FR2883036A1 - Rotating heat engine e.g. petrol engine, has rotor rotating in stator, where stator has air inlet orifice, exhaust gas evacuation orifice, and explosion chamber for explosion of air-petrol mixture which leads to rotating movement of rotor - Google Patents

Abstract

The engine has a rotor that rotates in a stator and comprises two biconvex pistons (6). The piston is connected to a half-crankshaft (1) by a connecting rod rotating on a crank pin (17) decentered from the half-crankshaft. The stator has an air inlet orifice, an exhaust gas evacuation orifice, and an explosion chamber for the explosion of an air-petrol mixture, where the explosion leads to a rotating movement of the rotor.

Description

ROTARY MOTOR WITH SINGLE ROTOR AND 2 ALTERNATIVE CYLINDRICAL PISTONS

  The present invention relates to thermal engines with single rotary piston and reciprocating pistons. This invention seeks to reconcile the simplicity of the rotary engine and the reliability of the conventional engine, to improve efficiency and economy while respecting the present and future ecological standards. Rotary motors have always stumbled on reliability and efficiency due to leaks in the moving parts or designs that do not provide sufficiently high compression rates for optimum performance.

  In order to achieve this, certain rotary engines exhibit a great complexity, thus losing the engine any technical interest.

  This invention tries to remedy these imperfections by reconciling proven mechanisms and technical innovations, preserving a great mechanical simplicity behind a high technological value.

  This invention seeks to improve the efficiency of the engine by the small number of moving parts. It also allows to consider a low manufacturing cost thanks to the simple shapes of the parts used.

DESCRIPTION OF THE ENGINE

  Engine includes: É Rotor (2) É Two biconvex pistons (6) É 4 floating jackets (24) É Stator (18) É Crankshaft (1) É Explosion chamber (28) É One valve (27) ) (optional) We will describe each element and define its operation.

THE ROTOR

  The rotor (2) is a cylindrical piece composed of a central portion and two ends of smaller diameter called driving end (10). The dimensions of the rotor vary according to the desired use.

  The driving end may be equipped with a ring gear or any other mechanism for transmitting the rotational movement of the rotor.

  These driving ends (10) serve to transmit the rotary movement which drives the rotor (2) towards the outside of the stator.

  > The rotor (2) is hollowed out along its axis of rotation.

  - Perpendicular to the axis of the rotor (2), two cylindrical orifices pass through the rotor from one side to the other. They receive two moving parts: the biconvex pistons.

  These orifices may have an angular offset relative to each other.

  The angle is calculated according to the operating cycle of the engine and takes into account the duration of the explosion in the explosion chamber (28).

  Each cylindrical orifice is equipped with two internal floating folders (24).

  The rotor (2) is not in contact with the stator (18). The bore of the stator (18) is greater than the diameter of the rotor (2) to allow lubrication of the motor and reduce unnecessary friction during rotation.

  The weight of the rotor (2) must be as low as possible in order to reduce the inertia of the moving parts and to improve the energy efficiency. For this purpose, the rotor (2) can be lightened by any means that the technique currently offers.

  The rotor (2) is schematically separated into two stages: - A compressor stage (8) with two compression chambers, - A motor stage (9) with two expansion chambers. - 3

THE STATOR

  The stator (18) has a generally cylindrical shape. The stator bore is larger than the outer diameter of the rotor (2). This is the fixed part of the rotary engine. The stator (18) is pierced with two large orifices which are: The air inlet (21).

  The exhaust gas outlet (22).

  Near the middle part of the stator (18), a chamber is dug in the wall, it is the explosion chamber. It is composed of a filling duct (29) of the explosion chamber. (28) and the explosion zone.

  The stator (18) is closed at the ends by two hulls called side caps (19).

  Each side cap (19) is attached to the end of the cylindrical portion of the stator (18) to close the stator.

  The central part of these two side caps (19) receives the end of the crankshaft which is fixed integrally. Under these conditions, the crankshaft (1) is a fixed part of the rotary engine.

  Each side cap (19) has a peripheral opening. This opening opens on the toothing of the driving end (10) of the rotor (2). This window makes it possible to recover the rotational movement of the rotor (2) outside the stator (18).

  The 2 side caps (19) are identical in shape. Thus, the rotor (2) has a driving end (10) at each of its ends.

  At one end, the motive power is recovered.

  At the other, the peripherals are mounted: starter, alternator and pumps.

