EP2762675A1 - Verbrennung Rotationskolbenmotor - Google Patents

Verbrennung Rotationskolbenmotor Download PDF

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Publication number
EP2762675A1
EP2762675A1 EP13153780.5A EP13153780A EP2762675A1 EP 2762675 A1 EP2762675 A1 EP 2762675A1 EP 13153780 A EP13153780 A EP 13153780A EP 2762675 A1 EP2762675 A1 EP 2762675A1
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EP
European Patent Office
Prior art keywords
engine
channel
blades
ignition
blade
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13153780.5A
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English (en)
French (fr)
Inventor
Cornel Ciupan
Mihai Ciupan
Emilia Ciupan
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Individual
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Individual
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Publication date
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Priority to EP13153780.5A priority Critical patent/EP2762675A1/de
Publication of EP2762675A1 publication Critical patent/EP2762675A1/de
Withdrawn legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • 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
    • F01C1/34—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 relative reciprocation between the co-operating members
    • F01C1/344—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 relative reciprocation between the co-operating members with vanes reciprocating with respect to the inner member
    • 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
    • F01C11/004—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle and of complementary function, e.g. internal combustion engine with supercharger
    • 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
    • F01C21/10—Outer members for co-operation with rotary pistons; Casings
    • F01C21/104—Stators; Members defining the outer boundaries of the working chamber
    • F01C21/106—Stators; Members defining the outer boundaries of the working chamber with a radial surface, e.g. cam rings

