FR2725756A1 - Rotary combustion engine with associated air compressor - Google Patents

Rotary combustion engine with associated air compressor Download PDF

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Publication number
FR2725756A1
FR2725756A1 FR9412262A FR9412262A FR2725756A1 FR 2725756 A1 FR2725756 A1 FR 2725756A1 FR 9412262 A FR9412262 A FR 9412262A FR 9412262 A FR9412262 A FR 9412262A FR 2725756 A1 FR2725756 A1 FR 2725756A1
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France
Prior art keywords
propellant
explosions
compressor
engine
compressed air
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
FR9412262A
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French (fr)
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FR2725756B1 (en
Original Assignee
Gil Noel
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Priority to FR9412262A priority Critical patent/FR2725756B1/en
Publication of FR2725756A1 publication Critical patent/FR2725756A1/en
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Expired - Fee Related legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01CROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
    • F01C11/00Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
    • F01C11/002Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
    • F01C11/004Combinations 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F02B41/02Engines with prolonged expansion
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B55/00Internal-combustion aspects of rotary pistons; Outer members for co-operation with rotary pistons
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02BINTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B53/00Internal-combustion aspects of rotary-piston or oscillating-piston engines
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Improving ICE efficiencies

Abstract

Complementary devices provided to the rotary explosion engine and cylinder rotating jointly with its pistons comprising - a timer interrupting its explosions for the duration of the "water hammer" of each of them - a magnetic system to modify, in operation and at will, the duration of the inertia of each explosion - a compressed air tank to coordinate the transfer of compressed air from the compressor to the propellant - the compressor larger than the propellant - a process modifying, in operation and at will, the rate of compression by manually giving advance or retardation to ignition.

