EP2312121A1 - Brennkraftmaschine mit rotierenden Zylindern - Google Patents

Brennkraftmaschine mit rotierenden Zylindern Download PDF

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Publication number
EP2312121A1
EP2312121A1 EP10187858A EP10187858A EP2312121A1 EP 2312121 A1 EP2312121 A1 EP 2312121A1 EP 10187858 A EP10187858 A EP 10187858A EP 10187858 A EP10187858 A EP 10187858A EP 2312121 A1 EP2312121 A1 EP 2312121A1
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EP
European Patent Office
Prior art keywords
engine
piston
rotor assembly
chamber
rotation
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Withdrawn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
EP10187858A
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English (en)
French (fr)
Inventor
Luigi Greppi
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Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2312121A1 publication Critical patent/EP2312121A1/de
Withdrawn legal-status Critical Current

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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
    • F01B13/045—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder with cylinder axes arranged substantially tangentially to a circle centred on main shaft axis
    • 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

Definitions

  • the present invention refers to an internal combustion engine, in particular to a rotating cylinder/piston engine.
  • the object of the present invention is hence to manufacture an engine with rotary pistons which has a reduced bulk, due to the extreme simplification of components, which is usable for any type of supply, which reduces the inertia forces due to the moving masses with respect to the crank gear and which allows directly the supercharge necessary for the increase of the specific power for the availability of a larger amount of comburent with respect to the normally taken in one, hence being able to provide to the cooling also with a stationary vehicle.
  • a further object is to offer an engine wherein it is possible to maintain the traditional and reliable cylindrical combustion chamber, so as to be able to increase the number of cylinders with the same piston displacement for improving the balancing and reduce noise.
  • An even further object is to provide an engine wherein the efficiencies of the Otto and Diesel cycles can be improved by varying the relative duration of the cycles with respect to those of the fixed alternate motion (typical of the connecting-rod/crank transmission) and the adjustment of the duration of the phases, consequently of the advances and of the delays of the valve lifts, also depending on rotation speed, by acting on a single central cam.
  • a further object is to manufacture an engine which is capable of using the kinetic energy developed by the rotating exhaust gases.
  • an internal combustion engine of the type comprising at least one casing defining inside the same a chamber within which a rotor assembly is rotatingly mounted provided with at least one piston slidingly mounted of alternate motion on a plane orthogonal to a rotation axis of the rotor element, wherein at least one piston is slideable within a respective cylinder (wherein the combustion of the fuel mixture occurs) integral in rotation with said rotor assembly rotatingly mounted offset with respect to the locus of the constraint points of one foot end of said piston.
  • the chamber is defined between two side walls of the casing and by one curved, peripheral wall, sandwiched between the two side walls, the perimeter of which is determined by said peripheral wall.
  • the location of the constraint points of the foot end is a circular line.
  • the foot end of said at least one piston is hinged on rotary, circular thrust bearing means centred on an axis offset with respect to said main rotation axis.
  • the inner wall of the housing chamber is circular and houses an equally circular rotor assembly body.
  • an inlet port equipped with valve means is provided, said inlet port being in communication with said chamber.
  • an engine shaft is provided - through which a torque is extracted - integral in rotation with the rotor assembly, According to a different aspect, the engine shaft is integral in rotation with said thrust-bearing means.
  • the engine shown in figs. 1 and 2 has, in a manner known per se, an engine casing 1 within which there is defined a housing chamber 2 of the rotor block, of the piston and of the cylinder.
  • chamber 2 there is housed, mounted rotating on an axis a-a', a block or cylinder body 3 within which there is slideably mounted a single piston 4.
  • said block is integral with a rotor element 5 mounted on casing 1 by means of suitable bearings 6a and 6b.
  • Chamber 2 is defined between two flat, parallel walls of cylinder block 1 and by a curved peripheral wall 6, which defines internally also a guiding and sealing surface.
  • wall 6 is defined by generatrixes parallel to the rotation axis a-a' of rotor 5.
  • the cylinder block or body 3 has internally a cylindrical cavity, covered by a suitable liner, to cause piston 4 to slide therein, in a manner traditional per se.
  • the external shape of block 3 in the embodiment of figs. 1-2 is circular with symmetry axis corresponding to rotation axis a-a' ; the sizing of block 3 and the mounting thereof with respect to chamber 2 is such that there is at least one tangential point with guiding wall 6, for example the point referred to as 6 ' in fig. 1 . Due to the circular shape of block 3, with its centre on rotation axis a-a ' , the point of contact 6' is fixed.
  • roller or slider 7 steadily connected with a pin 9, free to rotate and intended to slide - with the lowest possible friction - on the internal guiding surface of curved wall 6.
  • Roller 7 is meant to rest in a sealing manner on the inner surface of wall 6, in the point referred to as 10, with which it establishes a slider constraint for piston 4 and at the same time a seal.
  • Point of contact 10 is movable, chasing the position of roller 7 about rotation axis a-a ' .
  • wall 6 Since during the rotation of body 3 the piston works within its cylinder - sliding with an alternate motion - remaining resting (through roller 7) on wall 6, the curvature of said wall is capable of determining the alternate motion law of piston 4.
