FR2647505A1 - Internal combustion turbine with endless effect piston - Google Patents

Abstract

Improvements made to a rotary internal combustion engine which gives it a turbine behaviour and allows it to be much economical, much smaller, much lighter and nonpolluting. In addition, these improvements mean that the piston of this engine receives a continuous thrust during its entire rotation, and that it is almost as powerful at altitude in a rarer atmosphere as on the ground in an atmosphere of normal density. It is therefore very suitable, due to its smallness, its aerodynamic shape and its low consumption, for propelling flying craft. Here, for example, the engine 1 rotates the compressor of a jet engine and a propeller, which gives it dual propulsion, using a propeller and a jet, and where one can become aware of the smallness of the engine with respect to the propeller, and its aerodynamic nature.

Description

 The present patent application, which follows an earlier patent filed under the same name, relates to a rotary engine whose cylinder rotates jointly with the piston-rotor, the latter being inside the cylinder which therefore becomes rotor-cylinder . The assembly consists of two groups forming a single rotating block, one compressor and the other propellant, and operating identically and in parallel. Each group comprises two rotors, one of which, inside, acts as a rotor and the other, outside, acts as a stator-rotor. In each group, the rotor-piston is eccentric with respect to the rotor-cylinder, so that the rotor-piston constantly touches the roof of the rotor-cylinder at a point. The eccentricity of the two rotors defines on either side of the slide, for the compressor, the inlet chamber and the compression chamber and, for the thruster, the expansion chamber and the exhaust chamber.

This engine differs fundamentally from any other existing to date. It behaves like a turbine, but a turbine which works by a continuous pressure on a piston, instead of working traditionally by a continuous breath on pays. This is another kind of engine that we will call:
Explosion turbine, endless effect miston.

It stands out from any other engine, in form, in substance, and in quality, as shown by its characteristics detailed below:
By the shape - It is I0O rotary, that is to say that its pistons, its
cylinders and its movement are absolutely round.

- Its stator-cylinder rotates jointly with its piston rotor, - n must be made up of two parts, one
compressive, and the other propellant.

- It is much smaller and lighter than any other
engine whatever it is.

In the background - The action of its trigger is lateral.

- Its ignition stays on and follows the gases, from the explosion
up to the exhaust.

The suction, compression, expansion, exhaust is
do in one time.

It benefits from the "water hammer" effect, and does not suffer
its nuisance.

It benefits from the total energy of its exhaust gases
by reaction.

It can have a much higher air volume
to its displacement volume, and to what a
another engine with a turbo-compressor.

- It undergoes less braking, in its rotation, than another
piston engine, because it has less friction.

- It can receive without risk of breakage, petrol
injected into his room containing highly air
compressed.

- It can be rigorously balanced.

- Its structure allows it to have an absolute seal, - and to function, at an extremely low temperature.

- Oo = e the cylinder turns, the whole assembly is flying
of inertia.

By anality It is more than two and a half times more economical than all
another internal combustion engine, and anyway more economical
mique than any other.

 It does not pollute.

 It has an absolute seal.

- it stays cooler than any other internal combustion engine,
heating less and cooling better.

It uses the compressed air from its compression, and - it benefits from the energy of its exhaust gases, which
does, - that it receives on its piston a continuous push, in the
entire turn, giving it a very big penny
rotation speed, greater than that of the vile engine
brequin, even if it has six cylinders.

- By its small size and its round shape assu
For better aerodynamics, it is very suitable
better than another engine to propel a flying object.

- And it is all the better since it has the particularity
to keep about its same power when it is
at high altitude, in a less dense atmosphere than
when it is near the ground in an atmosphere at
normal density.

 This engine is therefore composed of two main parts, each having its own function: one is responsible for producing only compressed air, the other is responsible for producing only power. These two parts are assembled on either side of a compressed air tank, as it is encircled on the f; ç = re 1 and which represents the essential of the whole turn of the engine, that is that is, the largest part of the total club of the engine.

Each of these two parts includes: - the cylinder which is bolted against one of the flanges of the
compressed air tank, and therefore integral with
this one. Against the arch of each cylinder, there is
the slide which is fixed by screws against the volte,
and also against the flanges of the cylinder. The slide
is therefore integral with the cylinder, as shown in the
figure 44.

- The piston which is inside its cylinder and
which is driven in its rotation through the
slide, the latter thus rotating jointly
the cylinder with the rotor.

The present invention relates to various improvements of this engine relate to (a) a fuel injection pump, (b) a system for advancing the ignition and injection of
fuel, determined here by air pressure
compressed in the tank and by vacuum piston
which gives more advance when the rotation speed
of the motor increases, (c) a device allowing the valve to close simul
temporarily with the explosion if it occurs
prematurely, (d) a system of valves placed on each side of the engine
to allow the passage of atmospheric air to re
cooling along the motor shaft line, (e) a sliding ball joint system, (f) a system of bars, (g) a system of circular segments, (h) a system for controlling opening and closing of
the compressed air intake valve in the cham
explosion bre, (i) a device which allows a quantity of air to be washed
much larger than the capacity of
the expansion displacement, (j) a process which consists in mounting the compressor piston
ahead of the udder udder so that the
push on this one is always greater than the
resistance from the other.

 the description which. will follow with reference to the accompanying drawings, given by way of nonlimiting example, will make it clear how the invention can be implemented, the particulars which emerge both from the drawings and from the text forming, of course, part of said invention.

 Figure 1 shows, in longitudinal section, the engine block rotate, showing the compressor, the compressed air tank, the propellant and the engine shaft.

 Figures 2 to 11 show the half-ball joint, which is on the pressure side, in different representations.

FIGS. 12 and 18 show the slide half-ball joint, which is on the exhaust or intake side,
Figures 17 to 17 and 19 to 23 show a bar in different representations.

 Figures 24 to 30 show the propellant, the compressor and the compressed air tank in different positions.

 Figures 31 to 33 show the bars and the slide ball joint showing their tightness.

 Figures 34 to 37 show the propellant in different positions.