  The motive power is recovered directly on the rotor (2) at its driving ends (10) and not on the crankshaft (1) as for a conventional engine.

THE BICONVEXE PISTON

  The biconvex piston (6) is the moving element which slides inside the two cylinders of the rotor (2). It is in contact with floating shirts (24).

  The biconvex piston (6) is cylindrical in shape and corresponds to the fusion of two conventional pistons by their feet. The middle part, zone of the fusion, is recessed 5 to allow the passage of a mechanical part: the crankshaft (1).

  The two distal ends of the biconvex piston (6) are called piston heads (32). They have a curved surface and have the same radius of curvature as the rotor (2).

  - The height of the biconvex piston (6) is equal to the diameter of the rotor (2) decreased by twice the distance between the axis of the crankshaft (1) and the axis of the crankpin supporting the connecting rod (4).

  > The biconvex piston (6) carries a transverse axis (5) close to one of the piston heads (32). On this transverse axis (5) is articulated a moving part: the head of the connecting rod (4) identical to that of a conventional engine. There is only one connecting rod (4) per biconvex piston (6).

  - The biconvex piston (6) has a symmetrical shape. Each end is a piston head (32).

  - The biconvex piston (6) carries a segmentation between piston and sleeve identical to that of a conventional engine.

  - The stroke of the biconvex piston (6) in the liner is twice the distance between the axis of the crankshaft (1) and the axis of the crankpin (17).

  In order to fully understand the operation of the rotary motor, we will define for a piston end two positions of the bi-convex piston (6) in the rotor: a) A top dead position when the biconvex piston (6) is in contact with the internal face of the stator (18).

  b) A low dead center position when the biconvex piston (6) is in the furthest position from the stator (18).

THE CRANKSHAFT

  The crankshaft (1) is composed of two crank pins (17) on which articulate the rods (4) which have been defined previously. The angular setting of the crankpins (17) is determined according to the purpose of use of the engine.

  The crankshaft (1) passes through the rotor along its axis of rotation.

  The crankshaft (1) can be replaced by two half-crankshafts. In this configuration, the crankshaft is no longer secured to its middle part.

  Each half crankshaft carries an off center pin. Each half-shaft is attached to the central portion of a side cap (19). It serves as an axis of rotation to the rotor (2). It is integral with the stator (18). He does not turn.

  The stroke of the biconvex piston (6) is determined by the decentering of the crank pins (17) with respect to the central axis of the crankshaft (1). On each crankpin articulates the foot of the connecting rod.

  The biconvex pistons (6) are connected to the crank pins (17) of the crankshaft (1) by the connecting rods (4).

  The crankshaft (1) passes through each biconvex piston (6) at its center.

  Rotation of the rotor (2) on the crankshaft (1) causes reciprocating movement of the biconvex piston (6) inside the rotor (2) via the connecting rod (4) and the crank pins (17).

THE FLOATING SHIRT

  The floating shirt is cylindrical in shape, similar to classic engine shirts.

  The upper part of the floating jacket (24), in contact with the stator, is curved, the radius of curvature is equal to that of the rotor (2). The surface of the upper part is enlarged and has an ellipsoidal shape.

  The liner is in constant contact with the stator (18) and slides on its inner surface. The floating jacket (24) carries, in addition, a complete segmentation which seals between the rotor (2) and the stator (18).

  The ellipsoidal shape of the floating liner in contact with the stator is calculated to conceal the intake and exhaust ports of the stator during the rotation of the rotor and seal the different spaces.

  The lower part of the floating jacket (24) is equipped at its base with a spring ring (26). This ring keeps the floating jacket in pressure against the inner surface of the stator (18) and seals the compression chambers or expansion.

  The floating jacket is maintained under pressure on the inner face of the stator by virtue of the centrifugal force to which it is subjected during the rotation of the rotor.

  The rotor (2) carries a total of 4 floating shirts (24).

  The floating jackets (24) are the only parts of the rotor (2) in contact with the stator (18).

  THE EXPLOSION CHAMBER The volume of the explosion chamber (28) is determined by the desired compression ratio therein.

  This rotary engine can operate according to the principle of the gasoline engine with ignition system or diesel with auto-ignition, depending on the compression ratio obtained in the explosion chamber (28).

  In this case, we consider that it functions as a gasoline engine. The explosion chamber (28) is formed inside the wall of the stator (18). This explosion chamber (28) has 2 parts: A filling duct (29) at the compressor stage (8) of the rotor (2).