Definitions

  • the invention describes an internal combustion rotary engine designed for the operation of vehicles or certain tools, machinery, and equipment.
  • the Wankel engine [ US3359954 ; US2988065 ; US4490101 ; EP0337950 ] is among the best known rotary engines which obtain their rotational movement using a triangular rotor that spins in an oval housing.
  • the blades that pass through the corners of the triangular rotor divide the space between the rotor and the oval housing into 3 chambers which change their volumes according to the position of the rotor.
  • every chamber attached to a side of the rotor changes its volume from the minimum to the maximum value and back again, marking specific phases for the four-stroke engines: intake, compression, ignition and exhaust.
  • Wankel engine The main disadvantage of the Wankel engine is that it is less efficient than piston engines, which results in higher fuel consumption for the same supplied power.
  • the difficulty of achieving proper sealing between the rotor and the stator is a major disadvantage of this engine since it contributes to increased emissions of pollutants and the need for complex depollution installations.
  • Another disadvantage of Wankel engines is that their rotor performs a planetary motion which is a source of vibration that limits engine speed and affects performance.
  • U.S. Patent 7556015 "Rotary device for use in the engine” describes a solution comprising of a concentric stator and a rotor arrangement.
  • the cross section of the stator is cylindrical and the rotor has a polygonal cross section (with curved sides and filleted corners).
  • the sealing is accomplished by means of blades mounted on the stator.
  • the blades have a radial motion given by some actuators.
  • the disadvantage of this engine is the impossibility of efficient energy conversion, as the gas chamber volume variation from the minimum to the maximum value and back again corresponds to a small angle of rotation of the rotor (about 60 0 for an engine with 6 blades).
  • Another disadvantage is the complexity of the motor drive blade system, especially in the version where the blades are mounted on the stator.
  • Wankel engine disadvantages result from the planetary motion of the rotor and from the transmission of the rotor to the motor shaft with multiplier ratio that reduce the torque of the engine shaft.
  • Another disadvantage is the difficulty to achieve a reliable sealing, due the lack of compensation.
  • the present invention solves the technical problems by developing a simple and efficient internal combustion rotary engine, with low vibration levels, that can operate efficiently at speeds over 10,000 rpm, providing a power-to-weight ratio higher than that of all known engines and that can be designed and manufactured for a wide range of power and applications.
  • Another purpose of the invention is to achieve an internal combustion rotary engine that offers a constant torque relative to the angle of rotation of the motor shaft, without requiring a flywheel.
  • the invention aims at achieving an internal combustion engine that has a dynamic behaviour with very low response times and is able to accelerate quickly from minimum speed to maximum speed.
  • the rotary combustion engine comprises a rotary volumetric blade compressor, which compresses the air and sends it through a gallery, where fuel is introduced, to a rotary volumetric blade engine, composed of a housing with a complex bore obtained by combining the two cylindrical bores.
  • the bores have parallel axes, with one having a larger diameter than the other.
  • the rotor with blades is concentric with the smaller diameter bore.
  • the rotor has some radial slots on which the blades slide.
  • the space between two blades, the housing complex bore, the side covers and the rotor forms chambers.
  • the chambers' volume changes continuously.
  • the volume remains constant.
  • the fuel mixture is introduced between the blades through a feeder placed on the smaller bore, which is concentric with the rotor shaft.
  • a feeder placed on the smaller bore, which is concentric with the rotor shaft.
  • the volume of the chamber between the two blades remains constant. From here on, the intake phase is complete, and because of the movement of the rotor, the chambers pass successively through the stages of ignition and exhaust.
  • the ignition system When the engine starts, the ignition system produces a series of sparks in the ignition channel.
  • the ignition is propagated continuously from the chamber that is already burning to the next chamber, due to the fact that they communicate through the ignition channel.
  • This rotary internal combustion engine can run on any liquid or gaseous fuel.
  • the fuel can be introduced in a mixture chamber or directly into the ignition channel, by injection.
  • Fuel injection can be anywhere between the engine intake channel and the ignition channel.
  • the internal combustion rotary engine consists of a volumetric blade rotary compressor 1, which compresses the air and sends it to a volumetric blade rotary engine 2, equipped with a fuel supply system 3 and an ignition system 4.
  • the fuel supply system 3 can be placed in a mixture chamber 5 on gallery 6 which fuels engine 2, or it can be placed directly inside engine 2 ( fig. 3 ).
  • the fuel system 3 may be of the carburettor type or of the injector type. If it is of the carburettor type, it should be placed on gallery 6. If it is of fuel injection type, it should be mounted in the ignition channel I.
  • Compressor 1 takes in air from the atmosphere through filter 7 and sends it, at pressure p c , to rotary engine 2.
  • the fuel combustion occurs in rotary engine 2.
  • the burning gas expands inside rotary engine 2 and produces mechanical energy, a part of this being used to drive compressor 1.
  • the burnt gas is discharged into the atmosphere through exhaust system 8.
  • the air supply pressure of rotary engine 2 may be obtained by using a volumetric blades compressor 1, or a cascade system consisting of either a turbocharger and a volumetric compressor, or only of a turbocharger. Choosing a compressor or cascade system depends on factors such as the type of fuel used, the compression ratio, or others.
