EP2612985B1 - Rotary piston combustion engine - Google Patents

Description

The invention relates to a rotary piston internal combustion engine.

There are already a large number of publications in the field of rotary piston internal combustion engines.

From the DE 38 25 372 A1 is a rotary piston machine is known, which consists of a housing and two arranged in this identical rotary units. Both turning units are connected to each other via a gearbox and can rotate both in opposite directions and in the same direction. Each turntable consists of a rotor shaft, each with a fixed arranged compression and a working disk. On each disc, a circulating piston, preferably with a round cross-section, peripherally arranged which engage in a respective annular cylinder. Both compression disks with their Anko pistons and both working disks with their Expaus pistons are arranged on the shafts so that both disks lie on one level and the two Anko pistons and the two Expaus pistons mesh with each other.

While an Anko piston shuts off the overlap area and compresses sucked mixture in its ring cylinder, the other Anko piston sucks on the level with its back mixture and compresses it against the first Anko piston and into the overflow, its output through the associated Expaus Piston which expels burnt exhaust gases through an exit port at the same time is worn. At the same time, the combustion of the mixture takes place in the annular cylinder of the other Expaus piston, which has sucked before the Anko piston located on the same shaft and compressed against the Anko piston of the other shaft in the overflow. The combustion always takes place in the annular cylinder and in the overflow channel when the respective Anko piston closes the inlet of the overflow channel and the associated Expaus piston opens the outlet of the overflow channel. At the same time, the Expaus piston with its front side expels burned exhaust gases from the previous combustion cycle through an exit port.

The interlocking rotary pistons of each level take over periodically alternately both the task of the piston and the Absperrteils. As a result, the generated torque is alternately transmitted to their respective shafts, resulting in an alternating stress on the associated gears responsible for the synchronization. All shafts are equipped with lubricated bearings and the discs with the pistons made of thermo-resistant materials, such as ceramic. From the US 4 236 496 A a rotary piston engine is known which consists of a housing and two arranged in this identical rotary units. Both rotary units are connected by gears. Each turntable consists of a rotor shaft, two outer compression discs and a centrally located working disc. Each disc has a 180 "arc-length piston Both revolvers rotate in the opposite direction and in a 1: 1 ratio at the same speed The outer pulley discs suck in a fuel-air mixture and compress it into the compression ports against the check valves. The pressure exerted by the compression discs overcomes the spring force of the check valves and opens them.The compressed mixture flows into the combustion chamber, with decreasing pressure, the valves close again and thus also the combustion chamber. When the piston of the working disc releases the combustion chamber, ignition is effected by means of spark plugs, whereby work is performed on the working disc, the torque is then transmitted to the drive shaft by one of the two rotating units Outlet openings ejected by means of the pistons. Meanwhile, the other rotary unit refills the combustion chamber with fresh mixture and starts the next cycle.

An engine similar in its construction is in the DE 10 2009 033 672 B4 described. The engine is sealless and designed without valves. The pistons slide into each other and close with their lateral surface the compression and expansion spaces. The lateral surfaces of the piston areas and the lateral surfaces of the disc areas of the two rotors have a permanent mechanical sliding contact.

The combustion chamber is designed as a connecting channel which connects the compression and expansion spaces / working space and is arranged outside the working area. Due to the high temperature loads, all discs must be made of ceramic.

Significant disadvantage of the aforementioned solutions is that during rotation of the rotor shafts strong unilateral axial and radial loads due to the expansion of the working medium act on the waves or bearings, which are also transmitted to the gears. The loads of the rotor shaft along the axis of rotation have a detrimental effect on the service life of the motors and limit their possible applications. For storage of the rotor shaft special bearings are required, which must withstand high loads. In addition, these motors are subject to high wear.

The outside of the working space lying combustion chamber according to DE 10 2009 033 672 B4 causes high heat losses.

In the mentioned Patent DE 38 25 372 A1 The combustion process takes place alternately in both ring cylinders, which are a special thermo-resistant

Material use such. Ceramic and possibly require a cooling system to accommodate temperature fluctuations. Another major disadvantage is the use of sealing rings on the thin outer sides of the rotor disks, which can lead to constant wear and leaks. The use of labyrinth seals between piston and cylinder wall creates friction and prevents the generation of higher power.

Furthermore, axial forces are absorbed by aerostatic thrust bearings to prevent axial displacement of the waves. The necessary compressed air supply, which is also necessary for the radial bearings, must be manufactured / produced to the detriment of the engine power or provided externally.

The invention has for its object to provide a lubrication-free working rotary piston internal combustion engine, in which the forces acting on the output shaft loads are significantly reduced and which is characterized by an improved mode of action. According to the invention the object is achieved by the features specified in claim 1. Advantageous embodiments and further developments are subject matter of claims 2 to 11. The Ratkolbenkolben.8rennkraftmaschine is equipped with at least two centrally mounted, counter-rotating, rotatable, synchronized, axially parallel rotor units, a working rotor unit and a Steuererrotoreinheit, which can be extended in modular design.

