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
  • F01C11/00—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
  • F01C11/002—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
• • 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
  • F01C21/06—Heating; Cooling; Heat insulation
• • 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
  • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
  • F02B55/08—Outer members for co-operation with rotary pistons; Casings
• • 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
  • F02B55/00—Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
  • F02B55/14—Shapes or constructions of combustion chambers
• • 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
  • F01C1/24—Rotary-piston machines or engines of counter-engagement type, i.e. the movement of co-operating members at the points of engagement being in opposite directions
• • 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
  • F01C1/30—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members
  • F01C1/40—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and having a hinged member
  • F01C1/46—Rotary-piston machines or engines having the characteristics covered by two or more groups F01C1/02, F01C1/08, F01C1/22, F01C1/24 or having the characteristics covered by one of these groups together with some other type of movement between co-operating members having the movement defined in group F01C1/08 or F01C1/22 and having a hinged member with vanes hinged to the outer member
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention concerns a rotary piston engine according to the preamble of claim 1.
• the object of the invention is to improve a rotary piston engine according to the preamble such that the previous problems with this type of engine are removed.
• Fig. 1 is a longitudinal sectional view of a first embodiment of the en- gine
• Fig. 2 is a cross sectional view of the engine in fig. 1 ;
• Fig. 3-7 illustrates working cycles of the engine in figs. 1 and 2;
• Fig. 8 shows a second embodiment of the rotary piston engine according to the invention.
• the rotary piston engine according to the invention works with rotary pistons and has in addition to that a pump function.
• the engine is primarily intended to be used as a source of power in vehicles and mobile machines, but can also be used in stationary applications.
• the engines of today are both large and heavy, costly to produce with many movable parts and consume a superfluous amount of fuel, which for no use drains the natural resources.
• the engine according to the invention is compact and light, simple to produce and symmetrically designed, has few movable parts, is fuel saving and can probably to a large extent be built of ceramic material. Moreover, the engine needs to be built only in a few different sizes, since one can choose output power by engaging or disengaging engines to or from an output shaft. Unlike conventional four-stroke engines, that transfer piston power by means of piston rods, the engine works very even, since no pistons have to be accelerated and decelerated and thus stopped at dead centers, which both lead to a loss of power and create major vibrations difficult to compensate for.
• a further disadvantage is that a piston in a four-stroke engine generates power only each second revolution, which means that the piston is forced to move one and three quarter revolutions without generating any power at all. This is a big drawback, since it means increased friction, an un- suitably large engine and moreover masses, that counteract acceleration and deceleration.
• the rotary piston engine comprises an engine block 1 with two almost circular cylinders. In the centers of the cy- linders, two pistons 2,3 with shafts 4 are joumaled in sides of the engine block.
• the pistons are circular, wherein approximately a fourth of their periphery is grooved on both sides, so that a sealing rod 6 permanently sealingly abuts the pistons.
• the pistons are interconnected by means of gear wheels 15,17 and an intermediate gearwheel 16 or a toothed belt arranged outside of the engine block one quarter of a turn displaced, so that said gear wheels rotate in the same direction and with the same speed.
• the sealing rod 6 (that comprises of a light and rigid material having a surface which is elastic and heat-resistant) is carried on the sides of the engine block in guide ways 18, so that it can move between the centre points of the pistons.
• the mounting of the sealing rod does not necessarily need to be limited to one plane only, but can follow a bent path or be connected to the crank by mechanical control. The important thing is that it at all times seals against the pistons.
• the length of the pistons should not exceed their diameter, and the groove and thus the caliper of the sealing rod should be adapted to an optimum relation.
• the valves 9a-9d with springs 20 rock about their shafts 19a-19d and have a double function, as they both open and close both gaps concurrently.
• the gaps 10-13 are in turn connected to funnel shaped nozzles to inlet and outlet ducts. It all contributes to a very efficient degree of filling and emptying, respectively, along the entire lengths of the cylinders.