  • the internal combustion rotary engine can operate with any liquid or gaseous fuel.
  • Volumetric blade compressor 1 is designed as a blade pump, already known in itself.
  • Compressor 1 is composed of a housing 9, having_a cylindrical bore D C , a rotor 10 with some slots 10a, on which some blades 11 are mounted.
  • Rotor 17 has its center of rotation in point O RC , moved in relation to the center bore O C of housing 9 with the eccentricity e c .
  • R MC stands for the distance from the center of rotation O RC to a point M C on blade 11. Point M C is placed on the sealing line of blade 11.
  • the minimum volume of the chamber is achieved when two successive blades are placed symmetrically to the axis Y C -Y C , in the place nearest to housing 9 ( fig. 2 , top), while the maximum volume is reached when the two blades move to the opposite position.
  • the change of the chamber volume occurs by the surface variation between two successive blades 11a, 11b, inner diameter D C of housing 9 and the outer diameter d c of rotor 10.
  • the blades 11a and 11b pass successively from the position "C0", of minimum section, to the position "C1", of maximum section.
  • the chambers a c1 respectively a c2 , continuously increase their volume, performing intake, from channel A.
  • the fuel supply system 3 can be designed based on the principle of carburettors or injectors.
  • the ignition system 4 is designed to initiate the fuel combustion, meant as a continuous combustion. In case of accidental interruption of combustion during engine operation, a sensor controls the re-ignition of the fuel mixture.
  • the ignition system 4 can be set to provide a continuous spark of a certain frequency.
  • the engine 2 consists of a housing 12, comprising rotor 13, which is equipped with some slots 13a, on which some blades 14 are mounted.
  • Housing 12 is designed inside with a complex bore consisting of two cylindrical bores, a main bore 12a and secondary bore 12b.
  • the axis of the main bore 12a, of diameter D M passes through the O M point, while the axis of the secondary bore 12b, of diameter d M , passes through the O RM point.
  • the rotation axis of the rotor 13 is collinear to the axis of the secondary bore 12b and it is moved to the axis of the main bore 12a with eccentricity e M .
  • Rotor 13 is concentric to the secondary bore 12b.
  • the space between two successive blades (e.g. 14a, 14b), the inner bore 12a, the outer diameter of the rotor 13 and the lateral side covers forms a sealed chamber.
  • six sealed chambers are formed. They are labelled ( figure 2 ) with a 0 , a 1 , a 2 , b 0 , b 1 , b 2 .
  • the plane P which passes through the axis of bores 12a and 12b divides the complex bore of the housing into two symmetrical sides.
  • the chamber section is growing (chambers a1, a2).
  • the maximum volume of the chamber is reached when the two successive blades on the main bore are in a symmetrical position to plane P, in contact to main bore 12a.
  • Engine 2 is charged with the mixed fuel produced in chamber 5, pressure p c , through charging channel A M .
  • the operating cycle of the rotary engine is completed in five strokes. Two strokes take place in compressor 1 (intake and compression), while three of them occur in engine 2 (transfer, ignition and power, and exhaust).
  • the air compression takes place in compressor 1 as well.
  • the compression begins when the point M C of the blade 11c crosses line ⁇ C3 and ends when the point M C of the next blade 11d crosses line ⁇ C5.
  • compression channel R is sent through compression channel R and gallery 6 to engine 2.
  • the air pressure in compression channel R is p c .
  • Compression is due to the volume decrease of the chambers formed between two successive blades, by the entrance of the rotor 10 blades and the decrease of the R M radius.
  • Engine Intake is the first stroke of the engine itself.
  • the engine intake begins when the point M of blade 14a crosses line ⁇ 1 and ends when the point M of the next blade 14b crosses line ⁇ 2 .
  • the air compressed at pressure p c is taken in by the blade engine 2, through the engine supply channel A M, and transferred to the ignition channel I.
  • Channel A M is located in the secondary bore 12b area, and the compressed air or mixed fuel charge is achieved in the constant volume chambers a 0 and b 0 .
  • the fuel can be introduced into a mixing chamber 5, or directly into rotary engine 2, in the ignition chamber (formed by ignition channel I).
  • this stroke begins when point M of the blade 14a crosses line ⁇ 3 and ends when the center of mass of the chamber section passes to the right side of plane P.
  • the continuous movement of rotor 13 determines chamber a 0 , with mixed fuel at pressure p c , to reach the ignition channel I area.
  • a spark produced by the ignition system determines fuel ignition.
  • the fuel ignition triggers an increase in pressure and gas temperature.
  • the ignition gas acts with different forces upon the blades due to the latter's different surface. Thus, the engine produces useful work.
  • the fuel ignition for each chamber is no longer necessary, due to the fact that ignition is transmitted.
  • the ignition is transmitted from one chamber to the next one due to their communication through ignition channel I.
  • this stroke begins when point M of the blade 14a crosses line ⁇ 5 and ends when point M of the next blade 14b crosses line ⁇ 6.
  • volumetric blade rotary compressor 1 The operating cycle of volumetric blade rotary compressor 1 is presented on basis of figure 4 .
  • the value of the angle of the beginning of the intake delay ⁇ AC1 is determined from the condition of near pressures between the chamber that is just coming into contact with the intake channel and the intake channel A itself.
  • the value of the angle of the beginning of the discharge delay ⁇ RC1 is determined from the condition of near pressures between the chamber that is just coming into contact with the exhaust channel and the discharge channel itself.
  • Lines ⁇ 1 - ⁇ 7 define the following functional angles:
  • Figure 5 corresponds to the phase of intake beginning and exhaust end for chamber b 0 .