 FIG. 38 shows, from the front, the injection pump fixed to one of the flanges of the rotating engine block, and the ignition advance and fuel injection system.

 Figure 39 shows a longitudinal section of the rotary engine block, showing the fuel injection pump, side view, and the valves to allow the circulation of atmospheric cooling air, along the line of the shaft. engine.

 Figures 40 and 41 show the intake valve which introduces, when the time comes, compressed air into the explosion chamber.

 Figures 42 and 43 show the ignition advance system, by vacuum.

 TE figure 44 represents the pr ': Ze = showing the bars, the ball joint, a circular segment and the bar retainers.

 Figure 45 shows the engine inside a reactor.

the various devices of the invention mainly comprise: (a) The fuel injection pump which is located on a
flanges of the cylinder, which includes:
- the pipe 1 through which the fuel enters the
injection pump,
- cam 2 and roller 3,
- the rocker arm 4 and the mechanism 5,
- the injection pump 6 proper,
- the conduit 7 which passes the fuel injected into
the Chaykre of explosion by the injector placed on the
cylinder,
- the oil reservoir 8 for lubricating the device
of ignition and ignition advance, and the indication
9 oil level,
- the seals 10 advancing the entry of fuel into
the injection pump.

(b) The ignition and injection advance system
fuel which includes
- the piston 11 which receives the compressed air pressure
of the tank,
the compressed air inlet pipe 12,
- stabilizer 13 and spring 13a,
- the cam 14 triggering the ignition,
the slide 15 on which the mechanism which rests
allows ignition advance,
- the switch 16 which produces the ignition spark,
- the vacuum piston 17,
the piping 18 connected to the intake pipe,
the arm 19 transmitting the advance to the fuel section,
- the slide 20 on which the cam is arranged
and the breaker 16,
- the direction of rotation of the motor 21.

(c) The placet valve system on each side of the block
engine running which includes
- the two valves 22.

(d) The qni slide ball joint system includes
- the semi-ball joint 23, pressure side,
- the semi-ball joint 24, on the exhaust or intake side,
- the three pieces 25, 26, 27,
- the part 28 which plugs the joint 29 bis
- the springs 30, 31, 32.

(e) The bar system which includes
- the bar 33,
- the three pieces 34, 35, 36,
- the part 77 sealing the joint 37 bis,
- springs 58, 39, 40 and 40 bis,
- the circular segment 41 and the end pieces 41 bis.

(f) The opening and closing control system of
the compressed air intake valve in the chamber
which includes:
- the valve 42,
- the piston receiving the hydraulic pressure 43,
- spring 44,
- the oil piping 45,
- the spark plug 46,
- the roller and mechanism 47 which actuate the pump 48
giving oil pressure,
- the non-return valve 49,
- the compressed air tank 50,
the valve cup 51.

(a) Injection pump
As shown in Figures 38 and 39, the injection device is fixed to one of the cylinder flanges, here, in this case, it is placed against the outer flange of the compressor cylinder, but it can also be placed against a propeller cylinder flange. It therefore runs with the engine.

 The injection pump 6 and the mechanism 5 are integral with the cylinder flange and therefore do not move relative thereto, while the rocker arm 4 and the roller 3 with its support are integral with the slide 15 which, in turn, slides on the flange, which, as will be seen below, allows the advance to injection and ignition.

 The fuel is injected as follows: The fuel arrives from the outside and enters the pump through the orifice 1, the passage of the liquid being protected by the seal 10. When the roller 3 passes under the cam 2 , it sinks and switches the rocker arm 4 which, by means of the mechanism 5, actuates the injector piston 6, which sends the fuel under pressure to the fixed injector (not shown here) on the propulsion cylinder flange as close as possible to the slide half-ball joint 23.

(b) Advance fuel injection and
1 ignition
the advance injection and ignition process concerns two devices which are used together, one complementing the other.

One which is on a flange of the cylinder, therefore rotating with it (Figure 38), determines the advance according to the pressure that there is in the compressed air tank 50. For example, if the pressure in the tank decreases compared to the preset pressure, it gives more advance. It works as follows:
The pressure of the compressed air from the reservoir 50 arrives at the piston 11 through the conduit 12. The pressure in the piston 11 is counterbalanced by the spring 13 bis which is located in the oil stabilizer 13, which is responsible for preventing the device to move when the roller 3 passes under the cam 2. The piston 11 positions the slide 15 on the laelle is the roller 3 triggering the fuel injection and the cane 14 triggering the ignition by the switch 16, with more or less advance1 depending on the pressure of the compressed air in the tank. Here, for example, the piston 1 1 is in the optimum pressure position, that is to say at the preset base pressure. If the pressure decreases, the roller 3 moves in the opposite direction to the rotation of the engine indicated by arrow 21, which gives advance to injection and ignition.

The other device, which is located on the outer casing, and therefore is stationary relative to the rotation of the engine, determines the advance of the injection and the ignition by vacuum, according to the speed of rotation of the engine (FIGS. 42 and 43). It works as follows
The piping 18, which is connected to the intake pipe of the compressor, creates a depression in the vacuum cylinder 17. This depression causes the slide 20 on which the cam is fixed to move via the arm 19 2 and the breaker 16, which has the consequence, the displacement being in the opposite direction to the direction of rotation of the engine indicated by arrow 21, to give more advance to the injection and to the ignition, depending on whether rotation is faster.

 By these two ignition advance devices, it is possible to obtain that the explosion can take place at the base point o, preset according to a given compression, with rigorous precision.

(c) Cooling system materialized by the installation
two valves placed on each side of the block
engine running (figure 39)
This process has been made possible because, there is created, inside the piston by the displacement of this one on the slide, a pump effect, and it is enough to place on each side of the rotary block two check valves for that the suction is done on one side and the discharge on the other, this is what was done by placing the two valves 22. Here, the atmospheric air enters by the left side and exits by the right side , creating a fairly violent draft, which therefore has a very efficient cooling power, in a place which, to date, has never been refrigerated.

