HRP990349A2 - Rotary internal-combustion engine - Google Patents

Description

The field to which the invention relates

This invention relates to a rotary internal combustion engine which is classified according to the international classification as: F 02 B - Combustion engines in general

Technical problem

The construction of a piston engine is very complex since it consists of a relatively large number of parts: pistons, connecting rods, crankshaft. In addition to these parts, we have a robust housing with cylinders, crankcase and engine head. For the distribution of the working medium, a distribution mechanism is used, in which the main parts are camshafts and valves with springs. The production of all these parts requires a large number of production operations, a large number of working hours, which ultimately leads to a high production price of the engine.

The volume and mass of the engine are large, which has a particular impact on car engines, where we have limited installation space, and it is also necessary to ensure that the weight of the vehicle is as small as possible in order to improve overall performance.

State of the art

During the twentieth century, there were many attempts to replace engines with a piston mechanism with a solution that would contain a simpler engine concept. All these solutions were mostly based on the operation of rotary pumps, primarily those with movable vanes. These concepts existed more as theoretical possibilities and less as practically feasible solutions. Of all the attempts, the most successful was Felix Wankel's engine, which basically consists of an epitrochoidal housing and a triangular piston mounted on an eccentric shaft. He managed to interest a large number of manufacturers in his engine concept, who spent large sums of money on its development. After almost thirty years, further development and efforts to start mass production were abandoned. What influenced such a decision was the insurmountable series of problems that characterized that engine. Defects in the sealing of the chambers, inadequate lubrication, overheating of individual parts of the engine and thus increased deformation and wear of parts are the fundamental problems of this engine. In addition, fuel consumption is thirty percent higher than in piston engines, and due to the lubrication method, oil consumption is also higher, and as a result, high emission of harmful gases in the exhaust. In addition, it should be said that due to the construction itself, a higher compression ratio of eleven to one could not be achieved and was therefore not applicable for the performance in the Diesel version. The Rolls-Roys factory made a hybrid Wankel engine in a Diesel version that did not give the expected results.

Presentation of the essence of the invention

The engine that will be explained represents a new and unique concept of the engine that has no points of contact with the previously mentioned solutions. It is the only engine that realizes a variable volume of the chambers, while all the moving parts make a circular motion. This was not achieved in any engine or pump design, but it was always a matter of combinations of two or more motions, for example rotation and translation and the like. This fact has great importance for the overall functioning of the engine, which will be seen in the rest of the presentation.

Compared to a piston engine, a rotary engine has smaller dimensions and mass per unit of power. It consists of only three moving parts. The distribution of the working medium is done through the intake and exhaust ducts on the housing, in contrast to the piston engine, which has an expensive and complicated distribution mechanism for this purpose.

Sealing of the engine chambers, lubrication and cooling have been completely solved, which is of fundamental importance for the functioning of the engine.

The engine can be made to use gasoline as a propellant or in the Diesel version since there is no restriction on the height of the compression ratio.

With regard to tactility, a four-stroke or two-stroke version is possible.

The range of revolutions at which the engine can operate is the same as that of piston engines, and it can be designed as high-speed, medium-speed and slow-speed.

Depending on the pressure of the inlet medium, the engine can be atmospheric or precharged.

The rotary engine of Figure 1.a and b consists of parts:

1. engine housings 1

2. rotor composed of several different parts, located in the central part of the engine and will be referred to as central rotor 2 in the following text

3. the rotor, which is also composed of several parts, and since its shaft consists of two parts, the name two-part rotor 3 will be used in the following text

4. shaft 4

5. sliding bearings 5, 6, 7.

The motor mechanism that rotates inside the housing consists of two rotors and a shaft. The rotors together with the housing surfaces close the volumes of the working chambers and transmit torques to the motor shaft. Moments are transmitted via elliptical gears located on the rotors and motor shaft. They form the basis of the motor mechanism and at the same time determine its motion.

Sliding bearings are used to accommodate parts of the mechanism.

