SK53398A3 - Rotary internal combustion engines - Google Patents

Abstract

A toroidal engine (20) is provided having opposed rotor assemblies (45) supporting pistons (47) arranged on each rotor assembly (45). Part toroidal working chambers are formed between the pistons (47) in which a combustible mixture of air and fuel is compressed and then ignited at minimum working chamber volume forcing the then active pistons (47) and rotor assemblies (45) to accelerate. The rotor assemblies drive a planetary member (50) for rotation about its axis through a sliding pin connection (56). The or each planetary member (50) is supported on a crankpin (51) of a crankshaft (40) and is integral with a planet gear meshed with a sun/annulus gear (53) centered on the crankshaft axis. The crankshaft (40) may be arranged to counter-rotate relative to the rotor assemblies (45) by meshing the planetary member gear (52) with an annulus gear (53) or in the same direction by meshing with a sun gear.

Description

The present invention relates to rotary internal combustion engines. Also, the present invention relates to a rotary device with forced movement, such as liquid pumps and motors, which use an annular (toroidal) cylinder as working chambers.

Such internal combustion engines, liquid driven engines, liquid pumps and external combustion engines are hereinafter collectively referred to as ring-shaped (toroidal) engines. However, for purposes of illustration, the present invention will be further described by means of an internal combustion engine.

BACKGROUND OF THE INVENTION

There are many designed and manufactured rotary motors. Most of them have been designed by reducing the basic disadvantages associated with conventional piston engines and / or designing a compact or lightweight engine that is economical to manufacture and fuel efficient. However, it has not been commercialized to date. The only generally produced internal combustion engines are the Wankel rotary engine and the conventional piston engine.

Conventional piston pumps and engines are universally used for their efficiency and simple conversion of reciprocating pistons relative to rotary motion via a crankshaft. However, in conventional internal combustion piston engines, fuel consumption is caused by friction due to the number of moving parts. These moving parts generally include bearing pins where friction increases with rotation speed and number of bearing surfaces, piston rings that cause friction through the number of rings on each piston, and mechanical valves where a large number of components operate as a combined system that has considerable friction within the engine as a whole.

Furthermore, the thermal efficiency of internal combustion piston engines is reduced by the design of the mechanical components, the material used, the manner of performing the operations and the use of a common cylindrical component for all phases of the cycle. Fuel efficient conventional internal combustion piston engines exist, but they are highly complex units. Such complexity increases production and unit costs.

The Wankel engine was described in the motor vehicle application because of its high performance potential. However, for various reasons, it is generally not used as a substitute for conventional piston engines, such as off-road vehicles or mass-produced small industrial engines.

Other types of rotary motors were also proposed. These include annular (toroidal) engines having an annular cylinder formed within the cylindrical housing around the drive shaft device, rotating means for rotation about the drive shaft and coupled to the pistons in the annularly shaped cylinder, thereby moving the pistons cyclically towards one another and back, creating increasing and decreasing working chambers within the annular cylinder, and inlet and outlet valves through a cylindrical housing device for inlet and outlet of fluid into and out of the work chambers.

A typical prior art ring-shaped motor is disclosed by J.P. Norbye at WANKEL ENGINE DESIGN DEVELOPMENT APPLICATIONS published by Chilton Book Company. French Patent No. 2,482,848 to Societe Nationale d'Etude et Construction de Moteurs D'Aviation Snecma and German Patent No. 3,515,193 to Gebhard Hauser also illustrate the state of the art of ring motors. Some of these engines use external mechanisms to achieve the cyclic movement of the pistons that move within the cylinder, while others use swinging or curved discs to achieve the desired mechanical coupling of the drive components.

For the purposes of mass production, all these prior art embodiments are considered to be disadvantageous either for inefficient ordering of operating conditions or for the ability to operate satisfactorily at normal operating performance, such as uninterrupted optimal power supply. Many previous designs also require complex manufacturing processes or equipment that are difficult to connect, too complicated, or operate inefficiently.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide annular motors that alleviate at least one of the disadvantages described above.

Accordingly, the present invention, in one aspect, generally consists in a rotary apparatus with a forced movement having an annular cylinder formed in a cylindrical housing device about an axis of the drive shaft concentric to the axis of the annular shaped cylinder and connected to adjacent rotor devices having pistons. molded cylinder, thereby rotating the drive rotors in a manner that causes the pistons to move cyclically toward and away from each other, creating increasing and decreasing working chambers in the annular cylinder, and the inlet and outlet valves in the annular shaft rotate expanding through cylindrical housing devices for inlet and outlet of fluid into and out of the working chambers, and wherein the connecting means connecting the pistons in the annular-shaped cylinder to the drive shaft comprise:

drive means for coupling one rotor device to the drive shaft;

the crankshaft branch off the drive shaft?

a rotary member driven to rotate about the crankpin at a predetermined rotational speed relative to the drive shaft, thereby maintaining an epicyclic motion around the crankshaft of the crankpin around the drive shaft, and a direct drive connection between the second rotor device and the rotary member extending from their respective axes; the angular velocity of the direct drive coupling about the axis of the drive shaft results from its epicyclic motion, which probably causes the pistons of the second rotor device to move cyclically toward and away from the pistons of the first rotor device that rotates around the drive shaft.