  É The explosion zone at the engine stage (9).

  The filling duct may be closed by a valve after compression of the air in the explosion zone and just before the explosion, so that the explosion acts only on the rotor motor stage (2).

  This technique seals the explosion chamber (28) during the explosion.

  At this explosion zone (28) are arranged the ignition system and the fuel injector.

  The fuel is injected under pressure into the explosion zone (28) and mixed with the admitted compressed air. The ignition system causes the explosion of the air-fuel mixture.

  The opening of the filling duct (29) is defined by the compression times in the compressor stage (8) and the engine time on the engine stage (9).

  The operating sequences are carried out according to the following diagram: 1. The air is compressed inside the explosion chamber (28) by the compressor stage of the rotor (2) during the filling phase.

  2. The valve (27) of the filling duct (29) closes at the end of the filling phase to ensure a perfect seal.

  3. The injector sends a determined amount of fuel to provide an ideal air-fuel mixture.

  4. The combustion of this mixture is triggered by the spark of the ignition system.

  5. The explosion occurs within the explosion zone (28) and causes a sudden expansion of the gas volume.

  6. At this moment, the biconvex piston (6) of the engine stage (9) goes to the top dead position in front of the explosion zone (28). The pressure of the gases is exerted on the biconvex piston and causes its repulsion towards the bottom dead position with a torque of rotation.

  This operating technique ensures the maintenance of compression and avoids the loss of compression of the explosion to the compressor stage (8).

  THE VALVE (27) (optional) This valve functions as a conventional motor valve: The valve (27) is located near the explosion chamber, inside the stator (18) and perpendicular to the filling pipe (29) . The valve (27) is reciprocated in its housing.

  The valve (27) is provided at one of its ends with a return spring.

  The movement of the valve can be driven by a mechanical, pneumatic or electromechanical system. The valve (27) opens and closes the filling duct of the explosion chamber during operation of the rotary engine.

  This valve closes the filling duct of the compressor stage during the explosion in the explosion zone. Thus, the pressure created during the explosion can not be retrograde on the compressor stage.

- 10 -

LUBRICATION AND COOLING

  The lubrication of the motor is ensured in the space between the stator and the rotor by a constant lubricating film between these two moving parts.

  The lubrication of the biconvex pistons and connecting rods is ensured by a pipe made in the crankshaft and the crankpin. This line serves to bring the lubricant to the base of the biconvex piston. The lubrication pressure is ensured by a lubrication pump and the centrifugal force during the rotation of the rotor. The lubricating liquid is recovered at a crankcase by a network of channels. It is at this housing that the lubrication pump recovers the lubricant for distribution in the previously defined areas.

  The rotary engine has two hot zones: the explosion chamber (28) and the motor stage (9) of the rotor (2). Cooling will focus mainly on these two areas.

  The cooling can be provided by a coolant circulating in cooling channels or by fins in the case of air cooling.

  The cooling channels, distributed in the stator block, will be more numerous in these hot spots. Liquid cooling uses techniques already used for conventional engines.

  PRINCIPLE OF OPERATION OF THE ENGINE

  We will describe the operation of the engine by focusing on a single engine cycle.

  The rotary motor is schematically separated into two parts: 1. A compressor stage (8).

  2. An engine stage (9) 1 The compressor stage (8) comprises a biconvex piston (6), two compression chambers, the air inlet (21) and the filling pipe (29) the explosion chamber (28).

  The engine stage (9) comprises a biconvex piston (6), two expansion chambers, the flue exhaust port (22) and the explosion chamber (28). The explosion chamber (28) is the only communication zone between the two stages.

  We will also define two positions of the biconvex piston (6): a) A top dead position when the biconvex piston (6) is in contact with the stator (18).

  b) A low dead center position when the biconvex piston (6) is in the furthest position from the stator (18).

  The motor cycle is defined as follows during the rotation of the rotor: 1. A biconvex piston (6) of the compressor stage (8) passes under the constraint of the connecting rod from the top dead position to the bottom dead position in front of the air inlet (9) and creates a vacuum that draws in air through the intake duct.

  2. During rotation of the rotor, the biconvex piston of the compressor stage (8) arrives near the filling orifice (29) of the explosion chamber (28), from the neutral position down to the top dead center position. The compressed air in this space rushes into the filling orifice (29) of the explosion chamber (28).