Brief description of the drawing

Figure 1.a and b shows a rotary engine in plan and side view

Figure 2 shows a pair of gears of the motor mechanism with marked characteristic sizes

Figure 3.1.-5. shows rotor gear positions for 180 degree shaft gear turns

Figure 4.1.-5. shows center and two-piece rotor positions for 180-degree shaft turns

Figure 5.1.-4. shows four-stroke engine operation in stages

Figure 6.1.-2. shows the operation of a two-stroke engine by phases

Figure 7.1.-2. shows the operation of the air compressor and the hydraulic pump

Figure 8.a and b shows the housing of a four-stroke engine with water cooling in a plan and a side view

Figure 9.a and b shows the central rotor in plan and side view

Figure 10.a and b shows a two-part rotor in plan and side view

Figure 11.a, b and c shows the ring seals of the engine chambers in plan and side view

Figure 12 shows the engine shaft in plan and side view

Figure 13 shows a motor with two motor mechanisms connected to a common shaft.

Figure 14 shows a motor with three motor mechanisms mutually rotated by 120 degrees around a common shaft.

A detailed description of at least one way of realizing the invention

The movement of the moving parts of the engine, as mentioned, is determined by the pairs of elliptical gears that are built into the rotors and the engine shaft. The rotor gears (large gear) have twice the circumference of the dividing ellipse than the gears located on the motor shaft (small gear) Figure 2. The axis of rotation of the large gears coincides with the axis of rotation of the rotor, while the small gears on the shaft are placed eccentrically. The axis of rotation of the shafts passes through the foci of their dividing ellipses. Also the small gears that mesh with the gears of the different rotors are mutually rotated by 180 degrees.

In order for two mutually toothed gears to function properly, it is necessary to define their geometric shape and meet certain conditions.

Figure 2 shows a pair of gears with the main sizes marked:

a1- major axis of the divided ellipse of the rotor gear (large gear)

b1- minor axis of the dividing ellipse of the rotor gear

a2 - major axis of the ellipse division of the shaft gear (small gear)

b2 - minor axis of the dividing ellipse of the gear shaft

e2 - eccentricity of the shaft gear

r1 - variable radius of the rotor gear (large gear)

r2 - variable radius of the shaft gear

d - the distance between the axis of rotation of the shaft and the rotor

φ1 - rotor gear angle

φ2 -shaft gear angle

s2 - circumference of the divisive ellipse of the shaft gear

The distance between the axis of rotation of the shaft gear and the rotor gear is equal to the sum of their variable radii

[image]

The equation of the shaft gear curve is equal to

[image]

The variable radii of the rotor gears depending on the angle 2 will be obtained by using expressions 3.1 and 3.2

[image]

In order for the pair of gears shown in Figure 2 to function properly, the basic condition must be met

[image]

Expression 3.4 represents the condition by which the large gear rotates 360 degrees when the shaft gear rotates by an angle of 720 degrees, or two full revolutions.

We will determine the geometric shape by choosing the sizes a2 b2 and d in such a way as to satisfy the expressions (3.1-4.). When choosing these sizes, in addition to the conditions mentioned above, it is necessary to take into account additional facts that affect correct sizing:

- the ratio b2/a2 affects the volume of the engine chambers, and the smaller the ratio, the greater the volume, but with the smaller the ratio, the moments of inertia that occur during rotation are greater, and it is necessary to choose the sizes in such a way as to achieve the optimal maximum volume of the chambers and the moments of inertia keep within the allowed limits

- the gear axis spacing must be such as to ensure sufficient strength of the gear teeth

- the ranges of the gear division curves must be multiples of the product mn • π, where mn is one of the standard modules of the gear.

If all the above-mentioned conditions are met during the selection of sizes, we get that the dividing curve of the large gear is an ellipse whose basic sizes can be calculated from expression 3.3. We will calculate the major axis of the ellipse by including the angle φ2 - 90° in the expression, while to calculate the minor axis, it is necessary to include the angle φ2 = 270°. By calculating the sizes a1 and b1, the gearing of the motor mechanism was fully matched.

Figure 3.1-5 shows the rotor gear positions for 180 degree shaft gear turns. The radii of the elliptical gears at each point of contact change and their transmission ratio i = r1/r2 changes from a minimum to some maximum value. For this reason, the rotor gear will rotate by a different angle for every 180 degrees of rotation of the shaft gear. Figure 3.1 shows the zero position of the gear. By rotating the rotor gear by 180 degrees figure 3.2, the rotor gear will rotate by an angle of 90 + φ. In the next rotation of the rotor gear by 180 degrees, Figure 3.3, the rotor gear will rotate by 90 - φ. By further turning the situation, figure 3.4 and figure 3.5 are repeated

Figure 4.1-5 shows the positions of the two rotors for 180 degree shaft displacements in each phase. The angles covered by the central and two-part rotor are in anti-phase, i.e. when turning the shaft, one part will rotate by 90 + φ while the other will rotate by 90 - φ and vice versa. For this reason, during rotation, there will be an angular difference between them from a minimum value of O to a maximum value of 2φ. This is the fundamental fact on which the operation of the engine is based.

