EP2394023A2 - Moteur à combustion interne à pistons rotatifs - Google Patents

Moteur à combustion interne à pistons rotatifs

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Publication number
EP2394023A2
EP2394023A2 EP10702820A EP10702820A EP2394023A2 EP 2394023 A2 EP2394023 A2 EP 2394023A2 EP 10702820 A EP10702820 A EP 10702820A EP 10702820 A EP10702820 A EP 10702820A EP 2394023 A2 EP2394023 A2 EP 2394023A2
Authority
EP
European Patent Office
Prior art keywords
piston
disc
internal combustion
combustion engine
working
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.)
Granted
Application number
EP10702820A
Other languages
German (de)
English (en)
Other versions
EP2394023B1 (fr
Inventor
Helmut Porod
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of EP2394023A2 publication Critical patent/EP2394023A2/fr
Application granted granted Critical
Publication of EP2394023B1 publication Critical patent/EP2394023B1/fr
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C1/00—Rotary-piston machines or engines
    • F01C1/02—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents
    • F01C1/063—Rotary-piston machines or engines of arcuate-engagement type, i.e. with circular translatory movement of co-operating members, each member having the same number of teeth or tooth-equivalents with coaxially-mounted members having continuously-changing circumferential spacing between them
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/04—Lubrication
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C21/00—Component parts, details or accessories not provided for in groups F01C1/00 - F01C20/00
    • F01C21/08—Rotary pistons
    • F01C21/0809—Construction of vanes or vane holders

Definitions

  • pan, double-wing or rotary piston internal combustion engines are known, for the most part the power transmission from the piston to the working shaft by mechanical engines such as gear and planetary gear, crank mechanisms, and the control of work cycles by eccentric shafts, sliding blocks, control cam linkages and Pawls over- to take. It is also known that one or more piston pairs in an annular cylinder form variable spaces by a controlled mechanism. None of the above-mentioned engine systems known hitherto have been technically or commercially implemented. This is due not only to the usually very complex constructed mechanical power transmission and control systems, but in particular by a lack of thermal and high pressure gas tightness at the sealing boundary between the chambers of the rotating piston, the piston discs and the inner wall of the annular cylinder.
  • a working and internal combustion engine (DE-OS 1426022, 1969) is equipped with at least two in a cylinder, about a common axis rotating double-piston piston, which include located between their wings working chambers and connected via a control gear such that the one Wing piston, except its common orbital motion with the other wing piston, compared to the latter still performs an additional, the working chambers periodically increasing and decreasing relative movement.
  • the control gear relative to the planetary pinion eccentric of the eccentric drive is adjustable so that not only increases the degree of compression, but also an increase in the working chamber volume is achieved.
  • An internal combustion engine (DE-A 1965865 A, 1971) is described in one exemplary embodiment such that a ring cylinder with housing and toothed wheel are stationary. Shaft and flywheel are connected. Four double pistons as piston pair are rigidly connected to the associated piston disc. The circular motion of the pistons is generated by the shaft via the fixed gear, the planetary gear and an eccentric shaft, which are connected via sliding blocks with the piston disc, so that cylindrical spaces periodically increase and decrease.
  • the gear ratio of the planet gears to the fixed gear is 2: 1. Based on the speed of the eccentric shaft, the design corresponds to a four-stroke eight-cylinder piston engine.
  • An arc-piston internal combustion engine (DE-OS 2353807 A1, 1975) is characterized in that in each case two arc pistons located opposite each other in a ring cavity of the housing are connected to two pairs of curved pistons by two piston levers which are anchored on a pendulum shaft in a crosswise arrangement, which are twisted by turning the two piston levers form mutually four volume-changing combustion chambers in the annular cavity, each of which is delimited by two piston pistons.
  • the control of the gas exchange in the four combustion chambers is performed by rotating a slotted, on a central intake, the funnel-shaped design of the housing and sealed sealing against the funnel-shaped surface control cone.