The drive shaft can rotate in the same direction as the rotor device, but in most internal combustion engine applications it is preferred that the drive shaft is forced to rotate in the opposite direction as the rotor device, whereby the rotational speed of the rotor device can be reduced relative to the rotational speed of the drive shaft.

The drive means for rotating the circulating member about its circulating axis may include a chain or a toothed drive belt extending from the driven sprocket / pulley mounted on the circulating member concentrically to the circulating axis and around the driving sprocket / pulley mounted on the cylindrical housing device. Alternatively, the drive means may comprise a gear attached to the circulating member and engaged internally or externally or indirectly by means of a gear with an external / internal toothing mounted in the cylindrical housing device.

Thus, the circulating member can rotate with a circulating gear driven from a fixed external gear toothed coaxially with a drive shaft for rotation in the same direction as the rotor device.

Preferably, the impeller with the impeller gear driven from the internal gear gear coaxial to the drive shaft rotates, and thereby the drive shaft rotates opposite to the rotor device.

The circulating member may be in the form of a movable member forced to epicyclic movement with respect to the axis of the drive shaft and directly engaged with additional projections associated with the cylindrical housing device. For example, in the eight piston version, the circulating member may be a six protrusion member externally engaged with an eight protrusion skirt portion.

Preferably, the drive shaft extends through the rotor device and is rotatably mounted in support portions in the cylindrical housing device on opposite sides of the rotor device. The circulation member may be forced to rotate about the axis of the drive shaft by means of a path formed in the support device and extending around the drive shaft, or a crank type coupling that can rotate about the axis of the drive shaft. Preferably, however, the drive shaft is in the form of a crankshaft forming a crank pin at the center of its bearing surfaces in the cylindrical housing device and the circulation member is supported by the crank pin. Furthermore, it is advantageous if the drive shaft is formed with a medium alternating axial movement of the bearing journal on which the rotor device is mounted.

It is also advantageous if the direct drive connection is a drive pin which is fixedly fixed on one of the circulating members of the rotor devices and which is movable in the other device to allow epicyclic movement of the circulating member and thereby load transfer between the fixed drive pin and the two circulating members. or each rotor device acts to transmit the loads in a substantially straight direction through a sliding connection. This means that the load transfer is efficient without or with a mechanism, and may make the simpler, more compact insertion requirements more straightforward and more reliable. Furthermore, the direct drive coupling allows all mechanical movements to be performed within an annular cylinder, the diameter of which is limited by the practical size, shape and capacity of the engine without compromising on strength or stability.

A preferred form of the circulating member is a form of a drive yoke rotating around the crank pin and having low sliding friction means extending from the crank pin and operating in conjunction with the drive pin, whereby the load transfer between the drive pin and the circulation member is transmitted substantially along the direct load direction. through its sliding engagement with the circulating member.

The sliding means could, if desired, provide a non-linear sliding path, but preferably the sliding means extend radially from the crank pin. Suitably, the sliding means comprise a radially expanding groove in the drive yoke and a sliding block freely displaceable along the groove and transmitted to an axially expanding drive pin that operates with the second rotor device. Preferably, the sliding block fits into a groove having a partially circular profile, thereby being bound in the groove, and in a preferred embodiment, the sliding block is formed from a low friction material such as a ceramic material. If desired, the drive pivot can operate directly in a rectangularly spaced groove or recess. Furthermore, the drive pin may be coupled to the sliding block and / or the rotor device, but more preferably the drive pin is a separate pin, rotatably mounted in the sliding block and the rotor device.

One of the rotor devices may be coupled to a drive shaft for rotation at a constant relative angular velocity so as to oscillate only the other rotor device, with which one rotor constitutes a changing working chamber. However, it is preferred that both rotor devices are connected correspondingly to the drive shaft.

In the internal combustion engine of the present invention, it is preferred that the pistons on the respective rotor devices act alternately as active and reactive pistons. To achieve the same dynamic load for each rotor device, when the pistons are in their respective active and inactive phases, it is preferred that each drive caliper is formed with respective sliding means extending radially from the diagonally opposite sides of the crank pin and when their respective drive pin is operating. with the appropriate rotor device. This will cause the differential angular velocities of the opposing drive pins to move the active pistons cyclically from the reactive pistons during the induction or expansion cycle, and at the same time cyclically towards the reactive pistons during the compression or exhaust cycle.

Moreover, the arrangement of the coupling means such that the coupled rotors are driven identically and not in phase is advantageous for maintaining the inertia balance of the components and the equivalence of physical characteristics for all phases of the cycle. This further assists the resulting close sinusoidal oscillation of the rotors. In order to realize more stressed motors, the drive pins can be extended through the rotor device for direct connection with corresponding drive callipers mounted on opposite sides of the rotor devices.

Suitably, the two housing portions form a complementary side portion of the annular housing and a corresponding portion of the annular access opening thereto. However, if desired, this access opening may be formed in one housing portion.