Figure 4.1 shows the positions of the two rotors when the shaft is in the zero position. By rotating the shaft by 180 degrees, the rotors will take positions according to Figure 4.2. The central and two-part rotor will rotate through different angles, and their angular difference will be:

[image]

where: Δφ is the angular difference between the central and two-part rotor

φskut by which the central rotor is turned

φdvangle by which the two-part rotor is turned

With further rotation, the shaft will rotate by one full revolution in relation to the zero position of figure 4.3, whereby the rotor which in the previous phase has traversed a larger angle will now traverse a smaller one, and the rotor which in the previous phase traversed a smaller angle will traverse a larger angle. In this way, both rotors will occupy a position of 180 degrees and the angular difference Δφ will be zero at that moment.

Figure 4.4 shows the shaft in a position rotated by one and a half revolutions, with the rotors separated from each other by an angle Δφ.

When the shaft rotates through two full revolutions of Figure 4.5, the rotors will have rotated 360 degrees. The angular difference Δφ is equal to zero. It can be seen that in two revolutions of the shaft, the volume of one chamber changed four times.

The described engine mechanism serves for the performance of the engine in four-stroke and two-stroke versions, as well as the air compressor and hydraulic pump.

With a four-stroke engine, the cycle required to obtain one working cycle is performed during two full revolutions of the shaft. Four cycles are completed in one engine chamber.

The strokes are: 1. Suction 2. Compression 3. Expansion 4. Exhaust

In the following, we will consider the processes inside the engine chamber in Figure 5.1-4 marked with number 1 during two revolutions of the shaft.

1. By turning the shaft clockwise in figure 5.1, the volume of chamber 1 increases. During this time, the chamber crosses the area where the suction channel is located and due to the pressure in the chamber, which is lower than the pressure in the suction pipe, suction of the working medium occurs. The suction continues until the shaft turns 180 degrees, i.e. when the chamber reaches its maximum volume. In order to better fill the chamber with the working medium, the suction stroke can be extended by extending the suction channel into the area of the beginning of the next stroke. When the chamber passes outside the influence of the suction channel, the suction cycle ends.

During this phase, the compression stroke takes place in chamber 2, the expansion stroke in chamber number 3, and the exhaust stroke in chamber number 4.

2. The working medium that was sucked in in the first phase is closed in chamber 1. Figure 5.2. By turning the shaft, the volume of the chamber decreases and the working medium is compressed, increasing its temperature and pressure. The compression process ends when the chamber takes on the minimum volume. The compression ratio, i.e. the ratio of the maximum and minimum volume of the chamber, depends on the type of engine (gasoline, diesel, with pre-charge, without pre-charge). A little before the end of the compression cycle in gasoline engines, the spark on the spark plug jumps and the fuel mixture ignites. With the Diesel version of the engine, the process of fuel injection into the heated air begins.

The expansion cycle takes place in chamber 2, the exhaust cycle in chamber 3, and the suction cycle in chamber number 4.

3. After the mixture is ignited, in the case of a gasoline engine, combustion occurs in chamber 1. Figure 5.3, during which the pressure and temperature rise sharply. In the Diesel version, the fuel injection takes some time and at the same time the combustion takes place. In the remaining part of this stroke, the expansion of exhaust gases continues, which, acting on the working surfaces of the chamber, create forces and moments. The forces on the rotors are equal, but the resulting moments acting on the shaft are of different amounts and directions. The reason for this is that the current transmission ratios are different for a central and two-piece rotor. The difference between these two moments manifests itself as a useful torque on the output part of the shaft. The output torque is equal to zero only at the moment when the shaft is in the zero position, because then the torques acting on the shaft are of equal amount and of the opposite direction of action, so their cancellation occurs. Gas expansion lasts until the chamber reaches its maximum volume, in contrast to piston engines where it ends somewhat earlier due to the start of valve opening. For this reason, more work is obtained in the expansion stroke than with piston engines.

