SI9700116A - Internal combustion engine with two rotating pistons - Google Patents

Abstract

The internal combustion rotational motor features two rotating pistons (2, 3) which are built into a chassis (1) and are rotating in opposite directions. The pistons with its shape of teeth and teething as well as the channel inside the chassis (15) provide the operation of four internal combustion motor strokes which are continuously repeating themselves thus enabling continuous rotation of a four stroke internal combustion motor. The interaction of the pistons is determined by gear wheels (8, 9) which are on the same axes (7, 10) as the pistons. The larger piston starts with the suction of the fuel and air mixture, this is the suction phase (figures 3.1 and 3.2). Both pistons are involved in the compressing phase (figures 4.1 to 4.5), while the mixture can flow through the channel inside the chassis. The expansion phase (figures 5.1 to 5.3) takes place after the mixture has been ignited. The exhaust channel is located in such a way that in the exhaust phase (figures 6.1 and 6.2), it makes particularly the smaller piston more active.

Description

Slovenia

INTERNAL COMBUSTION ENGINE WITH TWO ROTATING PISTONS

The subject of the invention is an internal combustion engine having two piston-shaped pistons. The pistons rotate one against the other. Due to the specially formed teeth and dental gaps on both pistons and the duct in the housing, suction, compression, expansion and exhaust stroke are performed during rotation, which defines the invention as an internal combustion engine.

The invention belongs to the international patent classification in F 01 C 1/22 and additionally in F 01 C 17/02 and F 02 B 53/00

A technical problem solved by the invention is such an internal combustion engine design that allows rotary motion of the pistons. As the pistons rotate continuously during the stroke, we avoid the losses occurring in modern engines with piston, crankshaft and crankshaft due to constant acceleration, deceleration and complete stoppage of pistons. The rotary pistons rotate side by side. Gives the rotational motion of the two gears, gears are provided on the axis of each of the rotating pistons, which provide a 1: 1 ratio of rotation speed between the pistons. The larger disc-shaped piston has convex shaped tooth flanks, while the smaller piston has tooth gaps with concave flanks. The large piston teeth and the smaller piston tooth gaps are designed so that the pistons do not collide with each other at the same rotational speed, or that a minimum gap remains between them. The large piston sucks the becin vapor, rotates it around the circumference and performs the compression movement together with the smaller piston. In the compression stroke, the mixture of fuel and air flows through the special holes in the stable bonnet. After compression, the ignition is performed, followed by the expansion, which initially acts on the smaller and then on the larger rotating piston. Then followed by the exhaust done by the smaller piston, then sucking the big piston again, and so on. The tacts are cyclically repeated. All strokes are performed with continuous piston rotation, so the engine is quiet and runs smoothly and without vibration.

Many piston moto solutions are known where pistons move along axes here and there, and some piston motoes have built-in pistons rotating about their axis. The most famous of the latter is the Wankl engine, which, in addition to the same advantages as the engine described in this document, has some serious drawbacks.

Not only does Wankl's piston describe circular motion, it also has extra eccentric movement, making it very difficult to seal. A disadvantage of the Wankl engine is its high fuel consumption due to the unfavorable design of the combustion chamber, which does not sufficiently swirl the mixture of fuel and air vapors. Other similar patents also deal with a similar problem. For example, EP 0 132469 Al is a solution to the same problem, but the power transmission mechanism is implemented differently. Again, other authors cite many solutions (EP 0 397 996 A2), which are, however, practically non-functional or meaningless.

A common disadvantage of all known conventional combustion piston engine solutions so far is that a lot of energy is lost when converting straight piston motion into a circular motion of the crankshaft, and, of course, wear and tear. For two-stroke internal combustion engines, the problem of exhaust emissions is that we cannot guarantee that the fresh mixture does not mix at least slightly with the exhaust gases. For four-stroke internal combustion engines, the exhaust emission characteristics are more favorable, but the problem is complicated regulation of the opening and closing of the intake and exhaust valves, which on the one hand is due to a multitude of additional parts (camshaft, cam, crankshafts, valves, valves, etc.). The engine is very expensive, but on the other hand it causes noise and presents a problem of wear and the related continuous adjustment of the clearance in the engine control system. For known internal combustion engines, however, the major drawback is poor combustion and major sealing problems, since pistons often describe additional eccentric movement.

According to the invention, the problem is solved by an engine having two rotating pistons in one stable housing, which, by virtue of their rotation and the corresponding channels in the stable housing, create all the strokes of a classic four-stroke internal combustion engine; that is, suction, compression, expansion and exhaust, and thus the possibility of cycling all the cycles.