The number of pistons of each rotor of the rotary forced displacement device may vary from at least one in the rotor. The engine can operate as a two stroke / cycle engine type or as a four stroke / cycle engine type. Preferably, each pair of rotors has a minimum number of pistons that corresponds to the number of engine cycles increasing the number of pistons for each pair of rotors by a multiple thereof. That is, the two stroke / cycle type engine may have a total number of pistons 2,4,6,8, etc., while the four stroke / cycle type engine may have a total number of pistons 4,8,12,16, etc. It is also preferred that the inlet and outlet valve means for each minimum preferred number of pistons per engine type include inlet and outlet valves. Suitably, the pistons on each rotor device are equidistant from the outside of the respective rotors.

It is further preferred that the engine operates as a four stroke / cycle engine with rotor devices driven in reverse direction to the crankshaft at an average rotational speed equal to one-third of the shaft speed, each rotor having a rotor body extending inwardly and enclosing the annular piston cylinder bore and four spaced equidistantly outside the rotor body and the rotor body inlet and outlet means comprise a pair of diametrically opposed outlet valves and the respective inlet and outlet valves are spaced apart adjacent to each other and adjacent to the pistons.

In a preferred embodiment, the access means is an annular aperture around the inner wall of the cylinder and the rotors are arranged side by side and extend into the aperture to operatively close the aperture and support the respective pistons in the cylinder. The orifice and rotors may be asymmetrically about a median plane including an annular median plane of the cylinder, but preferably the annular aperture and rotors are symmetrical to the median plane. The cross-sectional arrangement of the annular sheath is suitably circular, but may be square or triangular or have a different shape of choice.

Preferably, the rotor devices are substantially distributed in the center of the cylindrical housing device and rotatably disposed on the central bearing pin of the crankshaft having in-line crank pins on opposite sides of the central bearing pin to assist pairs of aligned circulation members and the rotor devices assist with the respective drive pins. from opposite sides of the rotor rotor device to each embodiment having four identical pistons, but opposite rotors are used with drive pins diverted 22.5 ° from the plane extending between the opposite pistons. The radial location of the drive pins may also be varied to achieve variations in the reciprocal piston travel of the respective rotor devices.

units via adjacent circulation member. In this on the rotor, they can be

The opening of the inlet and outlet valves may be timed by disc valves or the like, but preferably the inlet and outlet valves are formed in the wall of the cylinder and are timed by their arcuate length ensuring a selective connection to the working chambers. The inlets and outlets may be formed in one housing part, but preferably the inlet valves are formed in one housing part and the outlet valves are formed in the other housing part. Suitably, the inlets and outlets emanate from opposite sides of the walls of the annular cylinder, but may, if desired, be angled at any angle or radially from both or one cylindrical housing device, such as to allow a series of such devices to be aligned one after the other to form a motor having multiple annular cylinders arranged around a common crankshaft device.

It is also preferred that in an engine suitable for low speed and high torque applications, such as a powerful off-road vehicle, the engine is designed such that the diameter / stroke ratio is one to three or one to four so that the combustion / expansion process achieves increase energy yield and minimize energy loss. Suitably this is achieved in an engine having a cylindrical diameter in the range of one quarter to one third of the ring radius. Suitably, the radius of the ring is six to ten times the crankshaft and the drive pin is deflected from the crankshaft axis by a length of three to five times the crankshaft. In a preferred embodiment with four pistons in the rotor, the drive pins are spaced from the crankshaft axis four times as far away from them as the crankshaft and the ring axis is spaced from the crankshaft axis eight times as far away from the crankshaft.

Alternatively, the high speed engine having twelve to sixteen pistons in each rotor can be formed, for example, by a diameter / stroke ratio of one to one or one to two.

Another aspect of the present invention is generally an embodiment of an annular internal combustion engine having an annular cylinder formed in a cylindrical housing device around a drive shaft device for rotation about an axis concentric to the axis of the annular cylinder and connected to axially opposed rotor devices having pistons in the annular cylinder. by means of coupling means, whereby rotation of the drive shaft causes the pistons to move cyclically towards each other, apart and vice versa, creating increasing and decreasing working chambers within the annular cylinder and inlet and outlet valve means through the cylindrical housing device for the inlet and outlet liquids to and from the working chambers and characterized in that:

the drive shaft is forced to reverse in relation to the rotor devices, whereby the speed of rotation of the rotor devices is reduced relative to the speed of rotation of the drive shaft.

For a ring-shaped engine suitable for driving medium-sized cars suitable for motorways, it is preferable to maintain an average piston velocity of the order of 1,100 feet (335 m) per minute at a speed of 100 km per hour, which for a motor having an annular median plane radius of 150mm up to 200mm results in a rotational speed of the rotor devices of approximately 300 rpm.

This is preferably achieved by an engine arrangement wherein the drive shaft rotates three times faster than the rotor devices, which is approximately 900 rpm. This output shaft speed is adapted using the resulting 1: 1 drive ratio. For smaller vehicles there will be similar values. That is, a smaller wheel diameter will correlate with smaller annular cylinders with rotor devices rotating at higher speeds with the same piston speed.