The exhaust cycle takes place in chamber 2, the suction cycle in chamber 3, and the compression cycle in chamber 4.

4. With further rotation, the volume of chamber 1. Figure 5.4 begins to decrease, and due to the pressure difference in the chamber and the exhaust pipe, which is located in this area, exhaust gases are pushed out through the pipe into the atmosphere. The exhaust stroke ends when the chamber reaches its minimum volume, however, in order to better flush the chamber from exhaust gases, it can be extended to the beginning of the intake.

Suction takes place in chamber 2, compression in chamber 3, and expansion in chamber 4.

With two-stroke engine operation, the cycle required to obtain one working stroke within one chamber is performed during one revolution of the shaft, i.e. during two strokes. In doing so, the working chambers are rotated by 180 degrees. The design of the two-stroke engine is made with a double intake and exhaust channel, injectors or spark plugs so that the work cycle can be completed in the next rotation of the shaft. Openings for changing the working medium are located on the housing in the area where the first stroke ends and the second begins.

Strokes of a two-stroke engine: 1. Compression stroke 2. Operating stroke

1. During the compression stroke, which lasts for the duration of the 180-degree shaft rotation, a part of the chamber blowing, compression of the working medium and ignition is performed.

2. In the working stroke, combustion, expansion, exhaust and the beginning of blow-by take place. Thus, in the two-stroke operation of the engine, the exhaust gases are blown off and filled with fresh working medium at the end of the second and the beginning of the first stroke through the openings on the housing that are connected to the intake and exhaust pipes.

Figure 6.1-2 shows the phases of operation of a two-stroke engine.

The rotary engine can, with certain design changes, work as an air compressor or a hydraulic pump. For this purpose, the shaft of the central rotor is made hollow and serves as a drainage channel. It also has spring-loaded valves in the area of the working chambers

The compressor works in two cycles: 1. Suction 2. Pressurization

1. Through the shaft, we supply mechanical energy to the compressor or pump to start the mechanism. In Figure 7.1, chambers 1 and 3 increase their volume by rotating the shaft and perform suction of the working medium in the same way as explained for the four-stroke engine.

Chambers 2 and 4 pressurize the media.

2. In the compression cycle of figure 7.2, the volume of chamber 1 decreases, while the pressure inside it increases. The medium that is under pressure overcomes the spring of the valve, and in this way it opens and pushes the medium into the outlet pipe. The beat ends when the ventricle reaches its minimum volume. It closes without allowing the medium under pressure in the outlet pipe to enter back into the working chamber.

The same process will take place simultaneously in chamber 3.

Suction cycles will take place in chambers 2 and 4.

Engine parts, their function, production and assembly will be explained below.

Engine parts:

1. engine housing 1

2. central rotor 2

3. two-part rotor 3

4. engine chamber ring seals 21,22,23

5. motor shaft 4

The housing connects all parts of the engine into one unit. In addition to this function, its surfaces participate in the formation of engine chambers. With regard to the way the engine is cooled, we distinguish between two types of housing:

1. housing for engines with water cooling

2. housing for air-cooled engines

Figure 8.a and b shows the housing of a water-cooled four-stroke engine.

Housing parts:

1. two covers 8

2. tin covers 9 and 10

Two covers 8 close the space in which the rotors rotate. This space has the shape of a partial torus. The motor shaft is placed on the lower parts of the covers. In the other spaces closed by tin covers 9 and 10, there are gears and oil for lubricating the parts of the mechanism.

The housing covers are fastened with screws located around the circumference of the circular part of the covers.

They are made with a double wall through which the cooling medium circulates, absorbing the heat from the heated walls. The cooling medium enters on one side of the housing, passes through the double wall and exits on the opposite side. In one cover, holes are made through which oil is supplied under pressure to the main bearings of the rotor and the shaft bearings. The covers also have an intake and exhaust duct and an opening through which the oil that splashes the pistons and the sliding surfaces of the housing drains into the engine's oil sump (sump). The size, shape and position of the intake and exhaust ducts depend on the type of engine (four-stroke, two-stroke, hydraulic pump). In the case of a four-stroke engine, the intake and exhaust channels are located on one side of the housing, while the spark plugs or fuel injectors are located on the other side. The two-stroke engine has two intake-exhaust openings separated by 180 degrees. With the air compressor and hydraulic pump, there are two intake openings, while the outlet openings are equipped with spring-loaded valves.