  • a likewise known internal combustion engine (DE-OS 3038500 Al, 1982) with circular orbit of the piston pairs is divided into several zones and receives in each zone a working impulse after the four-stroke cycle.
  • a pair of pistons In each zone runs a pair of pistons, a piston of which is designed as a working piston and transmits the working pressure to the main shaft via a lever.
  • An opposed piston is equipped with a pawl and pressure spring, which takes over the support between working and counter-piston in a catch during the firing process.
  • the exhaust and intake valves are actuated by a control linkage and internally toothed gears by control cams.
  • a known internal combustion engine (DE-OS 3330125 Al, 1985) operates in a two- and four-stroke process with a rotary piston.
  • This rotary piston in a hollow cylinder with one or more fixed separation segments and with one or more piston segments on the shaft, which is mounted in the cylinder bottoms is offset by combustion pressure in a reciprocating motion.
  • the pendulum motion is thereby implemented via gears and freewheels in continuous motion.
  • the invention has for its object to present a functional, economical and technically feasible engine concept in a compact design with low production costs and new working principle, which not only improved overall efficiency compared to the now built-in motor vehicle reciprocating engine, but also a much simplified sensitive Control and regulation, which includes rotating in an annular cylinder piston pairs.
  • Another object of the present invention is to provide a high torque, long life, low speed engine that meets today's fuel and energy saving needs as well as low polluting exhaust emissions (eg, CO 2 emissions), including hydrogen powered or other alternative fuels (Natural gas, biofuels, etc.) can meet.
  • Another object is to provide with little effort a safe, effective and easy cooling of the engine and an integrated between the piston discs oil pump function for a pressure circulation lubrication.
  • the sensor-controlled RKB 50, 60 to be described in this invention with two conventional external starters or with two internal ECM 45, which are contactlessly switchable, controllable and controllable as a starter, generator and as a hybrid drive, magnetic disk and Hall sensor or position sensor, includes the particular two advantageous concept in an annular housing a common axis rotating piston discs, each with two symmetrically arranged pistons as piston pairs (Kp) directly in an upper and lower dead center (OTAJT) face each other a recurring working position for the alternately rectified rotational movement, without restriction by gear or crank gear, taking.
  • the compression and stroke ratio by the variable length of the pin 48 and / or the piston angle or piston length 1 - 4 and its diameter is determined.
  • two openings 30 are provided, which are connected to a compressed air line 32 and an electrically controllable valve 52 which can compensate for the compression pressure from the compression to the suction chamber when a piston is located between the two openings.
  • the required starter torque and the engine power eg with a rotary potentiometer on the gas pedal or other actuators
  • the variable compression Vc can be controlled.
  • the expansion chamber is another opening 31 which is closed with a check valve 54 and the chamber 29 opens at low pressure to facilitate the starting process.
  • the thereby compressed fuel-air mixture is then further rotated with both piston pairs 45 ° / 60 ° / 72 ° Kw by the starter of Kp a to the UT. If no ignition of the fuel-air mixture, the Kp b is rotated by the starter of Kp b again 90 ° / 60 ° / 36 ° Kw.
  • the alternating direction of rotation is switched by a magnetic disk 112 and with the aid of Hall sensor or position sensor 113 and control electronics, and the O position of the OT / UT is detected.
  • the spark is preferably controlled by a Hall sensor and a Hall wheel with at least two grooves directly with the Kp a, b and two single-filament coils, which are connected to a battery generated.
  • the control of an early and late ignition, as in conventional motors, via a vacuum box which is fed via the intake passage, by pressing the support plate 132, 133 take place automatically.
  • the Kp a, b can now alternately by simultaneously entrainment of the working shaft 58, gear control disc 83, 84 or the rotor 102 of the internal ECM by the oppositely acting backstop 75, 76, by 90 ° / 60 Continue turning ° / 36 ° Kw. At the same time all necessary work cycles are carried out. This process repeats until the engine is switched off.