Each of these units consists of a rotatable shaft, on which at least one circular disc is fixed, which is equipped with at least one piston. A piston consists of two identical piston sections in the form of ring cutouts or annular segments, which are arranged mirror-symmetrically to each other, one on each end face of the disc. Identical here means that the two piston sections of a piston in their geometry, the cross-sectional shape and in the mass are always the same. The mirror-symmetrically arranged piston sections project beyond the outer edge of the associated disk, with respect to their radian length, to the same extent. The two piston sections form a piston in their function. There is also the possibility that discs have more than one piston. The pistons of adjacent discs lie in a common plane.

The disc and the associated piston sections can be made of a part that e.g. produced by casting, or of several parts, which are assembled into a functional unit.

The distance between the axes of rotation of two adjacent rotor units results from the sum of the outer radius of one piston and the inner radius of the other piston of two adjacent pistons of a plane. During the rotation of two adjacent piston creates an overlap area, in which the two adjacent pistons mesh with each other without contact.

The overlap area is located at the points where the circular path of the one piston of a rotor unit intersect with the circular path of the piston of the adjacent rotor unit. As a result of the non-contact meshing of the adjacent pistons, practically no friction losses occur in the operating state, which is of great advantage.

At least one piston of a disc acts as a working piston and at least one piston of the other disc as a closure piston. The closure piston has at least the same height as the working piston. The sum of the radian length of two intermeshing pistons corresponds to the circumference of a circle with the outer radius of the piston, which acts as a closure piston, or a radian length of 360 °.

In an embodiment with two rotor units, at least two housing components are provided, in which the two rotor units are rotatably arranged, such that the respective disks lie in one plane and are spaced from one another.

Between two adjacent housing components, an intermediate ring is arranged, which projects into the free space between two mirror-symmetrically arranged piston sections of a disc.

The disks with the annular piston sections are arranged in the housing components such that in each case the piston sections of two adjacent disks rotate in an annular cylinder chamber and intermesh without contact in the operating state in the overlapping region of two adjacent annular cylinder chambers. The housing components have an inlet channel for the intake of the fuel-air mixture and an exhaust passage for the exhaust gases and a combustion chamber, which communicate with the cylinder chamber. The combustion chamber is arranged outside the combing region of the piston sections and consists of two symmetrical chamber sections, which are arranged congruently in adjacent housing components.

In known rotary piston internal combustion engines usually results in an unbalanced torque receiving bearing problems due to a one-sided load on the rotor shaft of the rotor.

The proposed solution with regard to the arrangement of mirror-symmetrical piston sections, which project beyond the disk of the rotor shaft in the radial direction, leads to the compensation of a one-sided radial load on the rotor shaft, along the radial axis, or the axis which is aligned perpendicular to the axis of rotation of the shaft of the rotor , The radially acting force Fr is transformed into two equal axial forces F1 and F2 acting in opposite directions, where F1 = F2. Both forces compensate each other on the front sides of the respective rotor disk. The load on the rotor shaft is thus absorbed by two opposing forces. This makes it possible to produce rotary piston internal combustion engines, in which acts on the bearing points of the rotor shaft no unilateral radial and axial load. This leads to further performance advantages.

The pistons of individual working and control and closure disks may differ in the difference between outer and inner radius and / or the radian length and / or in the cross-sectional shape. This depends on the respective engine concept.

Adjacent disks arranged in one plane may differ in their height and / or shape of the lateral surface.

For synchronized movement of the rotor shafts they are connected to each other via a gear.

In the combustion chamber, an ignition device is arranged, which is actuated by arranged on the working rotor shaft control cam.

According to a preferred embodiment, a further second control rotor unit is provided with a second control rotor shaft on which a first control disk and a second control disk of identical design are mounted. Each control disc is equipped with a piston.

The other, first control rotor unit additionally has two identical control disks, a first control disk and a second control disk, each with associated control piston. The control disks of the second control rotor unit have a smaller outer diameter compared to the control disks of the first control rotor unit. The arrangement of the discs is such that in the working plane working piston and closure piston, in the first control plane, the piston portions of the adjacent first control discs and in the second control plane, the piston portions of the adjacent second control discs mesh without contact. The mirror-symmetrically arranged piston sections are also designed as a ring cutout or annular segment.

In the control and working planes, two adjacent housing components each have two intersecting circular openings in which the piston sections of two adjacent work and closure disks or two adjacent control disks rotate. Due to the intersection of the circular openings of different diameter, a cross-sectional area is created whose outer contour has the shape of an eight.

In adjacent housing components, an annular groove is in each case arranged in the wall defining the openings, the annular grooves being in the installed position two adjacent housing components are arranged mirror-inverted and form the respective annular cylinder chamber in the control and working levels.

At one or more end faces of the pistons of the second Steuererrotoreinhelt narrow channels are preferably incorporated to effect a pressure relief in the housing.