Housing covers are made of cast iron. In addition to satisfactory strength, it has good sliding properties, which are necessary due to less wear of engine chamber seals.

The surface on which the seals slide is ground and polished.

The central rotor 2 of figure 9.a and b. closes the space of the motor chambers with its surfaces and transmits the torque via gears to the motor shaft.

Assembly parts:

1. four pistons 11

2. two parts of the shape of the torus section 12

3. four screws 13

4. shaft 14

5. two elliptical gears with external toothing 15

The pressurized medium acts on the pistons 11, creating a tangential force that is transmitted in the form of torque, via other parts of the assembly, to the motor shaft.

The piston has the shape of a clip of a torus. Grooves are made around the circumference of the piston, in which the compression ring is placed, and in the other, the oil ring, which is used to seal the engine chamber. The oil located in the space between two pistons of the same rotor, in addition to lubrication, also conducts heat removal from the heated walls.

The piston is made of aluminum alloy by casting. It is a good conductor of heat and, compared to cast iron, it has a smaller mass, which is very important since the moments of inertia that burden other parts of the motor mechanism are also smaller.

In the upper part between the two pistons of the same rotor, part 12 is located, which serves to cover the intake and exhaust openings during rotation. The shape of the part is a partial slice of the surface of the torus.

The shaft of the central rotor 14 transmits the torque via gears to the motor shaft and participates in the formation of the motor chambers.

In the central part, there are two supports on which the pistons are attached. The supports have threaded holes in which the screws connecting the pistons to the shaft are placed.

Also in the central part of the shaft there are two surfaces that close the lower surfaces of the engine chambers. Their shape is a partial slice of the surface of the torus.

On the cylindrical part of the shaft, there are plugs of sliding bearings that enable the relative movement of the two rotors. The shaft has drilled holes through which pressurized oil is supplied to the engine bearings and cooling of the torus surfaces of the shaft.

The ends of the shafts are serrated since the gears are placed on them.

The shaft is made by casting from cast steel.

Torus-shaped surfaces and bearing plugs are ground and polished.

Elliptical gears with external toothing 15 transmit moments from the rotor to the motor shaft. The circumference of the pitch ellipse of the gears is twice the pitch of the pitch ellipse of the gears located on the motor shaft.

The connection of the gears with the rest of the assembly was achieved with the help of a large number of grooves that are equal to the protrusions on the rotor shaft.

The teeth of the gear are cut with a cutting gear which, in its dimensions and shape, is identical to the gears located on the motor shaft.

The material of the gears is high-alloyed steel, which ensures great strength and hardness of the teeth.

The two-part rotary part 3 of figure 10.a and b closes the space of the chambers with its surfaces and transmits torque to the motor shaft.

Assembly parts:

1. four pistons 16

2. two parts of the shape of the torus section 17

3. eight screws 18

4. two shaft segments 19

5. two elliptical gears with external toothing 20

The piston of the two-part rotor 16 has the same function, shape and main dimensions as the piston of the central rotor. The difference between the two parts is in the position of the holes where the screws for connecting to the rest of the rotor are placed. The piston of the two-part rotor is connected to the shaft segments by means of two screws 18 located on the edge of the part.

Part 17 is equal to part 12 on the center rotor.

The shaft of the two-part rotor has a tubular section and consists of two equal segments 19. Bearing bushings are placed inside both segments, through which the relative motion of the two rotors is achieved. The outer part of the segments has the function of the cap of the base bearings through which both rotors are supported on the motor housing. Elliptical gears 20 are placed at the ends of the shaft segments. On the shaft segments, supports are made on which the pistons are attached, and there are also surface segments in the form of a partial torus that close the lower surfaces of the chambers.

Both shaft segments have holes through which oil comes under pressure acting on the casing covers. In this way, the oil under pressure pushes the segments towards the center of the engine, resisting the gas force acting in the opposite direction. Also in this way, sealing is ensured at the contact of the torus-shaped surfaces of the central and two-part rotor, which are relatively sliding. Axial gas forces are created by the action of the working medium under pressure on the torus surfaces of the shaft segments.

The shaft segments are made of cast steel.

The surfaces of the partial torus shape and the plugs of the main bearings are ground and polished.

The elliptical gears 20 located at the ends of the segments are equal in shape, dimensions, construction and material from which they are made, to the gears located on the central rotor. The difference is in the larger number of slots with the help of which they are connected to the rest of the assembly.