  • the compression pressure in the chamber 27 is via an electrically controllable valve 52 for pressure control in conjunction with the accelerator pedal (e-gas) or other suitable adjusting mechanisms regulated so that both piston pairs after 90 ° / 60 o / 36 ° Kw still slightly touch the pin 48 and the idle speed is kept constant.
  • the electrically controllable valve 52 is simultaneously opened or further closed and the compression pressure in the chamber 27 and the operating power or speed of the motor reduced or increased. Also in this operating condition, the following pair of pistons will automatically stop in the OTYUT by the reaction force acting counter to the direction of rotation until the working pair of pistons contacts the stationary pair of pistons at its pin and then back up by transmitting the thermal gas pressure and the kinetic energy or momentum to the UT / OT and next At turns.
  • the speed of Kp a, b and the power of the engine by the early or late ignition via a vacuum box, which is connected to two rotatably mounted Hall sensors, regulated.
  • ECM drives as a generator and the power generated can be supplied to an energy storage.
  • a piston is located after each rotation of a pair of pistons of 135 ° / 120 ° / 108 ° Kw exactly in the position of the TDC between the exhaust and suction and the Spark plugs are arranged between two pistons in the BDC, no valves and valve control are required by a new sealing element concept, in which the piston pairs have a closed sealing boundary at 90 ° to the two piston disks and the housing wall,
  • the piston pairs At the At the Kp a, b are supported in the OT / UT by a backstop in the respective housing and with opposite action of a backstop the working shaft together with the gear control disc 83, 84 or the magnetic disk 112 and the rotor 102 with the externally excited permanent magnet 104 of the internal ECM, can be rotated, the torque alternately one of the two internal ECM with ignited fuel-air mixture and simultaneously from both internal ECM, with the ignition off via the backstop 75,
  • Hubions and the compression chamber or the compression within the constant circular segment in the cylinder of the motor housing of 180 ° Kw allows the execution of the inner housing and piston cross-section in round or square shape by the new sealing element concept is possible, with a continuous in the piston discs built-in oil pressure circulation lubrication can simultaneously perform a cooling and sealing function of the piston to the individual chambers and the housing interior.
  • 1.1 is a schematic side view of the interior of the engine with the recurring working position of the piston pairs and the division of the annular space into four chambers,
  • Fig. 2.1 shows an overall cross section through the involved in the motor principle
  • 2.2 is a partial section through the gear wheel control disk with sprocket and damper disc and the view of the device for locking and positioning of the pistons in TDC and UT,
  • Fig. 2.3, 2.4 shows the side views of the gear control disk for controlling the starter motors and the locking with two 180 ° Kw opposite circle segments and the position of the sensors in the OT,
  • Fig. 2.5- 2.7 is a partial cross-section and the isometric view of the internal ECM with the rotor (permanent magnet), stator (solenoid) and the brushless commutation of the magnetic disk by means of Hall sensors or position sensor,
  • FIG. 3.11 shows a path-time diagram (s / t diagram) of the two piston pairs to illustrate the alternately rectified rotational movement and the ratio of 2: 3 to the working shaft
  • FIG. 3.12 shows a working diagram (p / v diagram) of the sensor-controlled RKB as a naturally aspirated engine in cooperation with the pressure profile in the individual chambers versus the displacement volume (chamber volume)
  • FIG. 3.11 shows a path-time diagram (s / t diagram) of the two piston pairs to illustrate the alternately rectified rotational movement and the ratio of 2: 3 to the working shaft
  • FIG. 3.12 shows a working diagram (p / v diagram) of the sensor-controlled RKB as a naturally aspirated engine in cooperation with the pressure profile in the individual chambers versus the displacement volume (chamber volume)
  • FIG. 4 is a circuit diagram showing the engine control with the ignition, the Hall sensor and Hall wheel, the locking device with solenoids, and the external starter motors via circular segments by sensors and a Zündstartschalter,
  • Fig. 4.1 shows a portion of the circuit diagram showing the motor control of the conventional external starter with the Pol Listesciens for reverse rotation
  • FIG. 6 shows the isometric view of the oil pump function integrated in the piston disks with pump disks
  • FIG. 9.1 shows a block diagram with the internal ECM arranged to the left and right of the RKB, as a function of a parallel hybrid drive.
