 1989-06-12 1989-09-27 Kolbenmaschine
DE3932179 1989-09-27
DE3938793 1989-11-23
DE19893938793 DE3938793A1 (de) 1989-06-12 1989-11-23 Kolbenmaschine

Publications (2)

Publication Number Publication Date
EP0477256A1 EP0477256A1 (de) 1992-04-01
EP0477256B1 true EP0477256B1 (de) 1993-08-25

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EP90909647A Expired - Lifetime EP0477256B1 (de) 1989-06-12 1990-06-12 Kolbenmaschine

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US (1) US5375564A (ja)
EP (1) EP0477256B1 (ja)
JP (1) JPH04506241A (ja)
DE (1) DE59002494D1 (ja)
WO (1) WO1990015918A1 (ja)

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RU2741166C1 (ru) * 2020-07-08 2021-01-22 Михаил Иванович Енов Уравновешенный роторный двигатель внутреннего сгорания

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RU2741166C1 (ru) * 2020-07-08 2021-01-22 Михаил Иванович Енов Уравновешенный роторный двигатель внутреннего сгорания

Also Published As

Publication number Publication date
WO1990015918A1 (de) 1990-12-27
EP0477256A1 (de) 1992-04-01
DE59002494D1 (de) 1993-09-30
US5375564A (en) 1994-12-27
JPH04506241A (ja) 1992-10-29

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