  • wall 6 may have a circular trend, or an elliptical one as visible in fig. 1 .
  • chamber 2 Due to the contact points which are established in 6' (fixed) and 10 (movable), in an original way, the inner volume of chamber 2 is divided into two varying-volume compartments (to the left and to the right of the piston, respectively, in fig. 1 ), which allows to use chamber 2 as a compression lung for comburent air, as will be better highlighted further on.
  • an inlet port of cylinder 3a On one side of the cylinder/rotor block 3, 4 (the left one in fig. 1 ) there is provided an inlet port of cylinder 3a, for example closed by a reed valve. Inlet port 3a communicates with chamber 2. Another external inlet port, provided to allow the immission of comburent air into chamber 2, is provided on casing 1. In a suitable position (not shown) there is furthermore provided an injector or carburettor to add vaporised fuel to the immission air, thereby obtaining the fuel mixture.
  • the two varying-volume compartments, defined in chamber 2, hence allow to effectively draw and compress the fuel mixture.
  • the left part of chamber 2 during the clockwise rotation of the piston/cylinder assembly, reduces in volume and hence compresses the air contained therein, before it can be introduced into cylinder 3 through inlet 3a, upon opening of the reed valve.
  • the half-chamber to the right of piston 4 widens in the same rotation, drawing air from outside engine casing 1.
  • the interaction between the cylinder/piston assembly and chamber 2 defines a sort of compressor for the air to be introduced into cylinder 3.
  • a mixture injector 11, with relative driving mechanisms 12, arranged directly in the block of the rotary cylinder/rotor may be provided.
  • a system for driving the injection pump may be shaped as a cam follower 12 kept projecting with respect to cylinder 3: the interaction of such follower 12 with the guiding surface 7 - which acts as cam surface during the rotation of cylinder body 3 - determines the actuation of the injector pump 11 with the desired timing.
  • the engine may provide oil supplies to keep the piston travel path and all the mutually moving parts in contact lubricated.
  • Fig. 1 shows a single engine casing 1 wherein a piston and relative cylinder is housed.
  • a similar engine is conceivable wherein a plurality of casings such as the ones shown in figs. 1 and 2 are arranged side by side with the external inlet and exhaust ports mutually coupled.
  • two external inlet ports of adjacent casings, coupled one opposite the other, are connected to a common manifold or conduit (not shown), whereto the intake air supply converges.
  • the outlet ports may be connected to a single exhaust gas outlet.
  • the operation of the engine according to this embodiment provides that the combustion occurs in a traditional way between piston 4 and the inner ceiling of the cylinder of rotary block 3.
  • the alternate movement of piston 4 is guided - instead of by a traditional crank gear - by the coupling between roller 7 and guiding surface 6.
  • a tangential thrust component is determined which keeps in contact this assembly, including piston 4, with respect to engine axis a-a'.
  • Chamber/compressor 2 causes the air, at a pressure higher than atmospheric pressure, to enter the combustion chamber facilitating the natural suction of piston 4 within its cylinder.
  • the mixture is hence formed which can explode due to the further compression by piston 4 in the combustion chamber (for example in diesel engines) or due to the ignition by a suitable spark plug 13 or other similar means (as occurs in standard gasoline engines).
  • the rotation of rotor 3, induced by the displacement of piston 4 following the combustion in the relative cylinder transfers the motion, by means of a suitable transmission (not shown), to the moving parts of the load, for example the wheels of a vehicle.
  • casing 1' houses a rotary body 3' wherein a pair of cylindrical chambers 14 and 15 is obtained, associated with respective pistons 16 and 17, mounted on the same rotor.
  • the two chambers 14 and 15 open in two opposite directions, so as to house pistons which move with parallel but opposite alternate motion. It is therefore possible to have 4 strokes per revolution, balancing them two by two.
  • fig. 4 shows an interrupted-section view, wherein the lower part is taken along the line IV-IV of fig. 3 , while the upper part represents a similar section but with rotor assembly 3 rotated by 90° in the direction shown by arrow F (phase wherein the pistons are in the position shown by a phantom line in fig. 3 ).
  • Figs. 5 and 6 show another embodiment conceptually equivalent to the one with two pistons shown in figs. 3 and 4 .
  • the alternate displacement of the pistons is created by establishing a relative rotation offset between the point of constraint of the pistons and that of the body of the cylindrical chambers, it is possible - should one wish to establish circular trajectories and not trajectories with an asymmetrical ellipsoidal shape as exemplifyingly shown in fig. 1 - to constrain the pin of the pistons to a rotary thrust bearing, having the same centre as the rotary block, arranged within the casing 1''.
  • the rotary body with cylinder chambers 30 rotates with an axis b-b' and chambers 14" and 15 " arranged symmetrically with respect to the rotation axis; unlike the second embodiment illustrated, this third embodiment provides that constraint points 80 and 81 of pistons 16 " and 17" are hinged to respective portions of thrust bearings R and R' arranged in rotation about a ring 82 with an offset centre (hence eccentric) with respect to the main rotation axis b-b'.
  • the practical implementation provides that the pistons not be guided by the rollers on an external guide (corresponding to the inner surface of the compression chamber), but be constrained internally, so as to allow the further reduction of the centrifugal forces and the frictions on the rollers.
  • the rotation axis of the thrust bearings determines the guidance of the piston movements, replacing the external guide, thereby making it possible to reduce the elongation and the weight of the piston, and consequently the forces deriving from the alternate movement of the masses.