For additional compression of the fuel-air mixture grooves can be arranged on the lateral surface of the inwardly facing piston sections of the second control rotor unit. To compensate for weight or mass differences can be introduced at the outwardly facing piston sections bores. If necessary, the control discs can still be balanced by means of balancing weights.

Due to opposite rotation of the annular piston portions of two adjacent disks of a plane, the volume of space in the associated annular cylinder chamber or annular grooves between two adjacent opposite piston portions changes. This is especially necessary for the working cycle "compaction".

The combustion chamber communicates via feed channels with the annular grooves in the control planes.

The working cycles - suction - compression - working - ejection - occur simultaneously, during a rotation of the control rotors by at least 360 °. This can be significantly increased in comparison to conventional internal combustion engines, the liter of the engine.

With the proposed rotary engine can be achieved in economic design very high speeds of up to 14,000 rev / min and high torques.

Compared to conventional engines, the compression ratio can be increased by up to 30 times. Gasoline engines can reduce fuel consumption by up to 35%.

Between the rotating piston or piston sections and the wall (cylinder wall) of the annular cylinder chamber are no special measures, such as the arrangement of seals, wiper rings or lubrication required. As a result, virtually no friction losses occur. The engine according to the invention can be manufactured as a gasoline or diesel engine or as a gas engine.

Fig. 1

einen erfindungsgemäßen Verbrennungsmotor als Explosionsdarstellung,

Fig. 2

eine Draufsicht auf den Motor gemäß Fig. 1,

Fig. 3

einen Schnitt gemäß der Linie A-A in Fig. 2,

Fig. 4

einen Schnitt gemäß der Linie B-B in Fig. 2,

Fig. 5

einen Schnitt gemäß der Linie C-C (Steuerebene) in Fig. 3,

Fig. 6

einen Schnitt gemäß der Linie D-D (Arbeitsebene) in Fig. 3,

Fig. 7

die Arbeitsrotoreinheit als Einzelteil,

Fig. 8

die erste Steuerrotoreinheit als Einzelteil,

Fig. 9

die zweite Steuerrotoreinheit als Einzelteil,

Fig.10a bis 10c

eine vereinfachte schematische Querschnittsdarstellungen von Steuerebene und Arbeitsebene bei unterschiedlichen Betriebszuständen,

Fig. 11

eine weitere Ausführungsvariante eines erfindungsgemäßen Verbrennungsmotors mit zwei Rotoreinheiten in perspektivischer Darstellung,

Fig. 12

eine vereinfachte schematische Darstellung einer modularen Bauweise durch Steuerrotorerweiterung und

Fig. 13

eine vereinfachte schematische Darstellung einer modularen Bauweise durch Erweiterung von Arbeitsebenen und Steuerebenen.

The invention will be explained in more detail below using an exemplary embodiment. The accompanying drawings show:

Fig. 1

an internal combustion engine according to the invention as an exploded view,

Fig. 2

a plan view of the engine according to Fig. 1 .

Fig. 3

a section along the line AA in Fig. 2 .

Fig. 4

a section along the line BB in Fig. 2 .

Fig. 5

a section along the line CC (control plane) in Fig. 3 .

Fig. 6

a section along the line DD (working plane) in Fig. 3 .

Fig. 7

the work rotor unit as an individual part,

Fig. 8

the first control rotor unit as a single part,

Fig. 9

the second control rotor unit as a single part,

Fig.10a to 10c

a simplified schematic cross-sectional representations of the control plane and working plane under different operating conditions,

Fig. 11

2 shows a further embodiment variant of an internal combustion engine according to the invention with two rotor units in perspective view,

Fig. 12

a simplified schematic representation of a modular design by Steuererrotorerweiterung and

Fig. 13

a simplified schematic representation of a modular design by extension of working levels and control levels.

The in FIG. 1 shown internal combustion engine has three different levels, which are arranged in a defined parallel distance from each other, namely a first control plane S1, a working plane A and a second control plane S2. The working level A lies between the two control levels S1 and S2.

The internal combustion engine consists of three rotor units aligned parallel to one another, a first control rotor unit 20 (FIG. Fig. 4 and Fig. 8 ) and a second control rotor unit 30 (FIG. Fig. 3 and Fig. 9 ) and a work rotor unit 40 ( Fig. 3 and Fig. 7 ) passing through all three planes S1, A, S2. Each rotor unit 20, 30, 40 consists in each case of a rotor shaft 21, 31, 41, each with at least one circular disk with piston sections in the form of ring cutouts or annular segments, as will be described below with reference to FIGS FIGS. 7 to 9 is explained in more detail. The individual discs are rotatably connected to the associated rotor shaft.

The individual rotor units differ in their construction. On the control rotor shaft 21 of the first control rotor unit 20 (FIG. Fig. 8 ) are arranged three disks, a first control disk 22 and a second control disk 23, which have the same outer diameter, and a closure disk 24 with a smaller outer diameter than the aforementioned control disks. The arrangement of the control disks is set so that the first control disk 22 in the first control plane S1, the shutter disk 24 in the working plane A and the second control disk 23 in the second control plane S2. On each end face of the three discs 22, 23, 24, an annular piston portion 22b, 23b, 24b is arranged in each case. The piston portions 22b, 23b, 24b project radially beyond the outer edge or the outer edge of the associated disk 22, 23, 24 Direction close to the inner wall of the associated annular cylinder chamber 7, 8, 9 in the housing. The radial projection of the piston sections depends on the respective working volume of the engine.