All surfaces that close the spaces of the chambers and are in motion must be sealed so that the pressurized medium does not escape outside them. Good sealing of the chambers is one of the most important things in the functioning of the engine. During the operation of the engine, the dimensions of the parts change due to heating and wear, so the seals must be adapted to the resulting condition for the entire time the engine is operating and at the same time fully perform their function.

For this purpose, figure 11. a, b and c are used:

1. compression rings 21, 23

2. oil rings 22

The first serve to seal the chambers, while the others ensure an adequate oil film on the sliding surfaces.

We distinguish between two types of compression rings:

1. compression rings located around the circumference of the pistons 21

2. compression rings located on the two-part rotor 23

In the grooves of the pistons, there are compression rings 21 and oil rings 22, which are cut on one part. Their diameter in the unloaded state is greater than the diameter of the chamber section. During their assembly, compression occurs and the appearance of an elastic force that presses the ring against the surfaces that make up the working chamber. Compression rings 23 located on the two-part rotor achieve sealing between the surfaces of the housing and the surfaces of the two-part rotor. They are cut in one part and their diameter in the unloaded state is smaller than the diameter of the part on which they are located.

All seals shown are made of gray cast iron. The sliding surfaces are chrome-plated for less wear.

The sealing between the torus surfaces of the central and two-part rotor is achieved by the contact pressure of the sliding surfaces, as previously explained.

The oil rings 22 have grooves through which the excess scraped oil escapes.

Motor shaft 4 picture 12. consists of:

1. two pairs of elliptical gears with external toothing 24

2. of the cylindrical part 25

The torques of the two rotors act on the motor shaft 4 in Figure 12. The difference at the output of the shaft represents a useful torque.

As part of the shaft, there are two pairs of elliptical gears 24 of equal dimensions that mesh with the gears of the two rotors. They are placed eccentrically on the shaft and the gears of one pair are rotated by 180 degrees. The axis of rotation of the shaft passes through the foci of the dividing ellipses of the gears. The connection of the pairs of gears with the cylindrical part 25 is achieved with the help of a large number of grooves that are equal to the protrusions on the cylindrical part.

The engine flywheel is attached to the output part of the shaft with screws.

The gears are lubricated with oil from the housing.

The shaft is mounted with two sliding bearings on the lower part of the housing, while its axial movement is prevented by the housing covers between which it is placed.

It is made by forging and turning, the teeth of the elliptical gears are cut, while the bearing plugs are ground and polished.

The material used for production is high-alloyed steel.

The engine can be made with a larger number of chambers and it can be:

1. in-line engine

2. V and I engine

3. star engine

The serial form of the engine is created by connecting two or more casings in a line. Two, three, four and more cases can be connected, which gives us engines with 8, 12, 16, etc. chambers. Additional reinforcements are made on the housings, through which the anchor bolts pass, connecting the individual housings into one unit.

The processes in the chambers of two adjacent cases are rotated by the shaft angle φvr which is equal

[image]

where n indicates the number of individual cases. In this way, the torque at the output of the shaft has less oscillation than the average value and a smaller flywheel is required.

The V and I motor in Figure 13 has two mechanisms connected to a common shaft with an angular distance of 110 to 180 degrees. This type of engine can also be connected in series, whereby we get engines with the number of chambers: 8, 16, 24, 32, etc.

The radial motor of Figure 14 is the most compact, since three motor mechanisms are arranged around the centrally located shaft with an angular distance of 120 degrees. This type of engine has twelve working chambers. By serial connection, we get engines with the number of chambers: 24, 36, 48, etc.

Method of application of the invention

The invention can be applied in all areas of technology where piston engines are used.