However, a further aspect of the present invention generally resides in an embodiment of an annular internal combustion engine having an annular cylinder formed in a cylindrical housing device around a drive shaft device for rotation about an axis concentric to the axis of the annular cylinder and connected to axially opposed rotor devices having pistons in an annular. by means of connecting means, whereby rotation of the drive shaft causes the pistons to move cyclically towards each other, apart and vice versa, creating increasing and decreasing working chambers within the annular cylinder and inlet and outlet valve means through the cylindrical housing device for the inlet and a liquid outlet to and from the working chambers, and characterized in that the connecting means connecting the pistons in the annularly shaped cylinder to the drive shaft comprise:

drive means for coupling the rotor unit to the drive shaft;

the crankshaft branched off the drive shaft;

a rotary member driven to rotate about the crankpin at a predetermined rotational speed relative to the drive shaft, thereby maintaining an epicyclic run around the crankshaft at the crank pin, and the drive shaft being in the form of a crankshaft extending through the cylindrical housing device and forming the crankcase; the center of its fastenings in the cylindrical housing device and the circulating member are located on a branched crank pin.

A further aspect of the present invention generally resides in an embodiment of a rotary motion device of the type having an annular cylinder formed in a cylindrical housing device around a drive shaft device for rotation about an axis concentric to the axis of the annular cylinder and connected to axially opposed rotor devices having pistons in an annular. by means of connecting means, whereby rotation of the drive shaft causes the pistons to move cyclically towards each other, apart and vice versa, creating increasing and decreasing working chambers within the annular cylinder and inlet and outlet valve means through the cylindrical housing device for the inlet and liquid outlet to and from the working chambers, characterized in that:

the cylindrical sheath device comprises respective opposed sheath portions that are connected along a median plane of the annular cylinder;

a drive shaft device that extends between the housing portions and is rotatably engaged with the opposite housing portions by loading the opposite ends of the drive shaft axially in the opposite housing portions from the inside thereof, and wherein the coupling means comprise components that can be operatively connected to the drive shaft of its one or respective opposite ends by engaging the components in the axial direction, whereby the rotational movement device can be readily coupled by partially adding the components to the operative engagement in the axial direction.

Preferably, the drive shaft is configured as a crankshaft, and the coupling means comprise a drive caliper rotating with the gear around the crankshaft pivot device with the gear engaged with the gear with an internal toothing fixed to the adjacent housing portion concentrically with the axis of the drive shaft. The drive yoke may comprise a radially expanding groove in which the sliding block is mounted in front of the yoke device on the drive pin. In this arrangement, the sliding block is suitably coupled to a drive pin extending in the device in the direction of connection to the rotary device.

Also, to simplify the apparatus with load components in the machine direction, it is preferred that the drive caliper is driven by a gear attached to the drive caliper for rotation along with it and brought into engagement with the gear with an internal toothing attached to the housing by its axis coaxial to the drive shaft.

Yet another aspect of the present invention resides generally in an embodiment of an internal combustion engine comprising:

a cylindrical housing device having an annular shaped cylinder and an annular cylinder access opening;

a crankshaft device in a cylindrical housing device for rotation about a crankshaft axis concentric to the axis of the annularly shaped cylinder and supporting the crank pin device with its axis inclined from the crankshaft axis;

a circulation member on the crank pin device for rotation about the crank pin device;

two rotor devices mounted adjacent to said circulating member and supported for rotation about an axis concentric to the axis of the annular cylinder, each rotor device including piston supporting portions, the total number of pistons for each pair of rotors being multiple of four, the pistons spaced equidistantly over these portions of the respective rotors and are closed engaged with and moving around the cylinder, each portion extending into the access opening to operatively close the annular cylinder;

coupling means connecting the circulating member and the rotor devices such that the coupled rotors and the circulating member are guided about the crankshaft axis, thereby rotating the circulating member around the crank pin causing the rotor devices to move with an uneven phase relative to each other and the pistons moving cyclically moving towards and away from each other, increasing and decreasing the working chambers within the annular cylinder, increasing and decreasing the working chamber volumes from a minimum to a maximum;

inlet and outlet valve means extending through the cylindrical housing device for inlet and outlet of fluid to and from the cylinder, the inlet and outlet valve means comprising, for each of the four pistons, an inlet and outlet valve;

the inlet and outlet valves are distributed in positions where adjacent pistons create minimum volumes of the working chamber;

drive means for rotating the circulating members about the crankshaft at an appropriate rotational speed, whereby the inlet valve means successively open in timed relation to the expanding working chamber and the outlet valve means gradually open in succession in time relative to the decreasing working chamber.