The mirror-symmetrically arranged at the end faces of a disc identical annular piston portions each form a piston in their function and are therefore also referred to as annular control piston 22a and 23a and 32a and 33a and as an annular closure piston 24a, as in particular Fig. 8 to see. The annular working piston 42 a is In Fig. 7 shown. The respective pistons are in the FIGS. 7 to 9 characterized by a circle consisting of points.

In the housing components annular grooves 7a, 7b, 8a, 8b, 9a, 9b are arranged, in which the fixedly arranged on the discs annular piston sections rotate. The circular grooves of two adjacent housing components form a circumferential annular cylinder chamber 7, 8, 9 ( Fig. 4 ).

The provided in the housing components annular grooves 7a, 7b, 8a, 8b, 9a, 9b ( Figure 4 ), in which the piston sections rotate, extend along an octahedral curve and are interrupted at the portions where the annular piston sections of adjacent discs in a plane mesh. The curve results from the arrangement and diameter of the rotating disks in a plane and is particularly in the FIGS. 10a to 10c to see.

The annular pistons of the individual disks, working disk, shutter disk and control disks, may differ in width (difference between outer and inner radius), the Bogenmaßlänge, the height and the cross-sectional shape. The radial projection of a piston is constant with respect to its radian length.

In-plane, adjacent pistons may differ in their width (the difference between inner and outer diameters) and / or in their radian gauge length.

Opposite to the piston sections 22b, 23b, 24b of the two control disks 22, 23 and the closure disk 24 of the first control rotor unit 20 (FIG. Fig. 8 ) are arranged on each end face of the discs 22, 23, 24 balancing weights 22c, 23c, 24c. If necessary, a balancing weight is assigned to each piston section in order to ensure the required concentricity during operation.

The second control rotor unit 30 (FIG. Fig. 9 ) differs from the first control rotor unit 20 in that only two control disks 32, 33 are arranged, one in each of the first control planes S1 and the other in the second control plane S2.

The outer diameter of these control discs 32 and 33 are equal, but smaller than the outer diameter of the two control discs 22 and 23 of the first control rotor unit 20 to realize the required compression volume and to control the intake times. On each end face of the control discs 32 and 33, an annular, radially projecting piston portion 32b and 33b is also arranged. Due to its Bogenmaßlänge this is not referred to as a ring cut but as an annular segment.

In the example shown, the respective annular segment has a radomegrade length that is greater by the amount than the radian length of the adjacent piston portion 22b, 23b of the first control rotor unit 20. Accordingly, the sum of the radian lengths of the piston portions 22b and 32b and 23b and 33b is 360 ° ( FIGS. 8 and 9 ).

The two congruent piston portions of a control disk 32 and 33 form an annular control piston 32a and 33a in their function.

The piston sections 32b, 33b of the two control pistons 32a, 33a of the second control rotor unit 30 (FIG. Fig. 9 ) are also arranged congruently, wherein the discs are rotatably mounted on the control rotor shaft 31 so that both pistons 32a, 33a run synchronously, as in Fig. 9 shown. At the outwardly and inwardly facing end faces of these piston portions 32a, 33a narrow channels 34 are incorporated, which should ensure that the discharge of the compressed fuel-air mixture from the first control rotor unit 20 to the second control rotor unit 30, a pressure relief in the housing is achieved and Vibrations are reduced.

At the inwardly facing piston portions 32b, 33b grooves 35 are incorporated in the region of the lateral surface in order to increase the compression. In addition, bores 36 are provided on the lateral surface of the outwardly pointing piston sections 32b, 33b in order to be able to compensate for any weight differences of the piston sections.

The two control discs 32, 33 are designed to be identical and differ only by the position of the grooves 35 and holes 36th

To ensure the most accurate concentricity of the control discs 32, 33 and to avoid unwanted vibrations, they are balanced by means of balancing weights 32c, 33c.

The working rotor unit 40 is as a single part in Fig. 7 shown. On the working rotor shaft 41 only one working disk 42 is fixed, which lies in the working plane A. This is larger in diameter than the discs of the two control rotor units 20 and 30th

The diameter of the working disk 42 is dependent on the power and the intended use of the motor. On the disc 42, two annular piston portions 42b of the same radian length arranged on both end faces, each offset by 180 °, wherein the four piston sections 42b form two working pistons 42a. The side surfaces 42c of the piston portions form in the operating state, when they rotate in the annular cylinder chamber 8, the action surface. In analogy to a conventional piston-cylinder unit, this is the piston crown.

Due to the opposite arrangement of identical piston sections on each end face, the symmetry of the working disk 42 is ensured without additional compensatory measures.