(d) Slide ball joint system (Figures 2 to 11 and
12 and 18)
The slide ball joint is divided into two half-ball joints, part 23 which is located in this: expansion, for the propellant or compression for the compressor, and part 24, which is located on the side: exhaust, for the propellant or intake for the compressor.

 In the semi-ball joint 23, the part 25 and the part 26 were themselves each divided into two parts 25 and 25 bis, and 26 and 26 bis, by making a mortise in the 25 bis and in the 26 bis, and a tenon in 25 and 26, so that there is no leakage in the joints.

 The assembly 26 and 26 bis includes the joint 29 where leakage could occur, it is blocked by the parts 27 and 28 which, under the pressure of the spring 30, prevent any leakage.

 the two parts 25 and 26 are each pushed on either side against the flanges by the springs 31 and guided in this movement by the rods 31 bis which keep everything in line.

 The assembly 26 and 26 bis is pressed against the slide thanks to the springs 32 which bear on the assembly 25 and 25 bis, and thus gives the entire ball joint pressure on either side of the slide and on the and the other side of the piston-engine jaw.

 The half-ball joint 24 is only cut into two parts: one comprising a tenon and the other a mortise.

The two parts are pressed against the flanges by the springs 31 and guided in this movement by the rods 31 bis which keep everything in line.

(e) Bar system (Figures 13 to 17 and 19 to 23)
Each bar has 4 main parts: 34, 35, 36 and 37.

 The part 34 is cut in a convex semicircle on one side to form a ball joint and, on the other side, in a hanger identical to the cylinder hanger so as to be able to be pressed there with rigorous precision. It is cut into two parts: one with a tenon and the other with a mortise. The two parts are pressed against the flanges by the springs 38 and guided in this movement by the rods 38 bis which keep everything in line.

 The part 35 is cut in a concave semicircle on one side so as to be able to receive the part 34 and, on the other side, in a tenon so as to be able to be embedded on the face of the part 36. It is cut into two parts: one with a tenon, and the other with a mortise. The two parts are pressed against the flanges by the springs 38 and guided in this movement by the rods 38 bis which keep everything in line.

 The part 36 is cut into a mortise on one side so as to be able to receive the tenon of the part 35 and, on the other fac in a hanger identical to the hanger of the circular segment 41 so as to be able to tackle with rigorous precision.

It is cut into two parts, one with a tenon and the other with a mortise. The two parts are pressed against the flanges by the springs 38, and guided in this movement by the rods 38 bis which keep everything in line.

 The springs 39 maintain pressure, on the one hand against the arch of the cylinder and, on the other hand, against the arch of the circular segment 41.

 Exhibit 37 has two very specific uses. One consists in pushing the circular segments 41 against the flanges, by means of the springs 40, and the other consists in obstructing the joints 37 bis to prevent any leaks.

 So that the bars do not escape towards the volte, the bar retainers 33 bis have been placed.

(f) Circular segment (figure 44)
Each of the two circular segments, placed on either side of the piston, is divided into three parts: the circular segment 41 and the two end pieces 41 bis, these being in contact with the ball joint of the slide and remaining pressed against it this thanks to the 40 bis springs.

 These rod slide and circular segment ball joint systems allow absolute displacement displacement.

(g) Opening and closing control system of
the compressed air intake valve in the
explosion chamber (figures 40 and 41)
The transmission for opening and closing the valve takes place here hydraulically, with oil, for example.

 In this device, we see: (a) the valve 42 with its cup 51, the surface of the latter being larger than the surface of the valve head, the pressure of the compressed air tends to keep it closed, one can also provide a spring to keep it closed even without pressure; (b) the spring 44, the purpose of which is to allow the valve 42 to close, even if the cam 47 bis always keeps it open.

In fact, in the event of a premature explosion, the pressure becoming too strong for the spring 44, compresses the latter and therefore closes the valve; (c) the pump 48 filled with oil which sends it under pressure to the piston 43 which therefore opens the valve, this movement of the pump takes place when the roller 47 passes over the cam 47 bis; (d) the compressed air passes from the compressor through the non-return valve 49 into the tank 50 and stops at the valve which allows it to pass into the explosion chamber when necessary.

the fact of dividing the piston engine into two parts, one compressive and the other propulsive, makes it possible to be able to obtain a unique and extraordinary thing, which one cannot obtain otherwise, that of rotating the stator jointly with the rotor. By this truly spectacular process, we obtain several other advantages, the main ones being:
(a) The engine has less friction
This is obvious, the piston and the cylinder running side by side, the friction is necessarily less (about ten times less). This has the effect of giving the engine, on the one hand, more power because it has the power it has not used to propel itself and, on the other hand, to heat up less.

(b) The whole engine becomes a flywheel
Most of the mass of the engine being rotated, its drive power by inertia is much higher than that of another piston engine, although this one is much heavier. This feature should allow the engine to run even more smoothly and with less vibration.

(c) The engine is non-polluting
In an internal combustion engine, when this takes place, there are always unburned gases which follow, extinguished, the piston in its course, and which are ejected by the exhaust into the atmosphere as it is. This had the consequence, on the one hand, of preventing the explosion from reaching its maximum power and, on the other hand,
pollute the atmosphere.

In the engine of the invention, the ignition follows
unconsumed gases and it is placed in the place
where these usually accumulate. This process
allows gases to stay on until burned
complete, especially as, as we will see later,
the explosive mixture has a quantity of oxygen
greater than what it needs to ensure this
complete combustion.

Sn combining, the permanent ignition which follows the
gases where these usually accumulate,
and more than enough oxygen,
gets an explosion, on the one hand, of greater
power and, on the other hand, non-polluting.

 It should be noted that 12 power recovered from the fact that there is less friction, and from the fact that the gases release all of their energy, is not taken into account when it is said and demonstrated in the text that this engine, for equal consumption, is more than two and a half times more powerful than any other piston engine.

 The text also mentions other forces which are also not added to the declared power of the engine, including that of the thrust of the exhaust gases by reaction, and that of the "water hammer" shock.