  • the engine includes two 180 ° Kw opposite pairs of pistons with the piston 1, 2 (Kp a) and 3, 4 (Kp b), interchangeable on each of a circular piston disc fifth 6 can automatically position themselves axially at the same distance from the inner wall of the housing 17, 18. This is once by the sliding connection of the piston rod 8 in the piston pin 7 and a precise radial backlash adjustability by means of two threaded pins 12 in the threaded bore 11, with spherical and eccentric offset screw end which engages in a sliding block 9 Fig.
  • each of the four pistons has a right-angled and in another variant a circular-arc-shaped cross-section which ends in the lower region in a base 10.
  • FIG. 5.6 These cross sections are designed to four pistons 1-4 with pins 48 at the end faces.
  • These pistons simultaneously perform a valve and sealing function with the closed housing 17, 18, 19 consisting of several parts, with the four chambers 26-29 and with the piston discs.
  • the intake 35 and exhaust port 36 is arranged on the circumference Fig. 1.1 of the housing so that a valve control for sealing the openings in the recurring rotational movements of the piston pairs in the working position of the OT / UT omitted.
  • the housing 17 and 18 has a threaded bore 40, 41 for receiving a spark plug 42 in the UT.
  • Two piston disks which are mounted on the outer diameter of the hub 14 on the left and right in the housing 17, 18 by means of ball bearings 15, 16, form a claw-shaped toothing 66, 67 at the end face.
  • a backstop (freewheel) 21, 22 which is connected to the hub 14 by a feather key 25, arranged so that alternately a piston discs with a Kp a or b centric to the working shaft 58 can rotate in one direction only.
  • the working shaft 58 is supported by sliding or needle bearings 61 in the hub bore of the piston disk Fig. 2.1.
  • On both sides of this shaft with the claw-shaped toothing 66, 67, an inner clutch plate be 69, 70 with the piston discs 5, and 6, axially coupled.
  • the inner clutch disc is mounted with the ball bearings 72, 73 and 77, 78 on the outer clutch disc.
  • a backstop 75, 76 is concentrically arranged so that the inner 69, 70 via the outer clutch disc (80), (81) with the feather key 82, the working shaft rotates in the piston direction of rotation.
  • a gear wheel control disc 83, 84 with a ring gear 85, 86 for driving the piston pairs in the starting process of the engine Fig. 2.1, by means of external electric starter 139, 140, and in the internal ECM of the rotor 102 with Externally excited permanent magnets 104 and a magnetic disk 112 with the inner clutch plates 69, 70 rigidly connected.
  • the stator (E magnet) 103 of the internal ECM is attached to the housing cover 95, 96 concentrically with the working shaft.
  • the rotor is electronically rubberized or detected by three Hall sensors or position encoders 113 distributed around the stator 103 and also fastened to the housing cover. FIGS. 2.5 to 2.7.
  • a flywheel 88 in which the torque of the engine is stored and which may be in connection with a mechanical or automatic vehicle clutch and transmission.
  • an oil rotary duct 89 is provided, which can also accommodate a sensor 87 for speed detection of the working shaft.
  • a V-belt pulley 92 on the outer clutch disc 80 for driving the required attachment assemblies, e.g. Water pump, alternator, refrigerant compressor, etc. provided.
  • the working shaft is fixed and centered by two corrugated spring washers or disc springs 90 by means of two nuts 91 (or with other suitable Befest Trentsele- elements) to the housing in such a way that the outer
  • the starting process is on the one hand inventively made possible that with a positive axial coupling 66, 67, a connection of a sprocket 85, 86 via the gear control disc 83, 84 to the inner clutch disc 69, 70 and piston disc 5, 6 is produced.
  • the piston pairs a, b are thereby alternately driven by an external starter 139, 140 from any position, within the annular cylinder 19.