  3. At the end of compression, the filling pipe (29) the explosion chamber (28) is closed by the valve (27) or by the floating jacket.

  - 12 - 4. In the explosion chamber (28), the injector injects a certain amount of fuel under pressure and the ignition system ignites the compressed air-fuel mixture thus obtained.

  5. The explosion occurs in the explosion zone (28).

  6. At the same time, the biconvex piston (6) of the engine stage (9) is in front of the explosion zone (28), in the top dead center position. The gaseous volume under very high pressure exerts a repulsion mechanism on this biconvex piston (6) of the motor stage (9) of the rotor (2).

  7. The pressure exerted pushes the biconvex piston (6) of the engine stage (9) from the top dead center position to the bottom dead center position by causing a rotation torque on the rotor (2) around the crankshaft (1). and driving the rotor in a rotary motion.

  8. After a half turn of the rotor (2), the biconvex piston (6) of the motor stage (9) approaches the internal wall of the stator (18) towards the top dead center position and evacuates the burned gases by the exhaust duct (22) of the stator (18) facing it.

  We have defined a motor cycle. During this cycle, a new cycle starts in the diametrically opposite part of the biconvex piston (6).

  There are therefore 2 engine times for a revolution of 360 of the rotor is as much engine time as in a conventional engine 4-cylinder and 4-stroke.

- 13 -

Claims (4)

  1) thermal rotary engine characterized in that it is composed of a single rotor (2) of cylindrical shape with two driving ends (10) of smaller diameter. This rotor (2) rotates inside a cylindrical stator (18). This stator (18) has an air inlet (21) and an exhaust gas outlet (22). The stator (18) is closed at both ends by side caps (19). Each side cap (19) carries at its center a half-crankshaft (1). These half-crankshafts (1) are fixed, at each end, in the center of the side caps (19). The half-crankshaft (1) is composed of a crankpin (17) on which articulates a connecting rod (4). Each half-shaft (1) may have a variable setting to vary the time of the explosion in the explosion chamber (28) of the stator (18). The rotor (2) rotates on an axis represented by two fixed half-crankshafts (1). The rotor (2) has two cylindrical orifices, perpendicular to the axis of rotation of the rotor (2). Each orifice contains a biconvex piston (6) of symmetrical shape. The two ends of the biconvex piston (6) have a curved surface whose radius of curvature is identical to that of the rotor (2). The biconvex piston (6) is recessed in its central part to allow the passage of the half-crankshaft (1) inside the biconvex piston (6). The height of the biconvex piston (6) is equal to the diameter of the rotor (2) minus twice the distance between the center of the half-crankshaft (1) and the crankpin (17) carried by the half-crankshaft (1. The biconvex piston (6) carries, near one of its ends, a transverse axis receiving the head of the connecting rod (4) .Each orifice of the rotor (2) contains two floating sleeves (24) between rotor (2) and piston These floating jackets (24), cylindrical at their base, are movable in the orifices of the rotor (2) and the surface of the floating jackets (24) in contact with the stator (18) is enlarged by elliptical shape and carries a complex segmentation to ensure a perfect seal between rotor (2) and stator (18), during the rotation of said rotor (2), under the effect of the centrifugal force, which plates the floating jacket (24) against the stator (18) The floating jackets (24) also act as closing of the filling pipe (29) of the explosion (28) during the explosion of the gasoline air mixture. The single explosion chamber (28) is located in the stator wall (18) and straddles the compressor stage (8) and the engine stage (9) and receives the fuel injector. operation, an ignition system.   2) thermal rotary engine according to claim 1 characterized in that the biconvex pistons (6) are reciprocated in the orifice which are devolving, during the rotation of the rotor (2), under the constraint of the connecting rod (4) rotating around the crank pin (17) of the half-crankshaft (1).   3) thermal rotary engine according to claim 1 characterized in that the motive force is recovered directly at the driving ends (10) of the rotor (2) each equipped with either a ring gear or any other mechanical system for transmit the driving force to the engine peripherals.   4) thermal rotary engine according to claim 1 characterized in that the air is admitted through the air inlet (21) at the compressor stage (8) and is compressed in the single chamber d explosion (28). This room is equipped with a fuel injector and an ignition system. The explosion of the gaseous mixture exerts a violent pressure on the biconvex piston (6) of the motor stage (9) of the rotor (2) and causes a torque of rotation on the rotor (2) and these gases are evacuated by the exhaust port (22) at the end of rotation.