Engine operation
This process, which consists in dividing the function of the engine into two parts, one compressive, and the other propulsive, allows the mounting of cylinders, pistons, and their movement, strictly round. This cntratne other advantages such as obtaining the tightness of the parts in contact, as we will see later, and being able to have a compressor larger than propulspur, as seen in Figures 24 to 26.

 The piston 2 is eccentric relative to the cylinder to allow the piston to touch the arch @ of the cylinder at a point x. C-dofinit, d on the other side of the slide c, for the compressor, the suction displacement a and the compression displacement co and, for the propellant, the expansion displacement d and the exhaust displacement e .

 The engine operates as follows: the compressor (FIG. 26) compresses the air and passes it through the tank r, passing through the non-return valve 49 (FIG. 40). Then, at the right moment, the tank fills the explosion chamber of the propellant, thanks to the controlled opening of the valve 42 (figure 40) The explosion takes place and produces the trigger which lasts until it is snapped up ( Figures 24 and 25). This process of passing compressed air may be a little more costly in energy than if it were done directly, but the enormous advantages it brings far outweigh this small disadvantage which, if it exists, must ultimately go unnoticed.

 The four operations: suction, compression, expansion, exhaust, are done in one turn and in one time.

Power transmitted to the short e And consequence of the "water hammer" effect
One of the main innovations of the invention relates to the fact that, in this system, the trigger acts lateral - cnt during the entire stroke of the piston. This feature gives it three advantages: the first is that the torque power is the same as that exerted on the piston; the second is that the disastrous effect of the "water hammer" is canceled, and the third is that, thanks to the non-harmful effect of the "water hammer" effect, we can inject dc ess-nce into its chanbro highly compressed without risk of breakage.

 As can be seen in the figures, the pressure exerted on the piston d- the invention transmits to the central shaft, absolutely all of its power, and this throughout the course of the piston, from the point of explosion to the exhaust point.

 Ricn quc by the fact that the trigger is lateral, lc piston of the invention transmits to the soft torque times more power than the crankshaft piston, this has been verified by experiments, @n envovant to each of the two engines compressed air through the spark plug holes, and by measuring the weight lifted by the torque during the stroke of each.

 At the time of the explosion, the piston of the invention instantly leaks, without constraints, under the shock of "water hammer", the latter acting as on the end, of a lever, or as on a spring.

 Consequently, this shock cannot be destructive, it is on the contrary beneficial and, moreover, this peculiarity makes it possible to increase the power of the explosion by injecting gasoline in its room containing highly compressed air, without risk breaking everything.

 Whereas, in the crankshaft engine, the pressure exerted on its piston at the time of the explosion, transmits absolutely no power to the torque.

 At this instant, the engine does not derive any benefit from the trigger and the "water hammer" shock that accompanies it.

But, on the other hand, here the shock "water hammer" is destructive, because it acts like on a pillar, the crankpin of the crankshaft not leaking in the direction of the shock. It is therefore in order not to break everything that fuel is not allowed to be injected into a compressed crankshaft engine above a certain threshold.

The propelling piston receives a continuous thrust
In the engine of the invention, the propellant piston receives, during the entire revolution, a continuous pressure, distributed as follows. I The trigger caused by the explosion, in order starting from the explosion position, (2) pushes it through the reaction of the exhaust gases and (3) the pressure of the compressed air coming from the tank and filling the explosion chamber (see figures 35 to 37.

1. Figure 35 - trigger:
The piston is in the release position of
the explosion, and this happening, it receives,
from this position, the thrust of the trigger
den gas, which continues and lasts until the position
Figure 36 exhaust.

2. Figure 36 - Thrust, by the reaction of exhaust gases
pement:
the fact that this dc engine system can benefit
the thrust of its exhaust gases by reaction,
gives it two advantages over any other engine,
(1) that of becoming a little more powerful and (2) that of
ensure continuity in the pressure exerted on
the piston. Indeed, this allows him, from
this relaxation end position, to take over
of it.

3. Figure 37 - Thrust of compressed air from
compressor, to which is added
exhaust gas pressure:
This engine this particularity to benefit from
the admission of compressed air from the tank,
which pushes on the piston when entering
the explosion chamber. This obviously does
no additional power, but contributes to
continuity in the thrust on the piston, because from
the instant air starts to enter it takes
counts the thrust on the piston to the position
in Figure 55 where the tour and cycle ends.

 As can be seen, the piston receives an uninterrupted thrust during its entire rotation, and this is an unprecedented fact, it is a piston with continuous effect and therefore endless.

Determination of the explosion point
When this engine operates in a normal density atmosphere near the ground, the explosion must take place at point o (figure 34), when the piston is in the position of this figure, that is to say that the capacity of the explosion chamber has the eighth dt of the total displacement, and that it is then located in a quarter of the circumference of the cylinder. At this position, the explosion chamber must further be filled at the preset base rate. If the engine is operating at altitude, the point o must approach more or less the point x depending on the density of the ambient atmospheric air.

 If the moment's compression ratio is not the same as the basic one, the explosion point o must shift before or after depending on whether the moment's compression ratio is lower or higher than the base rate.

 It should be noted that the valve which allows the introduction of compressed air into the explosion chamber closes simultaneously with the triggering of the explosion, therefore, when it is said that the explosion is triggered, this implies that the valve closes at the same time.

 In order for the explosion to take place at the point o when the basic compression ratio is correct, the order for triggering the explosion must be given by the pressure of the compressed air which is in the reservoir placed between the compressor and propellant.

By this process, two advantages are obtained: (a) The engine must behave at altitude in a
less dense atmosphere, much better than any other
engine, because as the atmos pressure
pressure decreases, the pressure in the dimi tank
also naked, which moved the point of explosion o
vcrs point 2, that is to say 12 explosion rooms
capacity decreases, and this movement will take place
as long as the compression in the tank does not
attc the pre-established base rate.

The engine must also keep at high altitude at
roughly its normal power since its rate of
basic compression can be reached or approached,
cc which obviously another engine cannot do.

(b) Cn can also obtain rigorous precision of the
r-look for the ignition point, to allow that
the explosion explodes exactly at base point o.