  • the two thrust bearing portions R and R' having an angular extension preferably below 120°, during operation (slidingly guided between a pair of annular guides, internal guide 82 and external guide 83), move alternatively closer and further apart, without ever coming into contact and allowing the out-of-phase alternate motions of the two pistons 16 " and 17 ".
  • Figs. 7 and 8 show a fourth embodiment.
  • the operation principle is fully equivalent to the third embodiment illustrated.
  • the system is simplified because a single piston is provided per thrust bearing.
  • it is possible to lay side-by-side a plurality of casings 1"' to obtain a multi-cylinder engine.
  • the engine according to the present invention it is possible to advantageously do without some components traditionally found in internal combustion engines, such as the engine shaft (reduced to the point where the axis a-a' is fitted).
  • the circular shape of the cylinder blocks requires - the cylinder displacement being the same - a much smaller bulk with respect to traditional linear or V shaped engines, thus allowing the simultaneous presence of an internal combustion engine and of an electrical motor, as required in hybrid-propulsion vehicles, increasingly popular today.
  • the engine according to the present invention may be manufactured both as an Otto-cycle engine and as a Diesel-cycle engine.
  • an internal combustion engine the use of a carburettor or of a mechanical or electronic injection system can be provided.
  • the engine may be manufactured both as a traditional 4-stroke engine, and as a 2-stroke engine.
  • a single-lobe architecture of the guiding surface 6 may be provided, so as to allow more time for phase completion, due to a larger amount of overpressure air through the intake from the compression chamber.
  • valves for intake and discharge which will be operated with cyclical alternation and double wash every 2 revolutions of the engine, hence at half the speed compared to the rotor.
  • a gear integral with the rotor is provided to mesh with a planetary gear which rotates at half the speed for controlling any valves.
  • the cycle occurs in a 360° revolution of the rotor for the combustion-wash-supply-compression, due to the single lobe, external, elliptical guide.
  • the external guide could be defined bilobate, thus obtaining the opportunity of increasing the number of phases strokes (hence of useful phases) the engine revolutions being the same.
  • the rotary cylinder engine according to the present invention allows to combine the advantages of the rotary engine, such as the Wankel engine, with the advantages of the cylinder-piston assembly of conventional linear or V-shaped engines, definitely more accurate in terms of sealing and with smaller load losses, hence with greater efficiency.
  • the efficiency is hence higher both than the conventional, rotary cylinder engine, such as the Wankel engine, due to smaller load losses, and to the linear or V-shaped engine due to the smaller weight and due to the smaller number of moving components, which carry frictions.
  • the implementation of the engine as compressor rotor furthermore allows to obtain compressed air with which to effectively cool exhaust gases, thereby reducing the noise also with a stationary vehicle and increasing safety, since the risk of accidental burn injury is reduced, if not virtually eliminated and even the risk of igniting flammable material which may come in contact with the exhaust pipe (for example hay or the like).
  • the compressed air generated by compression chamber 2 may be used to keep driving the alternator, thus allowing energy recovery during vehicle operation.
  • a further force is generated due to the changing of the kinetic energies, in turn determined by the centrifugal or centripetal trajectories of the piston having decreasing or increasing instant rotation radiuses.
  • Such force generates thrusts on the cylinder walls which proved advantageous for the motion, further exploiting the energy produced by the expansion of burnt gases.
  • the engine design provides that the axis wherefrom propulsion power is drawn be the motor rotation shaft (integral in rotation with the cylinder wherein the piston slides), a different configuration may also be possible.
  • torque transmission through the rotor may induce torque counter-reactions between the piston and the cylinder such as to generate excessive frictions during the alternate sliding of the piston.
  • An alternative embodiment, illustrated in figs. 9-10 hence provides that the driving torque be drawn from the thrust bearings - when provided - which the piston foot is constrained to.
  • a cylindrical thrust bearing 90 is rotatably mounted offset with respect to the rotation axis of rotor 91. Said rotor is integral with the cylinder 92 wherein piston 93 is sliding. On the thrust bearing - as seen also above - the constraint foot of piston 93 is hinged, for example by means of a pin 93a.
  • Thrust bearing 90 comes out of the engine block or engine casing 95 with a power takeoff 94.
  • the engine shaft of rotor 91 is preferably supported by external bearings (not shown) or by other suitably lubricated, plain bearing means, arranged between the peripheral surfaces 90a of the rotor and an internal circular surface 95a of engine casing 95.
  • connection flaps 96 Preferably, in the case of installation of two pistons, the two parallel thrust bearings (one of the two not shown) are joined by two connection flaps 96, so as to create a sort of crank gear similar to one of an ordinary type, with better rigidity.
  • the thrust-bearing/crank gear/rotor relative motion remains equivalent to the one described above with reference to the other embodiments, but piston 93 transmits only axial forces (generated by the explosion of the fuel mixture), with no side pushes; connection flaps 96 improve air compression, wash and supply.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
EP10187858A 2009-10-19 2010-10-18 Brennkraftmaschine mit rotierenden Zylindern Withdrawn EP2312121A1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT001798A ITMI20091798A1 (it) 2009-10-19 2009-10-19 Motore a combustione interna con cilindri rotanti.