  • a sensor 118, 120 which is fixed to the housing cover 95, 96 at top dead center, the starters of the piston pairs a and b are switched on or off without contact via two symmetrically arranged outer circular segments 122, 123.
  • Via two symmetrically arranged inner circle segments 128, 129 is a sensor 125, 126, which is also attached to the housing cover 95, 96 at top dead center Fig. 2.1. switchable, whereby two solenoids 98, 99 can be activated, the two symmetrical operated on each side of the housing cover locks operate, whereby one of the piston pairs a, b is stopped.
  • the lock consists of a stable Bolzenbowung 100, 101 with a locking pin 97 and two stops 105, 106, which are connected to a damper disc 110, 111.
  • the gear control disk is rotatably stopped relative to the damper disk, against the damping action of a spring 115, 116 Fig. 2.2- 2.4.
  • a Hall sensor 130, 131 is provided which is rotatably mounted on a support plate 132, 133 on the outside of the housing cover 95, 96 and connected via a rod 149.
  • a vacuum controlled ignition with a spark plug and Einzelfunkenspule 144, 145 on each side of the housing for Kp a, b at an ignition after each 135 ° / 120 ° / 108 ° crank angle rotation of the working shaft represent.
  • Fig. 3.1 The sensor-controlled, electronic operation for starting and speed control of the motor, together with the position of the Kp a, b, the connected circular segments, the inductive sensors and the Hall wheel to the HaIl- sensors, is shown in Figs. 3.1- 3.10 and in Described below: Fig. 3.1
  • Kp b, a is from Kp a, b via circular segments by two solenoids that actuate a lock or by changing direction of rotation reversal of the external starter Fig. 4, 4.1 and the two internal ECM Fig. 2.5- 2.7, in OT / UT sensitively controlled, recorded.
  • Starter 1 turns Kp a by 90 ° Kw, first aspiration of fresh ignitable fuel-air mixture, Kp b in TDC. Pressure equalization by controllable throttle valve 52 in chamber 26, 27. The check valve 54 compensates for the negative pressure in chamber 28.
  • Starter 1 turns both Kp a, b directly facing each other and touching the pin with maximum contact by 45 ° Kw to the new working position (total 135 ° Kw), the Kp b is released in the OT, the Kp a stops.
  • Starter 2 continues to turn Kp b 90 ° Kw, the Kp a is held, priming and first compression of the fuel-air mixture with pressure compensation.
  • the check valve 54 compensates for the negative pressure in chamber 28.
  • Starter 2 turns Kp a, b 45 ° Kw to the 135 ° Kw of the working position. There is the first ignition of the fuel-air mixture and the first power stroke begins. Fig. 3.7
  • Both pairs of pistons continue to rotate by 45 ° Kw up to the working position due to the driving force and the moment of inertia of the Kp a, the second At takes place.
  • Fig. 3.10 Kp a and b continue to rotate by 45 ° Kw and have moved one full turn from the position of Fig. 3.2. The work cycles are repeated until the ignition is switched off or more fuel-air mixture is supplied.
  • the s / t diagram shows the interplay of the intermittently rotating and stopped Kp a, b in the ratio of 2: 3 to the working shaft and the four resulting At after a full rotation of both piston pairs.
  • Two corrugated springs 175 with three arches generate, in a deeper groove in the piston supporting, according to the invention the required contact pressure in all directions (see arrows a - h, Fig. 5.2 and Fig. 5.3).
  • two orthogonal oil scraper lubricating members 160 that overlap 183 toward the annular cylinder 19 are inserted. These lubricating elements are also pressed by a corrugated spring 175 with three arcs, radially and at 45 ° in the direction of the arrows ac.
  • the arcuate piston variant Fig. 5.5- 5.7 and Fig. 6.1, 6.6 is inventively by a cross section having a base 10 down, shown.
  • the piston groove 162 is led horizontally into the base.
  • the horizontal groove 163 in the base Fig. 6.3 is used, as in the rectangular piston variant, for receiving further, to the piston disc 90 ° crossing trapezoidal sealing elements.