The invention will be described in more detail in the embodiment and in the drawings;

Fig. 1 shows an engine according to the invention with two pistons, two shafts, gears on the shafts, a suction and exhaust duct and a spark plug;

Figures 2.1 and 2.2 large and small rotating piston;

Figures 3.1 and 3.2 of the invention engine with two pistons, two shafts, a suction and exhaust duct, a spark plug location located at the beginning or end of the suction stroke;

Figures 4.1 to 4.5 The engine according to the invention with two pistons, two shafts, a suction and exhaust duct, a spark plug location located at the beginning (Fig. 4.1), when the mixture begins to flow through the duct through the housing (Fig. 4.2) , or. the situation when the mixture flows directly between the teeth of the two pistons (Figure 4.3), when the whole mixture is in the lower part of the teeth of the smaller piston (Figure 4.4), or at the end of the compression stroke (Figure 4.5);

Figures 5.1 to 5.3 The engine according to the invention with two pistons, two shafts, a suction and exhaust duct, a spark plug location at the beginning when the expansion force is applied to the smaller piston (Figure 5.1), a little later when the expansion force is acting at larger piston (Figure 5.2), or at the end of the expansion stroke (Figure 5.3);

Figures 6.1 and 6.2 The engine according to the invention with two pistons, two shafts, a suction and exhaust duct, a spark plug location located at the beginning or end of the exhaust stroke.

Figure 1 shows that the rotary motor operates as follows:

The housing 1 houses the rotating pistons 2 and 3. The housing 1 limits the working space of the two pistons in the radial and one lateral directions, while serving to support the axis of the pistons. The larger piston 2 rotates about its axis to the right, and the smaller piston 3 rotates about its axis to the left. The exhaust leaves the engine through the exhaust duct 4, the spark plug 5 takes care of the ignition of the mixture, and a fresh mixture of fuel and air flows through the intake duct 6. The piston 3 is firmly connected to the shaft 7 to which the pinion 8 is attached, which engages with the counter gear 9 mounted on the shaft 10, which is firmly connected to the larger sprocket 3, the shaft 10 is mounted in the housing 1 by a bearing 11. The cover 12 is screwed in to the housing 1 and seals both rotating pistons 2 and 3. The side 13 is used to make the pinion or piston joint with the shaft solid. Shaft 9 or 10 can be an output shaft from the engine, which then transmits the engine-produced power to the machine.

A fresh mixture of fuel and air enters the engine through channel 6. The piston 2 initially sucks the mixture, that is, the intake stroke of the internal combustion engine, and then transports it to the right by the circumference towards the gear 3 due to its rotation.

Since the two pistons on the shafts 7 and 10, which are mounted with bearings 11 in the housing 1, and on the shafts there are gears 8 and 9, which always have a gear ratio of 1: 1, the reciprocation of the pistons is so coordinated that one always meets the teeth of the smaller one. piston 3 with a larger piston tooth 2. After this phase, the transported a is followed by the compression stroke of the internal combustion engine, the stroke initially occurs in the area of the large piston 2, and after a certain angle of rotation of the two pistons, a part of the partially compressed mixture is channeled into the housing 15 flows into the area of the minor piston 3. This is the moment when the decompression occurs, but the compression duty immediately resumes immediately afterwards. During rotation, the pistons come to a position where the flow of the pistons between the pistons not only flows through the flow channel, but the workspaces of the pistons are simply joined together. After reaching this stage, the mixture flows directly between the teeth and compresses more and more. During the further rotation of the two pistons during the compression phase, the heavily compressed mixture must be flowed from the lower half of the piston to the upper half of the piston to prepare it for ignition. This can be done in two ways, either by passing the mixture through the space formed between the piston cylinder of the big piston 2 and the root cylinder of the small piston 3 - this is foreseen in our case, or by passing the mixture through primed holes in the housing 1 and the lid 12. When all the mixture flows upwards and practically the lower teeth are reduced to zero, the compressed mixture ignites and the expansion stroke begins. Initially, the expanding gases are driven in the direction of rotation of the smaller piston 3, and then the gas force begins to act simultaneously on both flanges of the toothed piston 3, which means that it no longer drives, nevertheless, the expanding gases push only one flank of the gear tooth 2. which nevertheless allows working time. The expansion stroke lasts until the outlet of the smaller piston 3 reaches the exhaust duct 4. This is when the exhaust phase begins. Initially, the combustion gases are emptied of both teeth, and then the housing makes it impossible to completely empty the teeth of the big piston 2, which soon enters a new phase of suctioning the fresh mixture. The toothed piston 3 is completely emptied and re-positioned to the compression position, etc.

Figures 2.1 and 2.2 show the shapes of rotating pistons. Both pistons are disk-shaped and have the same thickness. The larger piston in Fig. 2.1 has two teeth and two teeth, the sides of which are formed from circular arches. The shape of the larger piston teeth in Figure 2.1 is such that the large and small pistons are harvested at the same but opposite speed, so that there is theoretically no clearance between the teeth, and practically minimal clearance is only a few hundredths of a millimeter. Sealing between pistons can be done with sealing rails and rings similar to the Wankl engine. The toothed teeth on the smaller piston, Figure 2.2, are designed to match the large piston with the larger piston without pinching, but at the same time without more clearance than just a few hundredths of a millimeter. The sides of the interdental teeth on the piston of Figure 2.2 are made up of circular arches and straight lines.