Indeed, when the ignition is out of adjustment, if it
cl @ nche the explosion before the base point o, the
explosion chamber is smaller, and therefore the
pressure in the tank increases. If he triggers
the explosion after base point o, the room
of explosion is greater, and therefore the pressure
in the tank decreases. In a case like in
the other, the pressure in the tank corrects this
advance or delay on ignition by bringing the
explosion point to base point o, until
that the explosion takes place rigorously at this point
base o.

Determination of the rate of comoression in this engine.

 When the compressor piston is in the position of FIG. 28, the capacity of its displacement is reduced to the eighth of its total displacement. The air therefore compressed to a pressure of 4 bars.

 It is from this position that the air must pass into the explosion chamber of the propellant. Here, in FIG. 27, the propellant is in the explosion position, that is to say that the air of the compressor has already passed without its explosion chamber.

 If the displacement of the propellant is equal to that of the compressor, and the capacity of its explosion camber is indeed one-eighth of its total capacity, that is to say that the piston is at point o, the pressure in the room will therefore be 4 bars.

 Consequently, since the explosion takes place at point o, in order to obtain a higher compression, the displacement of the compressor must therefore be greater than that of the propellant, for example twice as large, in order to obtain a compression of 8 bars, two and a half times larger to obtain a compression of 10 bars, etc ...

 The compression ratio is therefore determined as a function of the difference in size which exists between the displacement of the compressor and that of the propellant.

 3 position of the compressor piston With respect to the propellant piston, so that the drive pressure thereon is greater than the resistance pressure of the other, and this, in all rotation positions.

 This can be obtained, when coupling the propellant and the compressor, by mounting the piston of the latter with a certain advance on the piston of the other.

 This advance must be a few slide thicknesses and calculated so that the resistance pressure of the compressor piston, which is strongest from its position in FIG. 30, is still lower than the thrust of the propellant piston at its position of figurr 29.

 In this way, the propelling action of the piston is constantly greater than the compression resistance, which allows, if we add the thrust by reaction of the exhaust gases and the thrust by the introduction of compressed air when filling the explosion chamber, that it may remain constant and uninterrupted during the entire rotation of the piston.

This engine stays cooler than the crankshaft engine, because (a) It heats up
In a crankshaft engine receive as much
the capacity of its displacement, if we obtain
with a compression of 8 bars an expansion pressure
of 40 bars for example, the volume of air must be
has multiplied by 5, that is to say that
the air has heated to a temperature which
put to multiply its volume by 5.

If the engine of the invention receives more air,
for example 2.5 times more than what the other receives
engine, and if the fuel consumption is
even, the air will obviously be less hot. so if
lton wants to get a 40 bar trigger, you have to
increase compression according to the low rate of
dilation. For example, if the air expands 4 times, it
compress to 10 bars, and if the air expands less
4 times, compress to more than 10 bar. So,
In engine dr the invention produces an explosion less
hotter than that of the crankshaft engine, for a
equivalent power of the explosion, but for a
higher trigger in power.
add that the heated surface in the engine
of the invention, is much larger than that of
crankshaft engine, and as a result, putting more
time to heat up, so it heats up less.

follows, we must also consider that the piston
and the cylinder s1 heat up less because they have
less friction between them.

Therefore, taking into account,
- that its explosions are less hot,
- that its heating surface is larger,
- that it undergoes less friction,
we can say that the engine of the invention heats up
less than the crankshaft engine, while being able
to be more powerful.

(b) It cools better.

In this engine, the explosion chamber occupies
quarter of the cylinder's circumference. Right there
where the heat is strongest, cooling
is better than in the crankshaft engine,
share because the room receives a larger
amount of cold air and, on the other hand, because its
surface in contact with this air is larger. So,
the room is better cooled from the inside. The
cylinder is much better cooled from the outside,
on the one hand, because its surface to be cooled is more
great and, on the other hand, because it is better
exposed to air, since the cylinder rotates,
thus clumping all its parts in contact with air
constantly renewed.

(c) In addition, this engine has a cooling capacity
exceptional that exists in no other engine.

rn effect, there is a suction and
air delivery inside pistons through the
displacement of these on the slides.

It is enough to mount a non return system of
each side of the rotary block, so that the vacuum
tion takes place on one side and repression on the other.

Then there is a continuous flow of air along
of the motor shaft inside the piston, allowing
extremely efficient additional cooling.

The lubricant can also be cooled in the same way to
from a tank located outside the block
turning.

Therefore, taking into account,
- that it receives more air in its explosion chamber,
- that it presents to the air a larger surface to
cool,
- that it also cools along the motor shaft,
we can say that the engine of the invention is
cools better than the crankshaft engine.

Other cooling processes
It is therefore demonstrated that the engine of the invention heats very little and less than the crankshaft engine, but, in addition for information, two other cooling methods can also be mentioned:
The first consists in mounting two cylinder-piston-propellant groups, instead of one, the detonation-detonation occurring each time, sometimes in one, sooner in the other. The one who does not detonate and blows in and out atmospheric air during the same turn, to cool down. This means that each powertrain cools down for every second turn, from the inside and the outside. In this way, the engine cools even more.

 The second being useful only as a replacement for the first, consists in injecting dr. water in addition to fuel injection, exclusively for cooling.

 By using these two cooling means, the engine can become much colder and this gives it an additional advantage, that of being able to increase its heat, therefore its power, hence their possible usefulness.

Explosive effect of the explosion
It is not possible, in the crankshaft engine, to make an explosion with a gasoline gas mixture compressed to 10 bars and more, because by doing so, there is the risk of blowing everything up. This is due to a "detonating effect" too strong for him, causing a destructive "water hammer effect".