  • the charging phase for these chambers begins when a blade 14b crosses the line ⁇ 1 , and ends when the next blade 14c crosses the line ⁇ 2 .
  • chamber b 0 is connected to intake channel A M .
  • the compressed air, or the fuel mixture enters and goes from the charging channel A M into chamber b 0 , forcing the exhaust of the rest of the ignited gas in the chamber.
  • the overlap of the exhaust and charging stages lasts until blade 14c crosses line ⁇ 7 .
  • Figure 6 corresponds to the beginning stage of the ignition for chamber a 0 , when blade 14a crosses line ⁇ 3 .
  • chamber a 0 is isolated from the neighbouring chambers a 1 and b 0 .
  • Figure 7 corresponds to the phase of transmission of the ignition from chamber a 1 to chamber a 0 , when blade 14a crosses line ⁇ 3 . At this point, chambers a 1 and a 0 communicate with each other through ignition channel I.
  • the ignition initiated by the ignition system 4 in channel I and in the previous chamber is constantly being transmitted to the next chamber due to the communication of the chambers which are separated by the blade that goes through channel I.
  • Figure 8 represents the completion of the exhaust phase. After blade 14a crosses line ⁇ 5 , chamber b 2 between the blades 14a and 14b reduces its volume, and gas is directed into the exhaust channel. The exhaust of the chamber continues until the next blade, 14b, crosses the line ⁇ 6 .
  • the chamber located in front of that blade is linked simultaneously to the exhaust and intake channels.
  • the overlap of the exhaust and engine intake stroke lasts until the blade crosses the space between lines ⁇ 7 and ⁇ 6 .
  • Figure 9 represents the profile of the complex bore of the rotary engine housing 12.
  • Housing 12 is constructed inside with a complex bore composed of two cylindrical bores, main bore 12a and secondary bore 12b.
  • the axis of main bore 12a, of diameter D M passes through point O M
  • the axis of secondary bore 12b, of diameter d M passes through point O RM .
  • the axis of secondary bore 12b is moved to the axis of main bore 12a with eccentricity e M .
  • the rotor 13 is collinear to the axis of the secondary bore 12b.
  • the intake channel is placed in the secondary bore 12b area, because in this area the chamber's volume remains constant.
  • main bore 12a and the secondary bore 12 b must be connected with tangent lines or other curves such as fillets.
  • the main bore may have a complex shape 12c.
  • the main bore doesn't need to be symmetrical with plane P.
  • Using a complex shape 12c for the main bore offers advantages for achieving desired values for angles of power and exhaust.
  • Compressor 1 is driven by engine 2 and it can be mounted coaxially to rotary engine 2 ( fig. 10 ), or parallel to it ( fig. 11 ).
  • shaft 15 supports both rotor 10 of compressor 1 and rotor 13 of engine 2.
  • Shaft 15 is supported by the thrust ball bearings 16, 17 and 18 in side covers 19, 20 and 21.
  • the thrust ball bearings 19, 20 and 21 can be replaced by plain bearings.
  • the compressor's intake channels A and R can be constructed in side covers 19 and 20 (channels 22 and 23), or in housing 9 (channel 24).
  • the engine's charging channels A M and E can be made in the side covers 20 and 21 (channels 25 and 26), or in housing 12 (channel 27).
  • the ratio between the engine's unitary volume and the unitary volume of the compressor is ensured by the appropriate choice of constructive sizes of the motor and compressor.
  • shaft 28 of engine 2 is parallel to shaft 29 of compressor 1.
  • the compressor is engaged by means of wheels 30 and 31, with a transmission 32.
  • the transmission 32 can consist of belts, chains or gears.
  • a transmission with a variable transfer ratio of the type of a continuous variator with a V belt, or the use of a stage variator has benefits regarding the adjustment of the ratio between the gas flow put out by the compressor and the one consumed by the engine.
  • the change in the compressor's speed as compared to the engine's speed provides advantages regarding the engine tuning as to reach the proposed objectives(the reduction of consumption, power increase, and so on).
  • Packages of two blades, 33a and 33b, can be used in order to improve the seal between blades 11 and housing 9 of compressor 1, as well as that between blades 14 and housing 12 of engine 2.
  • Each blade has a bevel t 1 towards the housing, which forms a gap 33c, which acts as a seal.
  • Packages of two blades, 33a and 33b can be used in order to improve the seal between blades 11 and side covers 19 and 20 of compressor 1, as well as that between blades 14 and covers 20 and 21 of engine 2.
  • Each blade has towards a bevel t 1 the housing, which forms a gap 33c, which acts as a seal.
  • Bevel t 2 ( fig.13 ) on a side edge of each blade 33a and 33b acts as a compensation for side clearance j, which is due to the cover and blade wear.
  • the bevels will be placed on the edges that correspond to the contact with the side covers, so that a blade 33a will have bevel t 2 in contact with a side cover, and the other blade 33b will have bevel t 2 in contact with the other side cover.
  • Each slot 10a of rotor 10 is connected successively to the intake channel A, or the discharge channel R, by means of two channels 34a and 34b, constructed in side covers 19 and 20 while blades 11 cross the area that corresponds to them.
  • Each slot 13a of rotor 13 is connected successively to intake channel A M , or to exhaust channel E, by means of two channels 35a and 35b, made in side covers 20 and 21 while blades 14 cross the area that corresponds to them.
  • Channel 34a is sector-shaped and it deploys an angle ⁇ AC corresponding to channel A, while channel 34b deploys an angle ⁇ RC corresponding to channel R.
  • the channels 35a and 35b are sector-shaped, of angles ⁇ D and ⁇ E .
  • Another way of using the space under the blades is by drilling 36 holes to make a connection between the channel under the blade and the chamber formed with the next blade.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
EP13153780.5A 2013-02-03 2013-02-03 Verbrennung Rotationskolbenmotor Withdrawn EP2762675A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP13153780.5A EP2762675A1 (de) 2013-02-03 2013-02-03 Verbrennung Rotationskolbenmotor