Publications (1)

Publication Number Publication Date
EP2312121A1 true EP2312121A1 (de) 2011-04-20

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EP10187858A Withdrawn EP2312121A1 (de) 2009-10-19 2010-10-18 Brennkraftmaschine mit rotierenden Zylindern

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EP (1) EP2312121A1 (de)
IT (1) ITMI20091798A1 (de)

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE812978C (de) * 1949-03-26 1951-09-06 Erich Immel Zweitakt-Brennkraftmaschine mit umlaufenden Zylindern
DE2850760A1 (de) * 1978-11-23 1980-06-12 John Kranefoer Tragscheiben-hubkolben-brennkraftmaschine
US20070062469A1 (en) * 2005-09-16 2007-03-22 Leonid Yakhnis Rotary radial internal combustion piston engine
WO2008111695A1 (en) * 2007-03-13 2008-09-18 Himtool Co., Ltd. Rotary engine

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE812978C (de) * 1949-03-26 1951-09-06 Erich Immel Zweitakt-Brennkraftmaschine mit umlaufenden Zylindern
DE2850760A1 (de) * 1978-11-23 1980-06-12 John Kranefoer Tragscheiben-hubkolben-brennkraftmaschine
US20070062469A1 (en) * 2005-09-16 2007-03-22 Leonid Yakhnis Rotary radial internal combustion piston engine
WO2008111695A1 (en) * 2007-03-13 2008-09-18 Himtool Co., Ltd. Rotary engine

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Publication number Publication date
ITMI20091798A1 (it) 2011-04-20

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