The engine of the invention runs no gender risk, for two good reasons
The main reason is that the trigger here is lateral, and therefore that the stroke of the piston, at the time of explosion, is not blocked as in the crankshaft engine and that therefore the piston leaks. instantly and it leaks all the faster as the "detonating effect" is more violent, which is obviously beneficial because it increases the power of the engine.

 the other reason is that the power of the explosion, in the meter of the invention, with a gasoline-compressed air mixture at 10 bars, can be the same as the power of the explosion in the crankshaft engine with a gasoline-compressed air mixture at 8 bars. Therefore, the detonating effect being supported without damage by the crankshaft engine, it is all the more so by the engine of the invention.

The tightness in this engine
By the fact that it has its pistons, its cylinders and its rigorously round movement, @@ engine is absolutely waterproof.

 In fact, this makes it possible to shape the elements which ensure the seal, that is to say the barrels, the ball joints, the circular segments, so that they have large contact surfaces, can faithfully match the surfaces contacted.

 As shown in the figures) "1> 33, the barrels b, the slide ball joints r, the circular segments s, are extensible towards the respective surfaces which they contact. This means that a large contact surface, conforming to the surface contacted, and holding tight against each other, makes leakage impossible.

Therefore, the seal is absolutely perfect.

 The bars (FIG. 31) are extensible towards the flanges f, towards the volte of the cylinder v, and towards the circular segments s.

 The ball joints of the slide (Figures 32 and 33) can be extended to the flanges f, to the jaws of the piston m and to the slide c.

 The circular segments (Figures 31 and 35) are extensible vcrs fuzzy f and towards the ball joints of the slide r.

Compensation for the additional expenditure of energy expended by the storage and passage of compressed air in the explosion chamber
It has been shown that the engine of the invention is more than two and a half times more powerful than the crankshaft engine, without taking into account that the fact of storing compressed air in the tank, then of passing it in the room explosion, causes an additional energy expenditure, but also without taking into account the additional energy that it produces elsewhere.

 This additional energy summarized below is more than sufficient to compensate for the additional energy expended for the passage of air in the room.

We note in particular, (a) the energy of the "water hammer", (b) the energy of the exhaust gases, (c) an increase in energy by reduction of friction
mentis, and (d) also an energy concerning precisely the step
compressed air from tank to chamber
explosion, in the first quarter turn of the piston
propellant, which compensates on an equal basis, for the expenditure of
compression during the last quarter turn of the compressor piston.

 This engine is non-polluting because it has three advantages not to pollute: It has more oxygen than it needs to ensure total combustion of its gases, its ignition is permanent, from the point of explosion up to at the point of exhaust, its ignition follows the gases where they accumulate, thus allowing them to be completely consumed.

We see here the enormous advantage that we can have to use this engine which is much more economical, much lighter and much less polluting than any other g
Use of this engine in aviation
As it says in this text, this engine has qualities that allow it to outperform any other engine.

Also, we can think that there is a field, that of aviation, where, by its qualities, you will have to impose yourself.

Let us judge: 1. It is much more economical in fuel than any
other engine
This engine consumes about two and a half times less than
fuel than another engine of the same power. That
gives it the advantage, either by reducing the weight of
fuel, replace it with payload, or
taking the same weight of fuel, increase
its range of action.

2. It is less bulky than another engine.

 This engine is less bulky than any other engine.

This gives it the advantage of being able to stay elsewhere in
a smaller cabin, so it gives more room
to accommodate something else, and also makes it easier,
for the case where the engine is placed above or below
the wing of an airplane.

3. It is lighter than another engine.

This motor being lighter than any other motor, that
gives the advantage of being able to replace the difference of
weight per payload.

4. It is round and profiled in the direction of travel.

This engine having the shape of a cylinder longer than
wide, at the end of which is fixed the propeller, left
especially well suited to split the air. Compared to
another engine whatever it is, this cylinder
with its smaller diameter, and its more aerodynamics
large, allows better penetration into the air,
thus ensuring a better return in the pro
drive.

5. He keeps at high altitude, in a less atmosphere
dense, about the same power.

This engine has the ability to keep at high altitude
roughly its same initial power. This is due to a
new process which consists in modifying the volume of its
explosion chamber according to atmospheric air pressure
ambient spherical.

n effect, according to the examples given in this text, when
the engine operates at ground level, the explosion must
occur at point o, when the capacity of the cham
explosion time reached 1/8 of its total displacement.

The basic pressure of the compressed air in the tank
being x bars, the valve closes and the trigger
blow the explosion are controlled rat pressure
of the tank so that they are made at point o. If the
engine operates at altitude in a lower atmosphere
dense, the pressure in 1 tank decreases and closes
so the valve before the point o is reached, this
which results in making the explosion chamber
smaller, until you can maintain the pressure of
bars in the tank. the explosion is done
always with compression of x bars, but with less
of air. And, as there is less air, the heat of ltex-
plosion is increased, also increasing the dila rate
tàtion, and this compensates for the decrease in the quan
titrated air.This engine has roughly the same power
aloft than on the ground.

In summary, compared to another of the same power, this
engine makes a plane move faster in an environment
atmospheric at normal density, and even faster
when the density decreases. In other words, by its qua
bed, this engine has, at ground level, a power of
significantly higher air penetration than
any other motor of equal power and then deve
growing more and more as it
rises in altitude, doing the exact opposite of what
what does another internal combustion engine do, and thus accentuating
still its power compared to this one.

To propel an aircraft, it is possible, from the engine of the invention to practice this extraordinary system which consists of making propulsion propeller by choice
And reaction, either by propeller alone, or by reactor alone. As shown in Figure 45, this is obviously only possible with the engine of the invention, given its petitess = -, its cylindrical shape and its aerodynamics. It is hard to imagine a crankshaft engine that can enter the reactor and take the place of the engine of the invention.

This propulsion system basically includes
the engine 61 of the invention, the vacuum cleaner 62 of the exhaust gases and of the engine cooling air, the compressor 63 of the reactor, the compression chamber of the reactor, the silencer 65 of the engine exhaust gases , the pipe 66 for exhausting the gases and the air for cooling the engine, the nozzle 67 for the outlet of the compressed air from the compression chamber of the reactor, the fuel injectors 68, the nozzle 69 for the reactor.