Description

 The object of the present patent application is: to supplement patents nO 1457337 from 1965, nO 7539920, nO 8218312, n08717038, nO 9213191, nO 9213582, nO 9314428, concerning the rotary piston explosion engine made up of two groups, the one compressor, the other propellant, each group comprising two rotors, one inside acting as a piston and the other outside acting as a cylinder. The two rotors rotate together and are offset from each other so that the rotor-piston touches the roof of the rotor-cylinder at a point x. The eccentricity of the two rotors define, for the compressor the inlet chamber and the compression chamber and for the propellant the expansion chamber and the exhaust chamber.
The processes implemented to complete this engine concern
a) The interruption of the explosions after each of them and during the
creation of the inertia of their "water hammer", by the action of a tempori
sator mounted for this purpose.
b) The modification, in motion and at will, of the inertial duration of the
"water hammer" from the explosions by acting manually on the tem
porizer.
c) The addition of a compressed air tank to coordinate the trans
compressed air from the compressor to the thruster, located here
in the periphery of the cylinder.
d) The mounting of the compressor much larger than the propellant,
so that this difference in size is used to increase the quan
tity of atmospheric air used and therefore the compression ratio.
e) Changing, at will and at will, the compression ratio in
manually giving advance or delay to ignition.
 The description which follows with reference to the appended drawings, given by way of nonlimiting example, will make it clear how the invention can be implemented, the features which emerge both from the drawings and from the text which, of course, is part of the said invention. .
 FIG. 1 represents in longitudinal section, the rotary group of the engine showing the compressed air tank 31, the propellant piston 24, the compressor piston 23, the intake valve 26 allowing the introduction of the compressed air from the tank to the propellant explosion chamber.
 FIG. 2 represents, in longitudinal section, part of the rotating group showing, the injector 29 and its injector holder 28, the spark plug 55.
 Figure 3 shows the powertrain in its explosion position.
 FIG. 4 represents a side view of the compressor group showing the compressed air reservoir 31, the valve 26, the orifice for the entry of atmospheric air 30, this air also being able to enter via the duct 32 from inside the 'engine shaft.
 Figures 5 and 6 show the propellant and the compressor in the position of passage of atmospheric air from the compressor to the reservoir and from the latter into the propellant.
 Figures 7 to 10 each show the propellant in the explosion position at a respective compression ratio of 12, 10, 8, and 3 bars.
 FIGS. 11 and 12 represent the devices for controlling the opening and closing of the valve 1 showing, the device 3, the device 4, the device 5, the direction of rotation 6 of the motor, the outer casing 7, the rotating part 8 of the engine.
 FIG. 13 represents the timer 9 with its magnetic device: the piston 10 in its oil reservoir cylinder 11, the return spring 12, the valve 13, the shaft 14, the terminal 15 where the current from the battery arrives, terminal 16 which returns this current to device 4, manual control 17 of acceleration 'or deceleration of the motor with directions A and B of manipulation.
 FIG. 14 represents the control system of the valve 1, fixed on the flange of the outer casing 7, facing the rotating cylinder 18 of the engine, showing the output or re-entry of the cam 2, the magnetic device 20, the spring of reminder 21, terminal 22 where the electric current arrives, the cam 2 which triggers the opening of the valve 1.
 FIG. 15 represents the valve device fixed to the periphery of the cylinder 18 of the engine showing, the valve 1, the valve roller 23, the direction 6 of rotation of the cylinder, the explosion chamber 4, the supply pipe 25 combustible gas.
 Alternate explosions and modification of the inertial duration of the explosions.
 This type of rotary engine, due to the fact that its detonation-explosions are made laterally, benefits in addition to the totality of the force of the trigger, the inertial energy of the "water hammer" of each of the explosions, unlike 'elsewhere to what happens in the crankshaft engine which not only does not benefit from it but also they are an embarrassment for him.
 The "water hammer" effect in an explosion lasts only a tiny fraction of time, but its inertia lasts much longer. According to the experiments that the inventor has made, it lasts more than 2/10 of a second, that is to say while the engine makes several tens of revolutions.
 It is to benefit from this inertial force, that nature offers that the timer 9 has been set which is responsible for interrupting the explosions for the duration of the inertia of each of them, so that this system of engine alternately does an explosion-turn for several tens of inertial-turns without explosions, therefore- without consuming fuel.
Description of the system
Timer 9 includes; the magnetic part allowing the fast going of the piston 10, this being r:. 'ge to pass the oil in the direction go very quickly and more slowly in the direction back, - according to the duration of the inertia in relation to the force of the engine that one wishes to have between two explosions; the reservoir 11 containing the oil used to regulate this duration of time; the return spring 12 allowing the piston to return; the valve 13 which, by its more or less narrow orifice determines the duration of the inertia time like an hourglass, here the oil replacing the sand; the shaft 14 which slides in the magnetic part and is actuated by it in the outward journey, the return being provided by the return spring; the terminal 15 for receiving the current from the battery; the return of this current by terminal 16 to the devices, 3, 4, 5; manual control 17 of acceleration or deceleration of the engine, arrow A indicating acceleration and arrow B indicating deceleration.
 The elements related to the timer are; the valve 1 for admitting the combustible gas into the explosion chamber; the cam 2 allowing the opening of the valve via the roller 23, the magnetic device 20 allowing the output of the cam 2; the return spring 21 allowing the retraction of the cam; the arrival or absence of electric current through terminal 22 allowing the exit or re-entry of cam 2; the explosion chamber 24, the piping 25 for the supply of combustible gas around the valve; the cylinder 18 of the engine; arrow 6 indicating the direction of rotation of the cylinder; the outer flange 7 of the engine; the rotating part 8 of the engine; the device 3 controlling the opening of the valve via the magnetism of the timer; the device 4 controlling the stopping of the magnetism on the timer; the cam 19 enabling the device 3 then the device 4 then the device 5 to be actuated.