Figure 3.1 shows the situation of the two pistons at the start of the suction stroke. The components of the internal combustion engine, the tacts of which are explained in Figures 3, 4, 5 and 6, are explained in Fig. 1. The smaller piston of Fig. 2.2 rotates to the left, the larger ba of Fig. 2.1 rotates to the right. Figure 3.2 shows the position of the pistons at the end of the suction stroke.

Figure 4.1 shows the position of the rotating pistons at the beginning of the compression phase. The mixture of fuel and air is located on the lower half of the big piston, more precisely in the lower middle tooth of the big piston in Figure 4.1. Figure 4.2 shows a portion of the compression phase when the transfer of the air / fuel mixture via a special duct in the housing from the piston between the teeth of the piston to the smaller of the piston. Figure 4.3 shows that part of the compression stroke when the combustion mixture no longer flows between the teeth of the pistons not only through a special channel in the housing but directly between the teeth. Figure 4.4 shows that part of the compression phase when the entire mixture is in the lower part of the minor piston. For the engine to work successfully, it is necessary to fit the mixture into the upper half of the smaller piston gear teeth, which happens when both pistons continue to rotate, and this is enabled by a certain peak separation between the piston cylinder cylinder and the piston cylinder. The end of the compression phase is presented in Figure 4.5, where all the combustion mixture is in the upper part of the minor piston teeth and ready for ignition.

Figure 5.1 shows the situation of the two pistons at the moment of ignition of the mixture. The expansion of the combustion gases rotates the smaller piston to the left. Figure 5.2 shows the position of the two rotating pistons at the moment when the expansion gas forces begin to rotate the larger piston to the right. From that moment on, the gas expansion no longer rotates the smaller cylinder, because the gas forces on the two flanks of the smaller piston are the same, and therefore the gas forces are applied to the upper tooth of the large piston. The useful expansion movement continues until the smaller piston opens the exhaust duct, Figure 5.3.

Figure 6.1 shows the position of the two rotating pistons shortly after the start of the last exhaust stroke. Initially, the teeth of the small and large pistons are emptied simultaneously, but in the later stage of the exhaust only the teeth of the smaller piston are emptied. Figure 6.2 shows the end of the last phase of the exhaust.

Due to the rotating pistons, the engine strokes described in Figures 3.1 to 6.2 are continuously repeated and as many as two expansion strokes occur in one rotation of the drive shaft.

The fuel mixture can be created in any known manner, either by means of an influencer or fuel injection. The engine can be cooled by air in such a way that the pistons on the shaft are fixed with a perforated disc, and the housing and cover are also designed to allow air to circulate in the direction of the piston axis. The movement of the air can be done by means of fan rails on both shafts on which the piston and pinion are mounted. Of course, it is also possible to use a water cooling system or an oil cooling system.

Claims (2)

PATENT APPLICATION 1. INTERNAL COMBUSTION ENGINE WITH TWO ROTATING PISTONS characterized by the fact that two pistons have rotating pistons facing each other, with specially shaped flanks of two larger piston teeth, with specially shaped flanks of two smaller piston teeth (or vice versa: larger piston having a tooth) , the smaller piston has teeth) and, with an additional duct, in the stable motor housing, they create all four required combustion engines. 2. The engine of claim 1. characterized in that the larger piston has more teeth and the smaller piston has more teeth (or vice versa: the larger piston has teeth, the smaller piston has teeth) that are reciprocated by cyclically generating all four characteristic cycles of the motor with internal combustion, that is: suction, compression, expansion and exhaust. ABSTRACT The internal combustion engine (Figure 1) has two rotary pistons (2 and 3) which are mounted in the housing (1) and rotate against each other. The pistons with their teeth and teeth and the channel in the housing (15) allow four cycles of the internal combustion engine to be formed, which are cyclically repeated, thereby allowing the continuous rotation of the four-stroke internal combustion engine. The reciprocating rotation of the pistons is defined by the gears (8 and 9), which are on the same shafts (7 and 10) as the pistons. The larger piston first sucks the mixture of fuel and air, i.e. the suction phase (Figures 3.1 and 3.2). Both rotating pistons cooperate during the compression phase (Figures 4.1 to 4.5) and the mixture also flows through the channel in the housing. The expansion phase (Figures 5.1 to 5.3) takes place after the mixture has been ignited. The exhaust duct is positioned so that, in the exhaust phase (Figures 6.1 and 6.2), a smaller piston is active.