Claims (20)

1. A rotary engine, characterized by the fact that it consists of a housing (1), two rotors (2), (3) and a motor shaft (4). 2. Rotary engine according to claim 1, characterized by the fact that the engine housing (1) consists of two covers (8) that close the space in which the working chambers are located and another where the gears are located, that the space in which the working chambers rotate has the shape partial torus, that the motor shaft (4) is placed on the lower part of the covers and that intake and exhaust ducts are made on said covers. 3. Rotary engine according to claim 1, characterized in that the rotor (2) consists of four pistons (11), two parts of the shape of a torus segment (12), four screws (13), a shaft (14) and two elliptical gears with external toothing (15). 4. Rotary engine according to claim 3, characterized by the fact that the piston (11) has the shape of a section of a torus, that it has two grooves made around the circumference of the part in which the compression and oil rings are placed, and that it is attached to the rest of the rotor with a screw. 5. Rotary engine according to claim 3, indicated by the fact that the shaft (14) is cylindrical in shape, that in its central part it has two supports that serve to carry the pistons, that also in the central part it has two partial torus-shaped surfaces that close the lower part of the working chamber, to place sliding bearings on the cylindrical part, and to place gears on the ends of the cylindrical part. 6. Rotary motor according to claim 3, characterized by the fact that the gears (15) are elliptical in shape, that they have twice the circumference of the dividing ellipse than the gears located on the motor shaft, and that they are made with external toothing. 7. Rotary engine, according to claim 1, characterized by the fact that the rotor (3) consists of four pistons (16), two torus-shaped segments (17), eight screws (18), two shaft segments (19) and two elliptical gear with external toothing (20). 8. Rotary engine according to claim 7, characterized by the fact that the piston (16) has the shape of a section of a torus, that it has two grooves made around the circumference in which the compression and oil rings are placed, and that it is attached to the rest of the rotor by means of two screws (18) located along the edge of the part. 9. Rotary engine according to claim 7, indicated by the fact that the shaft segment (19) has a tubular section, that at one end of the segment there are two supports to which the pistons are attached, that also at the same end there are two surfaces in the shape of a partial torus, and that the gear is located at the other end. 10. Rotary motor according to claim 7, characterized in that the gears (20) are elliptical in shape, that they have twice the circumference of the divided ellipse than the gears located on the motor shaft, and that they are made with external toothing. 11. Rotary engine according to claim 1, characterized in that the shaft (4) consists of two pairs of elliptical gears (24) and a cylindrical part (25). 12. Rotary engine according to claim 11, indicated by the fact that the elliptical gears of one pair (24) are mutually rotated by 180 degrees, that the axis of rotation of the shaft passes through the foci of their dividing ellipses, that the circumference of their dividing ellipses is twice smaller than the circumference of the dividing ellipses of the gears which are located on the rotors and that the gears are made with external toothing. 13. Rotary engine, characterized by the fact that the sealing is performed using compression (21) and oil rings (22), which in the unloaded state have a larger diameter than the cross-section diameter of the chamber and are placed in the grooves of the pistons, that the sealing between the rotor and the housing is performed using of the ring (23), which in the unloaded state has a smaller diameter than the part on which it is located, and that the rings are cut on one part. 14. Rotary engine, indicated by the fact that the principle of operation consists in the following: the radii of the elliptical gears of the two rotors (15), (20) and the elliptical gears of the shaft (24) change at each point of contact, and their transmission ratio i=r2 /r1 changes from a minimum to some maximum value, and for this reason the rotor gear, and with it the rotor, rotates by an angle of 90 + φ in one phase, while in the next phase it rotates by an angle of 90 - φ for 180 degrees of rotation of the shaft gear , with further rotation the situation repeats itself, the angles covered by the rotors are in anti-phase, i.e. when one part is rotated by an angle of 90 + φ the other is rotated by an angle of 90 - φ and in this way an angular difference of the minimum value is realized between them during rotation 0 to a maximum of 2φ, and for two revolutions of the shaft (4), the volume of one engine chamber changes four times. 15. Rotary engine according to claim 14, characterized in that it works on the four-stroke principle. 16. The rotary engine according to claim 14, characterized by the fact that it works on the two-stroke principle by using two medium distribution openings separated by 180 degrees. 17. Rotary engine according to claim 14, characterized in that by using a valve with springs at the outlet, the engine works as a hydraulic pump or an air compressor. 18. Rotary engine, indicated by the fact that the engine with a greater number of chambers than four has two or more casings connected in a row. 19. Rotary engine, characterized by the fact that the engine with eight chambers has two motor mechanisms connected to a common shaft with an angular distance of 110 to 180 degrees, and that engines with 8, 16, etc. chambers are obtained by serial connection. 20. Rotary engine, characterized by the fact that the twelve-chamber engine has three motor mechanisms connected to a common shaft with an angular distance of 120 degrees, and that sequential connection produces engines with 12, 24, 36, etc. chambers.