The control rotor units 20 and 30 and the working rotor unit 40 are arranged in corresponding housing components 1, 2, 3, 4 ( Fig. 1 ).

Between the individual housing components each multi-part intermediate ring 5, 6 are arranged, wherein in the Fig. 1 only a portion of the intermediate rings 5, 6 can be seen The intermediate rings are designed so that they reach almost directly to the counter-rotating disks of a plane and fill the circular space between two congruent piston sections, taking into account a sufficient clearance to the required rotation of the to ensure respective discs. Due to the non-contact in the circular space portion of the intermediate rings is a separation between two adjacent circular grooves, which form an annular cylinder chamber. This is necessary to achieve the desired compression of the fuel-air mixture.

The housing components 1, 2, 3, 4 are structurally designed so that the arranged on the control discs 22, 23 of the first control rotor unit 20 balance weights 22c, 23c and arranged on the control discs 32, 33 of the second control rotor unit 30 balance weights 32c, 33c and the on the Verschiussscheibe 24 arranged balance weights 24c are separated by a circumferential housing inner wall of the piston portions, as in the FIGS. 3 and 4 to see. As already mentioned above, the annular grooves forming the annular cylinder chamber, in which the piston portions of a piston rotate, are laterally bounded by this housing inner wall and a corresponding housing outer wall.

As in Fig. 1 to see, a first housing component 1 is mounted on a second, larger housing component 2. The second housing component 2 is connected to an equal third housing component 3. A fourth housing component 4, which corresponds in its size to the first housing component 1, is fastened to the third housing component 3.

In the housing components, two intersecting circular openings are provided in each of the two control planes S1 and S2 and in the working plane A, in which the piston sections arranged on the disks of the rotor shafts rotate in one another. In each of the three levels S1, A and S2 there are two overlapping ones circular openings that form approximately an octahedral cross-sectional area. The centers of the two circular openings lie in the three planes in each case on a common central axis, which is at the same time the axis of rotation for the respective rotor shaft 21, 31, 42 ( Fig.1 ).

In the cylinder walls delimiting wall of the housing components annular recesses or grooves are incorporated, wherein each of the adjacent grooves 7a and 7b, 8a and 8b and 9a and 9b of two adjacent housing components form annular cylinder chambers 7, 8, 9, as in particular Fig. 4 to see. The in the form of eight curved cylinder chambers 7, 8, 9 are interrupted in the overlap region, wherein the maximum width of this overlap region is determined by the piston portion having the opposite of the adjacent piston portion, the greater width (difference between outer and inner diameter).

In the annular cylinder chambers 7, 8, 9 arranged on the associated discs rotate annular piston sections or pistons, which mesh with each other in the overlap region. In the cylinder chamber 7 ( Fig. 5 ) mesh the piston sections 22b, 32b and in the annular cylinder chamber 8 (FIG. Fig. 6 ) the piston portions 24b and 42b. The lying in the working plane A cylinder chamber 8 forms the actual working space of the engine.

In the working level A, identical congruent cavities are provided in the adjacent housing components 2 and 3, which cover the combustion chamber 18 (FIG. Fig. 6 ) form. In the arranged between the two housing components 2 and 3 intermediate ring 6 is an unspecified to see opening through which the two combustion chamber halves are interconnected. Between the housing components 1 and 2 and 3 and 4 is also an intermediate ring 5, which has an unspecified to see opening, get over the fuel-air mixture from the one annular groove in the other annular groove of a cylinder chamber 7 and 9 respectively can.

The annular cylinder chambers 7 and 9 in the two control planes S1 and S2 are connected via supply channels 18a with the combustion chamber 18 ( FIGS. 10a to 10c ). Via these channels 18a, pre-compressed fuel-air mixture enters the combustion chamber or the combustion chamber 18 of the working plane A in the two control planes S1, S2.

To trigger the ignition process in the combustion chamber, an ignition device 19 ( Fig. 6 ), wherein the control of the ignition timing via a control cam 44 takes place.

In the first control plane S1 is in the cylinder chamber 7 of the control piston 22a of the first control disk 22 with the control piston 32a of the first control disk 32 of the second control rotor unit 30 in an operative relationship.

In the working plane A is in the cylinder chamber 8 of the working piston 42a of the working disk 42 with the shutter piston 24a of the shutter disk 24 of the first control rotor unit 20 in effect context.

In the second control plane S2, the control piston 23a of the second control disk 23 of the first control rotor unit 20 is in the cylinder chamber 9 with the control piston 33a of the second control disk 33 of the second control rotor unit 30 in an operative context. At the free ends of the shafts 21, 31 and 41 protruding from the first housing member 1, a gear is fixed to the first control rotor shaft 21, the gear 25, to the second control rotor shaft 31, the gear 37 and the working rotor shaft 41, the gear 43. The three gears 25, 37 and 43 engage each other and form a gear via which the rotational movements of the three shafts 21, 31, 41 are synchronized. About the working rotor shaft 41, the torque generated by the power stroke via the gear transmission 25,37,43 on the two control rotor shafts 21 and 31 is transmitted. The gear transmission is designed so that the working rotor shaft 41 rotates to the two control rotor shafts 21 and 31 in a ratio of 1: 2. The two control rotor shafts rotate in relation to each other in the ratio 1: 1. At the shaft end of the working shaft 41, a control cam 44 is disposed on the gear side, which takes over the control of the ignition timing.