  • the protruding side in both piston variants has a small clearance 164, which corresponds approximately to that of the piston to the housing, to the adjacent piston disk.
  • FIG. 6.5 With the sealing elements 166, 167 Fig. 5.1- 5.7, the sealing system is closed at the arcuate piston.
  • a corrugated spring 175 with three arc, the sealing elements 166 with chamfer and 167 in trapezoidal shape, held against the centrifugal forces and simultaneously pressed on the sealing rings 170-172 and end faces of the piston disc.
  • the compression ring segments 150, 151 have a wide opening width to allow them to overlap with the outer flat sealing elements 166 to prevent leakage due to manufacturing tolerances, thermal effects, or high gas pressure in the housing.
  • the resulting increased gas pressure during compression and combustion of the fuel-air mixture supports in all directions the sealing effect in the chambers to the pistons and piston disks of the design of the sealing system according to the invention.
  • the middle sealing ring 172 whose flanks coincide with the chamfer of the two piston discs, is rotated by a pin 180 which is attached to a piston disc.
  • a continuous oil pressure recirculation lubrication is designed, which at the same time also assumes a cooling function of the engine pistons and bearings with additional sealing function of the piston to each other and the housing.
  • an oil pump function FIG. 6 is advantageously integrated in the piston disks 5, 6.
  • an oil rotary feedthrough 89 Fig. 2.1 is provided which is sealed with two shaft seals 185 and mounted with two ball bearings 187 on the working shaft 58, - in the center of the working shaft an oil hole 190 is provided, which leads up to the piston discs and that in this bore a thread for receiving at least one check valve 192 (with flow in the screwing) provided and the working shaft is sealingly sealed at both ends frontally, - further holes 194, 195 radially Fig. 6 the pump groove segment 210,
  • An oil pump function Fig. 6 According to the invention Advantageously achieved in that the two piston discs 5, 6 as well as the engine pistons relative to the continuous rotation of the working shaft always turn after 90 ° / 60 ° / 36 ° Kw alternately once or rotate apart, on the two piston discs radial oil holes 186 are provided in connection are provided to the two pump groove segments 210, 211, between the piston discs two pump rings 215, 216 are provided, which are wider than the circular arc-shaped grooves and guided over the inner diameter in a recess 217 of the piston discs, these pump rings with two cams 218, 219 equipped are exactly in the pump groove segments 210, 211 abut on one side of the groove and which are so long that they can cover the two oil holes 212 after a rotation of 90 o / 60 ° / 36 ° Kw at the other end of the groove itself Furthermore, at least two driving pins on each pump ring
  • each piston a sealing plate 224 is dimensioned and fixed so that they once the groove 196, 203 Fig. 6.1, 6.3 in the piston and means two circular arcuate by notching 22nd 7 resulting, movable La see 225, 226 both holes 194, 195 can cover next to the piston rod 8, the capacity of the oil pump by the depth, width and radius of the pump groove segments 210, 211 can be adapted to the requirements.
  • the oil flowing through the housing Fig. 2.1 must be sealed to the outside.
  • the seal between the two housings 17, 18 and the annular cylinder 19 is effected by two flat or round sealing rings 230, which also simultaneously support the sealing of all four chambers to each other.
  • An axially acting flat sealing ring 231 seals the housing to the inner clutch disc.
  • the axial sealing of the piston disc 5, 6 to the outer clutch disc 69, 70 assumes an O-ring 232.
  • the sealing lips of the ball bearings 77, 78 take over the function of sealing the outer clutch disc and two O-rings 234, 235 to the working shaft.
  • the heat generated during the combustion process is known to be converted only to a small extent in kinetic energy.
  • the excess heat must be dissipated to the outside via a suitable cooling system.
  • both housing 17, 18 have a cavity 240 which is closed by the two housing cover 95, 96 and on each side of the housing cover two O-rings 244, 245 the space for a flowing cooling medium seal and that the annular cylinder 19 has a cavity 242 inside, through which the cooling medium can flow in the same direction.