Preferably, the internal combustion engine comprises a double circulating member attached to another in-line crank pin on the opposite side of the rotor devices, and coupling means connecting the double circulating member to the rotor devices. It is also preferred that the internal combustion engine has a cylindrical casing device formed of two casing sections divided along a median plane including an annular median plane of the cylinder to form opposing casing portions which are apertured apart along the inner portion of the cylindrical casing device to form an annular access. aperture, the circulating members in this open portion are in relation to the respective coaxial crank pins for rotation about them, and coupling means comprising respective sliding means associated with the circulating members having diametrically opposed sliding tracks along with respective drive pin devices that extend in parallel to the crankshaft axis and from opposite sides of the rotor devices to each circulation member.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention can be better understood and its practical effect given with respect to the accompanying drawings indicated by reference numbers. The drawings show spark ignition, water cooling, gasoline internal combustion engine, where:

Fig. 1 and 2 - is a view of the front respectively. the rear end of the engine; 3 is a longitudinal cross-sectional view of the cylinder housing,

Fig. 4 is a schematic view of a crankshaft,

Fig. 5 is a detailed view of the piston rotor,

Fig. 6 is a detailed view of opposing rotors with pistons operating and shown with rotors transversally dashed for clarity;

Fig. 7 - is a detailed and side view of the drive pin and support blocks,

Fig. 8 is a cross-sectional view of a rotor device including a drive pin and support blocks;

Fig. 9 is a detailed, top and side view of the circulating member; Fig. 10 - shows separate circulating members supporting the drive pin and support blocks;

Fig. 11 shows the connection between the circulating member and the internal gear toothing,

Fig. 12 is an enlarged view showing the closure of the rotor devices in the cylinder housing;

Fig. 13 is a longitudinal cross-sectional view of the engine components,

Figure 14 - includes six drawings which show in portions the working chambers of said engine within one cycle thereof,

Fig. 15 shows another drive pin comprising a spherical support part mounted in the rotor device;

Fig. 16 shows two coupled rotor devices for a single circulating member or a simple industrial motor with associated drive pin and support blocks;

Fig. 17 is a cross-sectional view of a simple industrial or single-engine motor,

Fig.18 - is a front view of a simple industrial or single-engine motor,

Fig. 19 is a cross-sectional view of a double annular engine cylinder with a rear pair of rotors displaced by 90 ° in the drawing for illustration.

DETAILED DESCRIPTION OF THE INVENTION

As shown in FIG. 1, the front portion of the cylindrical housing 22 of the engine 20 has two intake valves 24. two spark plugs 25 mounted at two spark plug locations 26, a plurality of radially reinforced protrusions (ribs) 27, and a counterbalance balanced front crankcase 28 (dotted). The front portion of the cylindrical casing 22 is bolted to the rear portion of the cylindrical casing 23 (FIG. 2) by a plurality of circumferential screws 29. The front portion of the cylindrical casing 22 also has a lock for continuous lubricating oil by transmission of crankshaft 31 of belt 32. Lubricating oil pump 30 it is supplied via the lubrication passage 33 from the bottom of the crankcase 34 and the lubricating oil in the crankcase 34 can be pumped through the opening 35. The coolant pump opening 36 is located at the lowest point of the water reservoir.

pump 30 driven and toothed drive

As shown in Fig. 2, the rear portion of the cylindrical casing 23 of the motor 20 has two discharge valves 37 and a bell-shaped casing attachment 38 to accommodate the desired drive. The flywheel 39 (dashed) is screwed in the illustration to the crankshaft device 40.

As shown in FIG. 3, the cylindrical housing device is formed by screwing the opposed housing portions 22 and 23 together. The housing 21 comprises an annular cylinder 41 and an annular bore 58 at its inner front opening into the interior of the housing 59. The annular bore 58 is formed symmetrically in a plane comprising an annular median plane 60 and between opposed discrete circular faces 61 of the housing portions 23.

The main support portions 62 and the main support portions of the inner side faces 63 are located at the center of the front and rear portions of the cylindrical housing 22 and 23, while the side faces of the rotor 64 are located at the sides of the annular opening 58.

Combustion seal 65 and another seal 66 is disposed between portions of cylinder housing 22 and 23. Seal 65 is disposed between annular cylinder 41 and water tank 42 to prevent combustion gas from escaping, and seal 66 is disposed between water reservoir 42 and outer cylinder casing 21 for preventing coolant from escaping from the engine or at the bottom of the engine into the lower crankcase.

The water inlet 68 is located on the top of the rear shell 23, while the water outlet 69 for the radiator is located on the top of the cylindrical shell 22. The lubricating oil in the crankcase 34 is pumped through the lubricant oil pumping hole 43.

As shown in FIG. 4, the crankshaft device 40 is a multi-component device comprising a crankshaft 70 with two shaft bearing pins 51, two intermediate rotor bearing pins 49 and two removable main bearing pins of the carrier portion 44. The crankshaft device 40 comprises a front gear 71. a front balance 72 and a balanced The flywheel 73. Each main bearing pin of the carrier portion 44 has a conical bore 74 therein which engages a corresponding conical pin 75 at the end of the shaft journal of the shaft 51. The main bearing pin of the carrier portion 44 is aligned with the closure 76, then fixed by the retaining bolts 77 to the conical pin 75. The main bearing pins of the carrier portion 44 also include built-in faces 78 for controlling the end of the alternating axial movement of the crankshaft device 40 in the cylindrical housing device 21 and built-up faces 79 for controlling the end of the alternating axial movement. lena 50 (see Fig. 9). The crankshaft device 40 located in the cylinder housing 21 is supported by the main support portions 62 (see FIG. 3). The supply of lubricating oil to the carrier parts is via the central main aisle 80 on the crankshaft 70 and passes to the bearing pins 44, 49 and 51.