The three rotatable shafts 21, 31 and 41 are mounted in corresponding cylindrical roller bearings 10, wherein two bearings are provided for each shaft. The bearings for the control rotor shafts 21 and 31 are respectively provided in the first and fourth housing member 1, 4. The two bearing points for the working rotor shaft 41 are located in the second and third housing component 2, 3rd

In the housing components 1 and 2 are each an inlet opening 11, which open into an inlet channel 12. In an analogous manner, there are also an inlet opening 13 in the housing components 3 and 4, which pass into an inlet channel 14. The fuel-air mixture is sucked in via the inlet openings.

Radially offset from the inlet openings are in the housing components 2 and 3 outlet openings 15, 16, which communicate with an outlet channel 17 for the exhaust gas formed.

The control and working wheels and gears are attached, for example by means of splined connections on the respective shaft and secured by means known per se against rotation.

In the housing components are located in the working plane A not visible in the drawing pressure equalization channels to let the pressure acting during combustion on the outer surface of the combustion chamber closure piston 24a, evenly act on the inside of this piston. Thereby, the radial load on the first control rotor shaft 21 can be reduced.

The annular grooves and in these rotating piston sections have the same cross-sectional shape. As a cross-sectional shape, the rectangular shape is preferred for manufacturing reasons. However, other cross-sectional shapes are also suitable, e.g. round or oval.

The operation of the engine will be below, in particular with reference to the FIGS. 10a to 10c , in which the mode of operation in the two control levels S1, S2 and in the right column the mode of operation in the working level are shown in the left-hand column. Since the operation in both control levels S1 and S2 is identical, only the first control level S1 is shown. The motor is structurally designed so that all four work cycles, - suction - compression - work (expansion) - ejection, not sequentially but simultaneously.

The variable in their volume due to the opposite rotation of the piston sections or working spaces of the cylinder chambers 7 and 8 in the region of the control plane S1 and the working plane S1 are in the FIGS. 10a to 10c denoted by the reference numerals 7c and 7d and 8c and 8d.

About the starting system of the engine, the three rotor shafts 21, 31 and 41 are set in rotation, wherein the rotor shafts 21 and 31 in the opposite direction and the working rotor shaft 41 in the same direction of rotation as the rotor shaft 31 via the connected to the rotor shafts gear transmission 25, 37, 43 of the second control rotor unit 30, the directions of rotation being indicated by arrows ( Fig. 10a ).

The working rotor shaft 41 rotates to the two control rotor shafts 21 and 31 in the ratio 1: 2 and the two control rotor shafts 21 and 31 in the ratio 1: 1.

In the in Fig. 10a In a simplified manner, the rotating control pistons 22a of the first control rotor unit 20 and the control pistons 32a of the second control rotor unit 30 suck fuel-air mixture through the intake passage 12. At the same time, the control piston 22a, via its side face pointing in the direction of rotation, compresses the fuel-air mixture (of the preceding intake process) in section 7c (compression chamber) of the cylinder chamber 7 against the lateral surface of the counter-rotating control piston 32a, which closes the cylinder chamber 7 in the overlap region.

At the same time is located in the combustion chamber 18 (working level A) already compressed fuel-air mixture from the previous intake. While the work steps sucking and pre-compressing take place in the control planes S1, S2, the working piston 42a releases the opening to the combustion chamber 18 on the working plane A. The already compressed fuel-air mixture begins to flow from the combustion chamber 18 into the annular cylinder chamber 8 of the working plane. At the same time the ignition via the control cam 44 and the ignition device 19 is triggered. The expanding gas mixture acts on the side surface 42c of the working piston 42a located in the immediate vicinity of the combustion chamber, and thus sets the working rotor shaft 41, which is also the output shaft, in rotation. About the gear transmission, the two other rotor shafts 21, 31 are synchronized and rotated. The torque is provided via the working rotor shaft 41 on the clutch. About the triggered rotational movement of the rotor shafts, the closure piston 24a closes the annular cylinder chamber 8 in the overlapping region. Due to the rotational movement of the control piston 32a of the second control rotor unit 30 (FIG. Fig. 10b ) is sucked fuel-air mixture in the annular cylinder chamber 7 of the first control plane S1. A compression of the fuel-air mixture is not yet taking place. The control piston 32a closes the inlet 12 and the supply channel 18a to the combustion chamber 18. The control piston 22a of the first control rotor unit 20 further compresses the mixture via its side surface facing in the direction of rotation against the lateral surface of the counter-rotating control piston 32a and simultaneously draws in fuel-air mixture its rear side via the inlet channel 12. The working piston 42a releases the outlet channel 17 and escapes combusted gas mixture (exhaust gas). By the rotational movement of the closure piston 24a in the counterclockwise direction, the annular cylinder chamber 8 is free for the further rotational movement of the working piston 42a. In the further course of the cycle ( Fig. 10c ) passes through the rotational movement of the control piston 22a of the first control rotor unit 20 in the annular cylinder chamber 7 compressed fuel-air mixture in the range of action of the control piston 32a of the second control rotor unit 30. In this case, the control piston 22a enters a position which the transition or combing closes to the control piston 32a. By the rotational movement of the control piston 22 a in this position, further fuel-air mixture is sucked through the inlet channel 12. By synchronously running rotational movement of the working piston 42a in the clockwise direction, the combustion chamber 18 is closed. Immediately thereafter, the pre-compressed fuel-air mixture is pressed into the supply channel 18a and into the combustion chamber 18 and thereby further compressed by the rotational movement of the control piston 32a of the second control rotor unit 30 and then triggered the next ignition.