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP13153780.5A EP2762675A1 (de) 2013-02-03 2013-02-03 Verbrennung Rotationskolbenmotor

Publications (1)

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EP2762675A1 true EP2762675A1 (de) 2014-08-06

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112377301A (zh) * 2020-11-20 2021-02-19 龙镎 一种叠加模块化旋片式内燃发动机

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2988065A (en) 1958-03-11 1961-06-13 Nsu Motorenwerke Ag Rotary internal combustion engine
US3359954A (en) 1966-04-05 1967-12-26 Nsu Motorenwerke Ag Rotary internal combustion engine and method of operation thereof
DE2414465A1 (de) * 1974-03-26 1975-10-16 Festo Maschf Stoll G Drehkolbenrundlaufmotor
US4422419A (en) * 1979-10-15 1983-12-27 Soei Umeda Rotary internal combustion engine
US4490101A (en) 1982-03-03 1984-12-25 Felix Wankel Internally axed rotary piston engine
EP0337950A2 (de) 1988-04-15 1989-10-18 Renz, Gerhard Innenachsige Rotationskolbenmaschine
US20050005898A1 (en) * 2003-06-20 2005-01-13 Horstin Abraham Hugo Multi-stage modular rotary internal combustion engine
EP1666707A1 (de) * 2003-09-10 2006-06-07 Andrey Yuryevich Sharudenko Drehkolbenmotor (varianten), arbeitsglied dafür und eine diesen drehkolbenmotor einsetzende antriebsvorrichtung
DE202006004847U1 (de) * 2006-03-22 2006-06-22 Tevkür, Talip Verbrennungsmotor
US7556015B2 (en) 2004-05-20 2009-07-07 Staffend Gilbert S Rotary device for use in an engine

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2988065A (en) 1958-03-11 1961-06-13 Nsu Motorenwerke Ag Rotary internal combustion engine
US3359954A (en) 1966-04-05 1967-12-26 Nsu Motorenwerke Ag Rotary internal combustion engine and method of operation thereof
DE2414465A1 (de) * 1974-03-26 1975-10-16 Festo Maschf Stoll G Drehkolbenrundlaufmotor
US4422419A (en) * 1979-10-15 1983-12-27 Soei Umeda Rotary internal combustion engine
US4490101A (en) 1982-03-03 1984-12-25 Felix Wankel Internally axed rotary piston engine
EP0337950A2 (de) 1988-04-15 1989-10-18 Renz, Gerhard Innenachsige Rotationskolbenmaschine
US20050005898A1 (en) * 2003-06-20 2005-01-13 Horstin Abraham Hugo Multi-stage modular rotary internal combustion engine
EP1666707A1 (de) * 2003-09-10 2006-06-07 Andrey Yuryevich Sharudenko Drehkolbenmotor (varianten), arbeitsglied dafür und eine diesen drehkolbenmotor einsetzende antriebsvorrichtung
US7556015B2 (en) 2004-05-20 2009-07-07 Staffend Gilbert S Rotary device for use in an engine
DE202006004847U1 (de) * 2006-03-22 2006-06-22 Tevkür, Talip Verbrennungsmotor

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN112377301A (zh) * 2020-11-20 2021-02-19 龙镎 一种叠加模块化旋片式内燃发动机

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