As shown in Fig. 5, each rotor device 45 has four pistons 47 / which are symmetrical along its entire length and are supported at its base by an outer rim 46. Each rotor 45 includes a drive pin head 81 located inwardly from the outer rim 46. and having an arcuate commutator 82 diametrically opposite the drive pin head 81. The drive pin head 81 is at an angle of 22.5 ° from the general diametral plane 83 of the opposed pair of pistons to allow the piston-coupled rotor devices to fit in rows around the annular cylinder 41 (FIG. 3) and oscillate into and from one another on the support surface 84 of the support head 85. The weight of the rotor device 45 is minimized by a series of slots 86.

As shown in Fig. 6, the arched commutator 82 in rotor 45A accommodates the head of the drive pin 81 of the corresponding opposite rotor 45B. when connected as shown in the picture. This commutator 82 allows the dots of the commutators 82 to be shown dotted, one against the other within the limits of the rotor 45, to represent them.

As shown in FIG. 7, each drive pin 56 is supported at its opposite ends by a support block 57, and each support block 57 has a partially cylindrical outer support surface 87.

As shown in FIG. 8, the pistons 47 are mounted on the outer rim 46 of the rotor device 45, with their centers in a plane containing the inner surface 88 of each rotor device 45, thereby extending beyond the inner surface 88. The respective drive pin 56 extends beyond the head 81 of the rotor device 45 and supports at each of its ends, the support block 57. The drive pin 56 and the support blocks 57, in combination with the rotor device 45, become an operative rotor device 48.

As shown in FIG. 9, the circulating member 50 is formed with diametrically opposed sliding calipers 54 having opposed partially cylindrical sliding surfaces 55 supported partially by cylindrical flanges 90 and extending to the support head 91. The sliding surfaces 55 extend outwardly from the adjacent head 91 and terminate at open ends 92 of the stirrups 54. The circulation member 50 includes a gear 52 at its outer end and has faces 93 at each end of the support head 91.

Fig. 10 illustrates a drive pin 56 coupled to the circulating member 50 via support blocks 57 movable in the faces of the support portions 55 of the respective circulation members 50. The cylindrical face portion of the support block support portions 87 allows the drive pin to be axially deflected during operation.

Fig. 11 shows a gear of the drive means for rotating the circulating member 50 around its circulating axis, via the external gear 52 to the internal gear 53. The circulating axis is seen in the median plane of the shaft journal around which the circulating member 50 is. freely rotatable.

In FIG. 12 shows the closing arrangement of the rotor device. The pistons 47 are sealed in the annular cylinder 41 by conventional types of piston rings 94 which extend from the outer rims 96A and 96B of the rotor 45 to grooves 95 around respective pistons 47. One end portion of each piston ring 9 contacts the sliding seal 97.

Preferably, the sliding seal is cylindrical with its contact surface curved in a shape corresponding to the radius of the curve of the outer surface of the rotor and is in frictional contact with the exposed edges 99 of the adjacent rotor 45 by a spring 100.

Alternatively, the piston rings 94 are shaped to form a sliding seal 97 that is transmitted to the groove extension 98 of the piston ring 95 and is in frictional contact with the exposed edges 99 of the adjacent rotor 45.

If desired, the piston rings 94 may fully encircle the pistons 42 through the tunnels extending through the rotors at their junctions with the pistons 42, the rings extending over the covered edges 99, which may be curved as a continuous extension of the annular cylinder 41.

Combustion seals in the form of conical-conical ring seals 101 can be flexibly expanded between the outer faces 96A and 96B and adjacent recessed faces 102 in the cylindrical housing 21 and between the rotors themselves 45, as shown at 103, where the base portions 104 of the piston rings 101 are pressed. they are in frictional contact with each other.

Alternatively, non-ring combustion seals may be disposed in grooves, concentric or eccentric with respect to the crankshaft axis in the cylindrical housing 21 and may be deflected from rotation by alignment surfaces.

For sealing purposes, the two contact side portions of the gaskets are predominantly straight, as shown, to achieve an axial seal with respect to the respective housing / rotor surfaces. Similar ring seal assemblies are located inwardly of the above-mentioned combustion seals and form lubricating seals 105 as shown. Lubricating seals may include o-rings that facilitate sealing.

The combustion seals 101 are supplied with a regular supply of lubricating oil through the passages 106, whereby oil is supplied to the seals 101 and to the rotor faces 108.

Fig. 13 shows the motor device 20 in cross-section. The engine 20 comprises two opposing portions of the cylindrical housing 22 and 23 forming an annular cylinder 41 which is surrounded in part by a water reservoir 42. The lower portion of the cylindrical housing 21 is used as the bottom of the crankcase 34.