In the FIG. 11 the simplest embodiment of an engine according to the invention is shown. This consists of a working rotor unit 40 with a working rotor shaft 41, which is also at the same time output shaft, and a working disk 42 with working piston, wherein in Fig. 11 only the upper annular piston portion 42b can be seen.

In addition, this embodiment includes a control rotor unit 20 with a control rotor shaft 21 and a closure disk 24 with closure piston, wherein only the upper annular piston portion 24b can be seen. The working disk 42 and the shutter disk 24 lie in a plane with the associated annular piston portions 42b and 24b meshing with each other.

The associated annular cylinder chamber 8, in which the two piston sections 42b and 24b rotate in opposite directions, is analogous to that in the previous variant according to FIG FIG. 1 described, executed. In Fig. 11 only one housing component 3 is shown. The parts identified by the same reference numerals in this figure correspond to those already explained above with regard to the other figures. During a rotational movement of the control or shutter disk 24 by 360 ° take place all four work cycles.

In this embodiment, there is only one annular cylinder chamber 8, in which all four work cycles take place. The rotating closure piston 24a, consisting of the two arranged on the control or shutter disk 24 annular piston portions 24b, performs during a rotational movement through 360 ° three functions, he sucks fuel-air mixture through the inlet channel 12, compressing it with his Due to the rotational movement with its lateral surface in the overlapping region and thereby closes the annular cylinder chamber 8. By subsequently triggered ignition of compressed in the combustion chamber 18 fuel-air mixture via the piston 42a, the rotation of the output shaft 41st causes. About the gear ratio of the gears 43 and 25, the rotational movement of the control rotor shaft 21 takes place for the next cycle. The motor according to the invention can be used in various embodiments and sizes, similar to the known motors with lifting movement, e.g. In-line engine, V-engine, Boxer engine, VR engine, W engine, etc., are manufactured.

In its mode of operation, the motor can also be operated as an explosion engine. Based on the desired engine concepts in terms of performance and intended use, this has a modular design and can be expanded as required by connecting several working and control levels or by increasing the number of working and control rotors, even as a combination.

A work rotor has a working disk with up to ten working pistons, each piston consisting of two identical congruently arranged piston sections. The working pistons distribute themselves evenly over a radian length of 360 °. Embodiments with up to seven working pistons are preferred since the upper limit is reached in terms of liter capacity.

The control rotor with shutter disc and control rotor with control discs form a pairing, which can be arranged arbitrarily circular and depending on the number of working pistons around the working rotor, in a similar construction as in Fig. 1 shown.

Depending on the number of working piston, the number of closure piston is limited, since the sum of the radian length of both working and closing piston working plane within a revolution with at least two working cycles must not exceed 360 °.

In the Fig.1 and Fig. 11 variants shown can be expanded by the plane due to the modular design by other control discs and / or work disks.

Both control rotor units of the variant according to Fig. 1 can be increased analogously to further work rotor units.

This is possible because the function of the control piston in the control levels is to suck and compress fuel-air mixture. The closure piston of a control rotor unit has only the function to close the cylinder chamber in the overlapping region of the pistons of the working plane, whereby two working chamber sections arise.

In the FIGS. 12 and 13 are some examples of expansion options shown. The basic variants shown on the left half of the page correspond to those in FIG. 1 shown execution. According to Fig. 12 This can be extended by three control rotor pairs, consisting of a first and a second Steuererrotoreinheit 20 and 30, which are arranged around a working rotor unit 40 and are in operative relationship with this.

According to Fig. 13 can also be an extension of three rotor units 20, 30 and 40 in multiple levels, with respect to Fig. 1 on a rotor shaft a multiple number of discs are mounted.