System operation
a) When the cam 19 passes under the first device 3, this triggers the following process - The current coming from the battery triggers, via the
terminal 9 of the timer, the start of the duration of inertia.
- The battery current also arriving on the magnetized device
tick 20, this allows the cam 2 to exit and thus be able,
when the valve passes over cam 2, to open, to inject the
combustible gas in the chamber and trigger the explosion.
b) When the cam 19 passes under the device 4, this triggers the following process - The current coming from the battery is cut and no longer arrives on the bor
does 12 'and therefore stops the magnetism on the timer, which allows
thus to the piston 10 to move back by the action of the spring 12 and to initiate
the beginning of the period of inertia.
c) When the cam 19 passes under the device 5, this triggers the following process - The current always arriving on the device 20 is then cut by
putting the withdrawal of the cam 2, thus eliminating any explosion pen
throughout the duration of the inertia.
d) When the timer has finished the duration of inertia, this triggers the following process - When the piston 10 of the timer reaches the end of the retractive stroke,
announcing the end of the duration of inertia, it brings the terminals into contact
15 and 16, which results, via the systems
magnetic devices 3, 4 and 5, to bring out
the small piston-lugs of these devices for the purpose of explosion and
the beginning of the following cycle.
e) When you want to accelerate or decelerate the engine, you act as follows - To accelerate, just bring it closer, using the lever 17
in the direction of arrow A, the point of contact between the terminals
15 and 16, which has the consequence of reducing the duration of the iner
tie, so the number of inertial turns between two explosions, so
the engine then making more explosions per second, to make it
stronger.
- To decelerate, simply move away, using the lever 17 in
the direction of arrow B, the point of contact between terminals 15 and
16, which has the consequence of increasing the duration of the inertia,
so the number of inertial turns between two explosions, so the mo
less explosions per second> to make it
less strong.
 Addition of a compressed air tank.
 As shown in Figures 1 and 4, the reservoir 31 has been mounted in the periphery of the cylinder 18, but it could also be found in the intermediate flange, between the compressor 23 and the propellant 24. The reservoir is filled with compressed air supplied by the compressor, the compressed air passing through the non-return valve 26 and, simultaneously, part of this compressed air thus stored in the tank passes, at the appropriate time, into the explosion chamber of the propellant.
The purpose of this compressed air tank is therefore to coordinate the transfer of compressed air from the compressor to the propellant.
 The operation of this device is as follows: the compressor 23 fills the reservoir 31 with compressed air, this cannot return back thanks to the non-return valve 26 and simultaneously, a quantity of this compressed air is distributed in the chamber explosions of the propellant 24 by the valve 27 when the slide 33 has slightly exceeded the point x. The quantity of compressed air thus distributed is equal to the quantity produced by one revolution of the compressor, which allows the tank to put itself at the pressure determined by the position of the point of explosion of the moment.
 Compressor mounting larger than the thruster.
 The compressor 23 has been made larger than the propellant 24, this makes it possible to send more atmospheric air into the explosion chamber of the propellant, in proportion to the difference in size between the compressor and the propellant.
 This can be explained as follows, with reference to FIGS. 5 and 6, when the compressor piston 23 is in the position of FIG. 6, the capacity of its displacement is reduced to one-eighth of its total displacement and therefore l atmospheric air compressed to a pressure of 4 bars. It is from this position that air can begin to pass into the propellant's explosion chamber. Here, in FIG. 5, the propellant is in the explosion position, that is to say that the compressed air of the compressor has already passed into the explosion chamber of the propellant.
 If the displacement of the propellant is equal to that of the compressor and the capacity of its explosion chamber is well eighth of its total capacity, that is to say that the piston is at this point o in the figure, the pressure in the explosion chamber is therefore 4 bars.
 Consequently, the explosion taking place at this point o, in order to obtain a higher compression, it is therefore necessary for the displacement of the compressor to be greater than that of the propellant, for example twice as large to obtain a compression of 8 bars, two and a half times greater to obtain a compression of 10 bars.
Here we do not take into account the loss of about 2/10 which occurs during the transfer of 1 compressed air from the compressor to the compressed air tank. Consequently, for the compression to be at 4, 8 or 10 bars, it is necessary that in each case the compressor is even larger by about 2/10, or therefore it is necessary, to obtain a com
2.5x12 pressure of 10 bar, a compressor of about 10 = three times larger.
 Change of compression ratio, on and off at will.
 A means has been mounted in order to be able to change the compression ratio, on and off at will, consisting in triggering the explosions more or less close to point x, here is how it happens, with reference to FIGS. 7 to 10.
 In Figure 7, the propellant is in the explosion position, when the point o of explosions is closest to point x, a little before a quarter of the piston stroke, so that the engine then has a compression of 12 bars.
 In FIG. 8, the propellant is in the explosion position, when the point o of explosion5 is located a little further from point x, at a quarter of the piston stroke, so that the engine then has a compression of 10 bar.
 In Figure 9, the propellant is in the explosion position, when the point o of explosions is located even further from the point x, a little after a quarter of the piston stroke, so that the engine then has a compression of 8 bars.
 In Figure 10 the propellant is in the explosion position, when the point o of explosions is located even further from the point x, a little before the half-stroke of the piston, so that the engine then has a compression of 3 bars about.
 Consequently, to change the compression ratio while running, it suffices, by manipulating the accelerator lever, to cause explosions by producing fuel injection and ignition more or less close; without limitation, from point x to obtain a compression ratio ranging from 12 to less than 3 bars.
 It goes without saying that the present invention has been described above by way of explanation but in no way limitative and that any modification of detail could be made without departing from its scope.