The engine 20 comprises a crankshaft device 40 supported in its main bearing journals of the support portion 44. Two identical but opposed rotor devices 45 extend in the middle between the cylindrical housing portions 22 and 23 via the respective support head 48 to the center bearing pin 49 of the crankshaft equipment. 40th

Two identical but opposed circulating members 50 are rotatably supported on respective crank pins 51 of the crankshaft device 60. Each impeller has an external toothed gear 52 which, on its outer side, engages a corresponding internal toothed gear 53 disposed in a recess of each housing portion 22 and 23 concentrically with the crankshaft axis.

The sliding yoke 54 formed continuously on the inside of the circulating member 50 has diametrically opposed sliding surfaces 55 that engage the respective drive pin 56 via their respective support blocks 57. The drive pins 56 are mounted in respective opposing rotors 45.

The components are assembled, as shown, in such a way that movement of the two pistons 47 apart, for example by the combustion process, causes rotation of the circulating member 50 and consequently rotation of the circulating member 50 around the internal toothed gear 52. in crankshaft 51 causes rotation of crankshaft device 40.

Fig. 14 includes six figures and shows the complete engine cycle in 33.75 ° crankshaft steps. In the illustrated eight-piston engine with four pistons per rotor, a full engine cycle corresponding to all engine components, starting and returning to the starting position, requires one engine rotation, three crankshaft rotations and achieves six combustion and expansion processes. Rotor pistons A are designated A1 to A4 and Rotor pistons B are designated B1 to B4.

During the first crankshaft rotation of 135 °, the respective pair of opposing pistons of the four pistons A1 to A4 of the rotor becomes active and at the same time rises through the respective opposing induction / copress zones in the annular chamber.

With a 67.5 ° crankshaft rotation corresponding to half of the piston stroke, the lagging surfaces of one pair of opposed active pistons A1 through A3 will induce an ignitable mixture into expanding working chambers expanding from opposing intake valves and lead surfaces of the pair of opposed active pistons A1. to A3 will compress any previously induced inflammatory mixture into the contracting working chambers that contract to the ignition temperature.

At the same time, the lagging surfaces of the second pair of opposed active pistons A2 to A4 will be forced by expanding the combustion gas to pull the pistons A2 to A4 creating working chambers expanding into the discharge valves providing engine power, and the leading surfaces of the opposite pistons A2 to A4 will create this pair of contracting working chambers, moving towards the discharge valves to force residual combustion gases of the combustion mixture in the moving discharge valves.

previously expanded chambers pass through

During this rotation of the crankshaft by 135 °, the leading and backward surfaces of the piston B1 to B4 will act as reactive surfaces for the working chambers by way of cylindrical closure of the cylinder head surfaces of a conventional piston engine.

During the next stage, corresponding to the crankshaft rotation from 135 ° to 270 °, the operation of the respective piston series is reversible and the respective opposed pairs of pistons B1 to B4 become active on the rotor B and simultaneously perform the functions described above for pistons A1 to A4. which will become reactive pistons for working chambers.

Table 1 determines in detail the quantities of the working chambers defined between the sixteen working surfaces of the pistons with respect to the rotation of the crankshaft. This tabulation also shows the relative rotation of the rotors as well as their corresponding angular velocities for the cycle positions shown in the table.

Figure 15 illustrates the alternating shape of a drive pin 110 having a spherical support portion 111 disposed in divided housings 113 in the central portion such that small alignment differences between the support blocks 112 of the respective drive calipers (not shown) can be accommodated without creating imbalances of forces applied As shown, the carrier blocks 112 may be adapted to slide on straight side layers or may be a portion of spherical carrier blocks, as in the previously described embodiment of the invention.

Fig. 16 shows two coupled rotor devices with a single circulating member or a simple industrial motor. The drive pins 116 are free from one side of the rotor unit 118A and 118B for their insertion into the bearing blocks 119.

Fig. 17 illustrates a simple industrial motor 114 distinct from the previously described motor in that it uses a single circulating member 115 with drive pins 116 that are free from the rotor devices 118A and 118B on one side to fit them into the bearing blocks 119. Such motors are typically equipped with a high power clutch 120 to handle the substantial changes in engine power that may occur with this clutch 120. Thus, in this engine, the crankshaft is relatively strong at the end of its clutch 120 extending beyond the main support portion 122 and formed with a collar positioned to close the auxiliary drives or discs. The crankshaft extension 121 controls the alternating axial movement of the crankshaft device.

Fig. 18 illustrates the inlet valves 130 and the outlet valves 131 passing through the front cylindrical housing 133. In most other details, the industrial motor 114 is similar to that shown in FIG. 1 to 13.

In FIG. 19, the engine 140 is shown as a double annular cylindrical engine comprising two rows of individual annular cylindrical engines, substantially as shown in FIG. 17 and 18. However, the crankshaft 141 has respective crankshaft angled by 180 °. In this embodiment, both ends of the cylindrical shells 142 and 143 are formed with the inlet and outlet valves of the respective cylinders, as in the industrial engine of FIG. 18. The valves in the rear cylindrical housing rotate about the crankshaft axis with respect to the front housing by 90 ° to create a regular actuator to minimize the increase / decrease in the energy supply differences.