• the pistons When the pistons are rotating they form different chambers A-H, wherein chambers G, C, that are formed in the middle of the engine, seal against the sealing rod.
• intake, compression, ignition, power generation and exhaust of fuel mixture are performed, while in the exterior chambers only intake and outlet of air occurs. The entire process is repeated twice per revolution on each side, thus four power strokes per revolution, what corresponds a conventional eight cylinder four-stroke engine.
• the rotary piston engine shown works with compression ignition (e.g. diesel fuel) and therefore without controlled heat (spark ignition).
• compression ignition e.g. diesel fuel
• spark ignition e.g.
• the combustion chamber has to be larger and has to be supplemented with an ignition apparatus.
• valve 9a is opened again, new air is sucked in and a new injection phase is started.
• the fuel is so compressed that it self-ignites, and the piston just manages to close the valve 9b, when the fuel expands into the chamber D.
• the combustion takes place in a narrow gap where the expansion becomes concentrated, with small cooling surfaces, using power optimally (compare to a common piston engine, where power is distributed along large cooling surfaces).
• the bottom one 3 of the pistons on the drawings has its top cam pressed down (clockwise) by the expanding fuel mixture and the power stroke is started with high torque.
• the power stroke in chamber D has been completed, at the same time as the cycle is restarted in chamber C.
• the heated up exhaust air can be used in a heater for the passenger compartment of a vehicle and/or as additional charge air via a charge air cooler to the intake ducts.
• the spring biased valves 9a-9d only lead to frictional losses, and when the valves open they assist in depressing the piston cams and, in this way, they regain the spring force, which is different to conventional valves, where the spring force is entirely wasted.
• the sealing rod 6 there are sealing and lubrication rings on each side of the pistons in the cylinder block 7 (alternatively on sides of the pistons) as well as sealing and lubrication bars in the periphery of the cylinder block 8.
• the lubricant is suitably distributed from an oil cooler tank, which is pressurised through a shunt from the pumps of the cylinder (possibly the oil is used also to cool the pistons internally via ducts around the piston shafts). Power can be taken off at both ends of the piston shafts 4, thus at four places, which simplifies and minimizes power transmission losses, e.g. for the cranking motor, the generator, the power steering and the air conditioning compressor.
• the engine is also equipped with a continuous engageable and disengageable drive shaft 5 in one of the piston shafts, which makes it possible to consecutively engage onto and start several engines to one shaft and thus to deliver power as required. Engagement and disengagement suitably is performed by means of electrical mesh clutches or sliding clutches 21 , which are controlled by a computer box through sensors sensing speed versus throttle level.
• the engine units are divided into a master engine, on which the necessary auxiliary units, such as the crank motor, the generator, the power steering, etc., are arranged, and other engine units, which are engaged and started gradually.
• auxiliary units such as the crank motor, the generator, the power steering, etc.
• other engine units which are engaged and started gradually.
• the slip clutch is activated and the driving shaft is rotated and the second engine is engaged and started.
• the third engine is engaged and started
• the fourth engine is engaged and started, etc.
• the engagement and disengagement of the engines does not necessarily have to be governed by means of a computer unit, but can also be dealt with manually from the driver's seat. It is obvious that this arrangement saves fuel and is environmentally, and at the same time the risk for engine halt is reduced as there are several engines to use. The exchange and repairing costs are lowered too, because a small engine is less pricy.
• the engine may also be built with a plurality of pistons, an additional piston (c.f. fig. 8, three pistons) and produce twice the power (eight strokes per revolution).
• an additional piston c.f. fig. 8, three pistons
• the engine can run on very low speed from approximately 200 rpm, and at very high speed, too, in excess of 12 000 rpm.
• On the high end speed is likely restricted by the valve springs 20 running in trouble to manage in time.
• a tradi- tional clutch pedal is not needed and that a gearbox possibly can be excluded.

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

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Publications (2)

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• 2010
  • 2010-04-27 WO PCT/SE2010/000110 patent/WO2010126425A1/en not_active Ceased
  • 2010-04-27 EP EP10770017.1A patent/EP2425107A4/de not_active Withdrawn

Non-Patent Citations (1)

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