Claims (6)

 1. Rotary motor made up of two groups, one compressor the other propellant, each group comprising two rotors of which one inside acts as a piston and the other outside acts as a cylinder, the two rotors turning together one in the other and being eccentric with respect to each other, so that the rotor-piston touches the roof of the rotor-cylinder at a point x, so that the eccentricity of the two rotors defines, for the compressor, the intake chamber and the compression chamber and for the propellant, the expansion chamber and the exhaust chamber, characterized in that it comprises - a timer (9) interrupting its explosions for the duration of the " water hammer "of each of them - a magnetic system (20) to modify, in motion and at will, the duration of the inertia of each explosion - a compressed air tank (31) to coordinate the transfer of compressed air from compressor to propeller - the compressor r (23) larger than the propellant (24) - a process modifying, in operation and at will, the compression ratio by manually giving advance or delay to ignition.
 2. Engine according to claim 1 characterized in that it has placed the timer device (9) on the non-rotating part of this engine system, which lends itself to this process, in order to give it the means to mark, alternately , an explosion stop time after each of them and this, during the duration of the inertia of the "water hammer" of the explosions, the engine therefore running during these durations, solely by this inertial force.
 3. Rotary motor according to claims 1 and 2 characterized in that it has been given the means to modify the duration of alternating interruptions of "water hammer" explosions, comprising the magnetic device (20) -which, acting on the retractable cam (2) controlling the interruptions of the explosions, being itself controlled by the timer (9), makes it possible to modify the duration of the interruptions of the explosions and all this being controlled by the manual control (17) giving in the direction of the arrow (A) a decrease in interruptions and the direction of arrow (B) an increase in terruptions.
 4. Rotary motor according to claim 1 characterized in that there is added to it the compressed air tank (31), which has been mounted in the periphery of the cylinder, but which can also be mounted in the intermediate flange of the cylinder between the propellant (24) and the compressor (23), the latter is responsible for filling the reservoir (31) with compressed air which is then distributed, as well as adequately in the explosion chamber of the propellant, the utility of this reservoir thus being to coordinate the transfer of compressed air from the compressor to the propellant.
 5. Rotary motor according to claim 1 characterized in that the compressor (23) is mounted larger than the propellant (24), allowing, on the one hand to have much more atmospheric air in the displacement of the propellant and on the other hand to be able to increase the compression ratio.
 6. Rotary motor according to claim 1 characterized in that it has been given the power to modify, at will and in motion, its compression ratio, this consisting in triggering the explosions more or less close to point x, quite simply by manipulating the acceleration lever which, when it ignites explosions near the point x, increases the force and the rotation speed of the engine - and conversely, when it ignites the explosions distant from point x, - decreases the force and the engine rotation speed.
FR9412262A 1994-10-12 1994-10-12 Methods applied in the explosion engine, with rotating cylinder with its two pistons, compressor and propeller Expired - Fee Related FR2725756B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR9412262A FR2725756B1 (en) 1994-10-12 1994-10-12 Methods applied in the explosion engine, with rotating cylinder with its two pistons, compressor and propeller