Claims (11)

1. Rotary piston and internal combustion engine with a minimum of two synchronised, centrally mounted rotor units arranged axially parallel to one another in one housing (20, 30, 40), one working rotor unit (40) and a first control rotor unit (20), in which each of these units (20, 30, 40) consists of a rotatable shaft (21, 31, 41) on which at least one circular, torque-proof disc (22, 23, 24, 32, 33, 42) is fitted which is fitted with at least one piston (22a, 23a, 24a, 32a, 33a, 42a), and the pistons on adjacent discs (22 and 32; 23 and 33; 24 and 42) lie in one plane (S1, A S2), the distance between the rotation axis of two adjacent rotor units (20, 30, 40) amounts to the total of the outer radius of the one piston and the inner radius of the other in relation to two adjacent pistons in one plane, in which the rotation of two adjacent pistons results in an overlapping area in which the two adjacent pistons intermesh without making contact, characterised in that each piston consists of two identical piston sections (22b, 23b, 24b, 32b, 33b, 42b) in the form of ring-shaped cut-outs or ring-shaped piston sections which are arranged mirror-symmetrically to one another, one each on each face side of the disc, in such a manner that these piston sections (22b, 23b, 24b, 32b, 33b, 42b) protrude equally from the outer edge of the respective disc in relation to the length of their circular measure.
2. Rotary piston and internal combustion engine as in Claim 1, characterised in that in working plane (A) at least one piston is the work piston (42a) and another piston is the sealing piston (24a).
3. Rotary piston and internal combustion engine as in Claim 1 or 2, characterised in that the housing consists of at least two housing components (1, 2, 3, 4) in which the rotor units (20, 30, 40) are arranged in such a manner that they can rotate in such a manner that the respective discs (22, 23, 24, 32, 33, 42) lie in one plane (S1, A, S2) and the pistons of adjacent pistons in one plane rotate in ring-shaped cylindrical chambers (7, 8) in operating mode and intermesh without making contact in the overlapping area, and the cylindrical chambers (7, 8) are connected to an inlet channel (12) for drawing in a fuel-air mixture and an outlet channel (17,15) for exhaust emissions as well as a combustion chamber (18), whereby the combustion chamber (18) lies outside of the overlapping area of the piston sections and an intermediate ring (5, 6) is located between two adjacent housing components (1 and 2; 2 and 3; 3 and 4) which extends into the circular space between the two piston sections of a piston.
4. Rotary piston and internal combustion engine as in one of the Claims 1 to 3, characterised in that the pistons (22a, 23a, 24a, 32a, 33a, 42a) differ by the difference between the outer diameter and the inner diameter and in their cross-sectional form.
5. Rotary piston and internal combustion engine as in one of the Claims 1 to 4, characterised in that a further, second control rotor unit (30) with a second control rotor shaft (31) is fitted, to which a first control disc (32) and a second control disc (33) of identical design are affixed, whereby each control disc (32, 33) is equipped with a piston (32a, 33a), the other, first control rotor unit (20) additionally with two identical control discs, a first control disc (22) and a second control disc (23), each with a corresponding control piston (22a and 23a), in which the outer diameters of control discs (32, 33) of the second control rotor unit (30) are smaller than those of the control discs (22, 23) of the first control rotor unit (20), and in working plane (A) work piston (42a) and sealing piston (24a), in the first control plane (S1) the piston sections (22b and 32b) of the adjacent first control discs (22, 32) and in the second control plane (S2) the piston sections (23b and 33b) of the adjacent second control disc (23, 33) intermesh without making contact.
6. Rotary piston and internal combustion engine as in one of the Claims 1 to 5, characterised in that two adjacent housing components (1 and 2; 2 and 3; 3 and 4) each exhibit two overlapping circular openings in the control and work planes (S1, S2, A) which the piston segments with the same cross-section as the openings completely mesh into.
7. Rotary piston and internal combustion engine as in one of the Claims 1 to 6, characterised in that in adjacent housing components (1 and 2; 2 and 3; 3 and 4) respectively a ring-shaped groove (7a and 7b; 8a and 8b; 9a and 9b) is located, whereby when fitted the grooves of two adjacent housing components are arranged mirror-invented to one another and form the respective ring-shaped cylindrical chamber (7, 8, 9).
8. Rotary piston and internal combustion engine as in one of the Claims 1 to 7, characterised in that narrow channels (34) are worked into one or several face sides of the pistons (32a, 33a) of the second control rotor unit (30).
9. Rotary piston and internal combustion engine as in one of the Claims 1 to 8, characterised in that there are grooves (35) on the surface of the piston segments of the second control rotor unit (30) which face inwards (32b, 22b) and boreholes (36) on the surface of the piston segments which face outwards (32b, 33b).
10. Rotary piston and internal combustion engine as in one of the Claims 1 to 9, characterised in that the work and/or control discs (22, 23, 24, 32, 33) are balanced by means of counterweights (22c, 23c, 24c, 32c, 33c).
11. Rotary piston and internal combustion engine as in one of the Claims 1 to 10, characterised in that the combustion chamber (18), which lies outside of the ring-shaped cylindrical chamber (8) of work plane (A) is connected to the ring-shaped cylindrical chambers (7, 9) in control planes (S1, S2) via feed channels (18a).

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