 The operation of this propellant assembly is as follows: the engine of the invention 61 rotates both the propeller and the compressor of the reactor 63 which compresses the air and passes it through the compression chamber 64 * L compressed air exits through the outlet nozzle 67, where it receives the fuel through the injectors 689 and ignites in the nozzle 69, which causes the reaction.

 the nozzle 67 for the outlet of the compressed air from the compression chamber 64 by means of an adequate method, has its diameter for the opening of the air passage, which can be varied depending on whether one wishes to use the compressor as such , or as a fan. There are therefore two possible diameters of opening of this passage: the small one is calculated to maintain a basic compression in the chamber 64, and this when one wants to operate the reactor with the propeller, the other much larger is calculated so that the passage of air takes place without resistance, if we want the compressor to turn into a fan, so that the propulsion thrust is done only by the propeller and the fan.

 If you want to use only the propeller and the fan, as for example for takeoffs and landings, it is enough to fully open the air outlet nozzle of the compression chamber and to close the fuel injectors .

 If you want to use, in addition to the propeller, the reactor to help propulsion, such as for example to raise the plane in altitude and to accelerate it, it suffices to tighten the diameter of the nozzle to its position compression, and open the fuel injectors while igniting the air-fuel mixture.

 Riais, of course, you can also use the engine to operate only a reactor without an incorporated propeller.

 It is possible to ensure that this reactor does not lose much of its power when it is at altitude in a lower density atmosphere. In this system, there are ways to fix it. One of these means consists in interposing between the engine of the invention and the compressor of the reactor a speed change apparatus, to make the compressor run faster than the engine, when the density of the ambient atmospheric medium decreases.

 Another means consists in overdrive in perma nhnc> the speed dc rotation of the compressor relative to that of the engine, and dr vary 1> diameter of the outlet nozzle of the compressed air of the compression chamber of the reactor according to the density of the ambient atmosphere.

 In one case in the other, this allows the reactor to be able to keep aloft a greater part of the power it has on the ground, since in the first case, when the air becomes less dense, the compressor turning more quickly compresses more of this air and therefore maintains roughly the basic compression in its compression chamber. And in the second case, the smaller opening of the nozzle being effected, the pressure in the compression chamber increases as a function of the decrease in the density of the ambient atmospheric air.

 Consequently, the reactor, like the engine of the invention which drives it, is more powerful at altitude in a sparse atmospheric medium than another reactor having the same power as it on the ground. Therefore, it can be concluded that, because of this and the fact that it is already more economical elsewhere, this reactor is more economical in fuel than any other operation otherwise.

 I1 is certain, in view of the exceptional possibilities of this propellant, that we can take enormous advantage by the use of this new technique.

 If the propeller represented in FIG. 45 has a wingspan of 2 meters, the engine of the invention which actuates it has 230 = in diameter and approximately a power equivalent to that of a four-stroke engine with a crankshaft of 1600 cm displacement, but consuming 2.6 times less fuel. This power can be doubled if two motors are placed one in front of the other in tandem, while keeping the same air penetration value.

 Another improvement appeared to the inventor. This improvement relates to a device making it possible to reduce the capacity of the explosion chamber as a function of the reduction in the density of atmospheric air when the engine is at altitude, so that the compression of the tank is the same as at level of the ground or, at least, that it approaches it as much as possible.

 The device is shown in Figure 46.

I1 includes - the piston 52 which actuates, via the piston
vacuum 17 the arm 19, - the valves 53 and 53 bis, - the spring 54 which presses on the valve, - the mechanism 55 which modifies the length, from point x to
point ot of the cam 47 bis, 11 opening a, opening b, - the retainer 56, - the atmospheric air tank 57 which is located. per
manence at a pressure of 1 x 105 Pa.

 when the engine is operating in an atmosphere with normal density, the device is in the position of FIG. 46, that is to say that the pressure of the side a of the piston 52 is at 1 × 105 Pa like that of the side b.

 when the engine is operated in a lower density atmosphere, the pressure on side b becomes lower than that on side a, since the pressure in tank 57 has always been maintained at 1 x 105 Pa, the valve 53 preventing the air to escape into the ambient at lower pressure. Consequently, the piston moves to side b until the pressures on side aa and side b have balanced out. This is obvious because the valve 53 bis has closed under pressure from the reser-cir, so that the air downstream of the valve, that is to say of this 2, expands until the pressures a and b are balanced.

 The piston moving towards the side b gives advance to the ignition and to the injection via the arm 19, and shortens the cam 47 bis by the intermediary of the mechanism 55, by bringing the point o of the point x, which has the consequence of closing the valve more t8t, therefore of reducing the capacity of the explosion chamber according to the density of the ambient atmospheric air, cLonc to allow the tank 50 of the engine to be maintained at the preset pressure it normally has at ground level.

 I1 goes from the ground that the present invention has and described above by way of explanation but in no way limiting and that any modification of detail could be made without departing from its scope.

Claims (12)