  • the dividing wall 247 and an opposite rib 248 simultaneously serve to receive the required oil bores 204, 205.
  • Each individual piston is advantageously cooled in addition to the oil cooling by flushing the front and rear with fresh fuel-air mixture after each full revolution.
  • FIGS. 8.1, 8.2 and 9 The overall motor concept in the exterior view 50, 60, 45 is shown in FIGS. 8.1, 8.2 and 9.
  • the sensor-controlled RKB according to the invention are each mounted with two brackets 260 mounted opposite the housing in order to support the resulting motor torque.
  • the nozzle 262 in a horizontal position on the housing 17 is the connection to a carburetor of the engine.
  • the downwardly leading nozzle 265 on the housing 18 is provided for the connection of a muffler.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Ignition Installations For Internal Combustion Engines (AREA)

Abstract

Jusqu'à présent, les moteurs à combustion interne à double paire de pistons rotatifs tournant autour d'un axe central posaient des problèmes d'étanchéité des chambres entre elles et de distribution. L'invention vise à résoudre ces problèmes et à créer en outre une lubrification et un refroidissement efficaces du moteur. A cet effet, deux paires de pistons montées chacune sur un plateau porte-pistons (5), (6) présentent, aux points morts supérieur et inférieur (UT, OT) une position de travail récurrente. Des chambres (26 - 29) sont formées dans un cylindre annulaire, présentant respectivement deux tétons (48) façonnés sur les faces frontales des pistons et des éléments d'étanchéité trapézoïdaux orthogonaux ainsi que des segments de pistons dans le plateau porte-pistons. Au moins un ressort ondulé (175) sert à plaquer les éléments d'étanchéité du piston contre les bagues d'étanchéité du plateau porte-pistons et contre la surface intérieure du cylindre annulaire. Pendant qu'une paire de pistons s'immobilise lors de l'allumage commandé par capteur du mélange air-carburant, l'autre paire de pistons continue à tourner avec l'arbre de travail d'un angle de vilebrequin de 90°/60°/36° et tous les cycles de fonctionnement d'un moteur à quatre temps sont exécutés, un nouveau cycle se mettant en place après respectivement 135°/120°/108°. Le démarrage du moteur peut être réalisé aussi bien par deux démarreurs externes classiques, au moyen de segments circulaires, que par deux moteurs internes à commutation électronique dotés d'un disque magnétique et d'un système électronique de commande et de régulation, au moyen de capteurs et sans contact. Apportant une solution aux problèmes susmentionnés, ce moteur peut être utilisé non seulement comme moteur universel autonome, mais aussi comme moteur hybride et comme entraînement hybride et de génératrice, la compression régulée par le limiteur de pression (52) offrant encore d'autres avantages.
EP10702820A 2009-02-04 2010-01-22 Moteur à combustion interne à pistons rotatifs Expired - Fee Related EP2394023B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200910008205 DE102009008205B4 (de) 2009-02-04 2009-02-04 Rotationskolben-Brennkraftmaschine
PCT/EP2010/000358 WO2010089030A2 (fr) 2009-02-04 2010-01-22 Moteur à combustion interne à pistons rotatifs

Publications (2)

Publication Number Publication Date
EP2394023A2 true EP2394023A2 (fr) 2011-12-14
EP2394023B1 EP2394023B1 (fr) 2013-03-20

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Country Status (3)

Country Link
EP (1) EP2394023B1 (fr)
DE (1) DE102009008205B4 (fr)
WO (1) WO2010089030A2 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020164679A1 (fr) * 2019-02-14 2020-08-20 Branimir Vidinsky Procédés et machines à pistons alternatifs et rotatifs à déplacement positif

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DE102009008205A1 (de) 2010-08-05
DE102009008205B4 (de) 2012-11-08
EP2394023B1 (fr) 2013-03-20
DE102009008205A9 (de) 2011-01-13
WO2010089030A3 (fr) 2011-10-20
WO2010089030A2 (fr) 2010-08-12

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