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR9412262A FR2725756B1 (en) 1994-10-12 1994-10-12 Methods applied in the explosion engine, with rotating cylinder with its two pistons, compressor and propeller

Publications (2)

Publication Number Publication Date
FR2725756A1 true FR2725756A1 (en) 1996-04-19
FR2725756B1 FR2725756B1 (en) 1997-01-03

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2815381A1 (en) * 2000-10-12 2002-04-19 Noel Gil Control mechanism, for rotary internal combustion engine, is such that it allows controlled delay of the introduction of air into the combustion chamber.
FR2816351A1 (en) * 2000-11-08 2002-05-10 Noel Gil Fixings, for rotary engine, are applied to fix pistons to shafts, to prevent piston from applying pressure to slider.
FR2817910A1 (en) * 2000-12-12 2002-06-14 Noel Gil Rotary i.c. engine with lateral operation has gas fuel feed through fixed flange and seal between fixed and rotary sections
FR2853938A1 (en) * 2003-04-17 2004-10-22 Noel Gil Reactor has auxiliary engine turning electricity generator and compressor, and cam shaft opening or closing valve for providing multiple ram effects in second, where ram effects increase final force of reactor

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2211972A5 (en) * 1972-12-21 1974-07-19 Torro Roger
FR2309721A1 (en) * 1975-05-02 1976-11-26 Theisen Alois Rotary motor
FR2535393A1 (en) * 1982-11-02 1984-05-04 Gil Noel Improvements made to a revolving cylinder engine
FR2647505A1 (en) * 1987-12-08 1990-11-30 Gil Noel Internal combustion turbine with endless effect piston
FR2654153A1 (en) * 1988-10-26 1991-05-10 Molinier Roger Rotary heat engine without valves of the four simultaneous strokes type, with peripheral external thrust
US5352295A (en) * 1992-05-16 1994-10-04 Yi Chou Rotary vane engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2211972A5 (en) * 1972-12-21 1974-07-19 Torro Roger
FR2309721A1 (en) * 1975-05-02 1976-11-26 Theisen Alois Rotary motor
FR2535393A1 (en) * 1982-11-02 1984-05-04 Gil Noel Improvements made to a revolving cylinder engine
FR2647505A1 (en) * 1987-12-08 1990-11-30 Gil Noel Internal combustion turbine with endless effect piston
FR2654153A1 (en) * 1988-10-26 1991-05-10 Molinier Roger Rotary heat engine without valves of the four simultaneous strokes type, with peripheral external thrust
US5352295A (en) * 1992-05-16 1994-10-04 Yi Chou Rotary vane engine

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2815381A1 (en) * 2000-10-12 2002-04-19 Noel Gil Control mechanism, for rotary internal combustion engine, is such that it allows controlled delay of the introduction of air into the combustion chamber.
FR2816351A1 (en) * 2000-11-08 2002-05-10 Noel Gil Fixings, for rotary engine, are applied to fix pistons to shafts, to prevent piston from applying pressure to slider.
FR2817910A1 (en) * 2000-12-12 2002-06-14 Noel Gil Rotary i.c. engine with lateral operation has gas fuel feed through fixed flange and seal between fixed and rotary sections
FR2853938A1 (en) * 2003-04-17 2004-10-22 Noel Gil Reactor has auxiliary engine turning electricity generator and compressor, and cam shaft opening or closing valve for providing multiple ram effects in second, where ram effects increase final force of reactor

Also Published As

Publication number Publication date
FR2725756B1 (en) 1997-01-03

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