 1. Rotary combustion engine, with direct petrol injection, of the type consisting of two groups comprising two rotors, one inside, acting as a piston, and the other, outside, acting as cylinder, the two rot- ors-turning-together in one another and arranged in such a way that this allows the rotor-piston to constantly touch the roof of the rotor-cylinder at a point x, the rotor-piston being mounted eccentric with respect to the rotorcylinder, defining, for the propellant, on the one hand, the expansion chamber and, on the other hand, the exhaust chamber and, for the compressor, on the one hand, the compression chamber and, on the other hand, the suction chamber, in each of the two groups the chambers are separated by a slide on which slide two udder semi-ball joints (23) and (24) and are provided, all around, piston bars (33) and each side a circular segment (41), a compressed air tank (50) between the two groups co mpressor and propellant, on the periphery of the cylinder an intake valve (42) which brings the compressed air coming from said tank (50) into the explosion chamber, characterized in that it comprises an injection pump of fuel in a rotating part, a system for exactly positioning the point of explosion at its preset point, a hydraulic system for opening and closing the intake valve, a system allowing the valve to close in the event of a premature explosion , a system allowing the engine to keep the same initial compression or to approach it as much as possible when it is at altitude in a less dense atmosphere, a system making it possible to synchronize the thrusts caused by, the relaxation, the gases exhaust and the entry of compressed air into the explosion chamber, so that there is a continuous propellant thrust during the whole turn and that this is constantly greater than the resistance of the pisto n compressor, valves (22) arranged on each side of the rotary block allowing the cooling and lubrication of the interior of the pistons, along the line of the shaft, the ball joints, bars, circular segments being provided , as regards each slide ball joint, of two pieces (27) and (28) for sealing the recess (29), as regards each bar, of a piece (37) for sealing the recess (37bis ) and for each circular segment, two end pieces (41 bis) to allow the circular segment to rest on its ball joint by the pressure of the springs (40 bis).  2. Rotary motor according to claim 1, characterized in that the pump of the type to be injected into a rotating object, injects the fuel from the outside of the rotating block with the injector located outside on the periphery of the cylinder, as close as possible to the slide half-ball joint (23), and an injection device fixed to one of the flanges of the cylinder comprising the injection pump (6), a movement transmission mechanism (5), a rocker arm (4 ), a control roller (3), integral with the cylinder, rotating with it, a cam (2) for driving the roller (3) fixed on the outer casing, stationary relative to the cylinder, the flange is provided with a orifice (1) for supplying fuel from the outside to the rotary pump, a seal (10) sealing the passage of the liquid, so when the roller (3) passes under the cam (2), this causes the rocker arm to tip over (4) which, by means of the mechanism (5), actuates the injector piston (6) which sends, by an orifice (7), the fuel under pressure in the injector piping, a certain quantity of oil filling the reservoir (8) ensures the lubrication of the mechanisms by bubbling.  3. Rotary motor according to claim 1, characterized in that means for regulating the organs triggering the ignition and the injection as a function of the pressure of the compressed air from the reservoir also making it possible to adjust the advance to the fuel injection and ignition, the compressed air tank (50) is connected by a conduit (12) to a piston (11) whose action is counterbalanced by the spring (13bis) located in a stabilizer oil (13) responsible for preventing the device from moving when the roller (3) passes under the cam (2), said piston (11) is integral with the slide (15) supporting the roller (3) triggering the injection of fuel and the cam (14) triggering the ignition by the breaker (16), with more or less advance depending on the pressure of the compressed air from the tank (50).  4. Rotary motor according to claim 1, characterized by means of hydraulic transmission of the opening and closing movements of the intake valve allowing the introduction of compressed air into the explosion chamber, comprising a roller ( 47) intended to pass under a cam (47bis) fixed on the stationary outer casing, and which actuates a piston (48) filled with oil, sending this oil under pressure to a piston (43) at the end of the valve (42) which therefore opens it, and which closes by itself when the cam (47bis) ceases to act on the roller (47).  5. Rotary motor according to claims 1 and 4, characterized in that it comprises means allowing the valve (42) for admitting the compressed air into the explosion chamber to close in the event of premature explosion , in the case where the cam (47bis) still keeps the valve open at the time of the explosion, consisting of the spring (44) interposed between the valve stem (42) and the pusher (43), so that if the valve is still open at the time of explosion, the gas pressure becoming stronger than the spring (44), closes the valve (42) by compressing the spring (44).  6. Rotary motor according to claim 1, characterized by means allowing it to keep the same compression, or to approach it as much as possible when it is moving at altitude in a less dense atmosphere, comprising a piston and its cylinder (52) , a tank (57) containing atmospheric air at constant pressure of 1 X 105 Pa, an arm (19) giving more or less advance to the ignition and fuel injection, an arm (55) reducing the length of the cam (47bis), the side (b) of the cylinder (52) being open at ambient atmospheric pressure, and the side (a) at tank pressure (1 x 105 Pa), when the ambient pressure decreases, the piston (52) moves to the side (b) until the pressures in (a) and in (b) have balanced, thus moving the arms (19) and (55), resulting in to decrease the capacity of its explosion chamber, therefore to keep roughly its same compression and its same power in an atmosphere much less dense era, at the altitudes where planes usually fly.  7. Rotary motor according to claims 1 and 6, characterized in that it comprises a device (56) producing, by means of the arm (19), advance to injection and ignition, and simultaneously reducing, via the arm (55), the capacity of the explosion chamber by shortening the cam (47a), which has the consequence of immediately increasing the compression ratio.  8. Rotary motor according to claim 1, characterized in that its compressor piston is mounted with a certain advance on its propellant piston, so that the pressure which is exerted on the propellant piston is constant, and during the whole turn, greater the resistance exerted on the compressor piston, which allows the propellant piston to receive an uninterrupted thrust during the whole turn.  9. Rotary motor according to claim 1, characterized by the presence of means for cooling the interior of its pistons, and simultaneously giving the possibility of lubricating the interior of the pistons, means characterized by the installation of two valves (22) where l atmospheric air and, possibly, the lubricating oil, enter through the inlet valve and exit through the outlet valve, this passage being made possible by the fact that it is created inside the pistons, by the displacement of these on their respective slide, a suction and a discharge at each revolution of the engine.  10. Rotary motor according to claim 1, characterized in that, in the ball joint system, the parts (27) and (28) have been added to seal the recess (29), and being pushed against it by the spring (30), in order to ensure sealing at this location.  11. Rotary motor according to claim 1, characterized in that, in the bar system, it has been added the plate (37), to seal the recess (37bis), in order to ensure sealing in this place .  12. Rotary motor according to claim 1, characterized in that each circular segment has been divided into three parts, the main body (41) and the two end pieces (4lbis), pressed against the ball joint by the springs (40bis), in view ensure tightness in contact with the ball.  1 3. Application of the rotary engine according to claims i to 12, in the production of a mixed propeller-airplane engine assembly, characterized in that the engine (61), placed inside the reactor is coupled to a propeller and a reactor compressor making it possible to carry out the propulsion, according to the needs of the moment, either by propeller and reactor together, by lighting the nozzle of the reactor, or without lighting it, either by propeller alone, or by reactor alone.