Simulation of engine operation

From the above, it can be seen that the engine described here is a spark-ignition and water-cooled version that operates on the principle of four cycles: induction, compression, expansion, and gas exhaust. Each of the eight working chambers extending between the sixteen working surfaces formed by the eight pistons passes sequentially through each of these four cycles.

Each completed engine cycle corresponding to one rotor speed and three crankshaft revolutions has sixteen cycles of induction and compression in the respective relatively cold zones and sixteen cycles of combustion and gas exhaust in the different hot zones of the annular cylinder.

The respective cycles of the four cycles are performed simultaneously in diametrically opposed chambers. This means that operations performed on one side of the engine are also performed on the other side of the engine. This design provides a balance of pressure forces within the eight engine chambers.

The four fixed zones of the annular cylinder outlined above are defined by the position of opposite pairs of inlet and exhaust valves, and in the case of a spark ignition engine, by the position of the spark plugs.

When used in all working chambers, selectively and / or alternately, for example, this may vary depending on the power output requirements of the engine.

pairs or groups desirable may not be utilized

The size and angle of position of the valve openings in the annular cylinder controls the flow of air to and from the working chambers, and hence the engine output potential. The length of the openings determines the duration of their connection to each working chamber, while the angle of the valve position relative to the working chambers determines the valve speed control. Finally, the valve width controls the volume flow rate.

There are two rotors in each annular cylinder, but the number of annular cylinders can be increased by aligning them along the crankshaft axis. The number of runs or phases per rotor rotation varies with the number of pistons on each rotor. The number of pistons for each rotor pair can be varied by a multiple of four, corresponding to four cycles of the combustion process. In each engine described herein, there are four pistons on each rotor, and thus at each rotor revolution there are four different movements or movements of the rotor.

By aligning the axis of the drive pin in the rotor device coincident with the circular diameter of the gear in the internal toothing, as shown in Fig. 14, when the crankshaft rotates by 67.5 °, which corresponds to one half of the piston stroke, and at 135 ° intervals the pistons on one rotor have their maximum angular velocity when the pistons on the other rotor have reached their minimum angular velocity and are actually stationary. This piston running within the annular cylinder occurs in each of the two rotor devices at the same relative position within the cylindrical casings, and thus the operating angular positions of the inlet and outlet valves at the spark-ignition positions are determined.

The rotational speed of each of the two rotor devices varies substantially from the minimum angular velocity to the maximum angular velocity and then back to the minimum angular velocity. A pair of eight-piston motor rotor devices rotate alternately in 90 ° phases such that the active pistons on one rotor device move rapidly through the respective induction / coppression and expansion / exhaust zones of the annular cylinder during one phase, and thus operate in the conventional piston, while reactive the pistons of the second rotor device move slowly between the respective induction / coppression and expansion / exhaust zones of the annular cylinder and thus operate as cylinder closures in the manner of a conventional cylinder head.

Unlike a conventional engine, where the piston stops at a minimum chamber volume, the pistons in that engine move at a minimum chamber volume. The rotor speeds are the same at each moment and equal to the average rotor speed. In the sketched engine, the average rotor speed is equal to one third of the crankshaft speed and has the opposite direction.

The inertia forces exerted by the rotors act in the opposite direction as the compressive forces of the gas. These inertia forces are the result of the weight of the rotors and alternately increase and decrease. However, at any time, the inertia forces of the rotors have the same magnitude but in the opposite direction, and thus are in equilibrium.

The rotor torque is generated by the gas pressures in the combustion chambers reacting equally against the piston surfaces of both rotor devices. The torque is also transmitted through the drive pins and the bearing blocks to the complementary bearing surfaces of the sliding calipers in the circulating members.

The forces applied through the rotor drive pins on the calipers that generate the crankshaft torque are always the same. However, the forces are applied by constantly varying the differential lever lengths that use the crank pin on the crankshaft as the center of rotation. That is, the distance between the center of the rotating crank pin and the center of each drive pin corresponds to a lever length that constantly changes during the rotation of the crankshaft.

When the sliding yoke in the circulating member is perpendicular to the median plane of the crank pin, which is equivalent to the highest dead point in a conventional engine, the drive pins have the same lever length generating no crankshaft torque. After the highest dead point (NMB), the differential lever length effectively forces the orbiting member to rotate around the crankpin as shown in FIG. 14, with the crankshaft rotating position 33.75 °. Obviously, the lever length of the drive pin A is greater than the drive pin B.

The circulating member has at one end a fixed gear that is engaged with a fixed internal gear. When the circulation member is forced to rotate on the crank pin with the gear wheels engaged, by rotation, the crankshaft also forces the crankshaft to rotate generating the crankshaft torque.

At the end of each duty cycle, each rotor device changes its function from active to reactive, i.e. from acting as a piston to acting as a cylinder head. At this stage, the application of the rotor force is changed from one support surface of the sliding caliper to the opposite support surface of the circulation member. The reaction force generated in the internal toothed gear does not change in the direction as the caliper continues to rotate in the same direction.

The ratio of the external toothed gear and the internal toothed gear is controlled by the number of engine pistons. The circular diameter of these gears is determined by the insertion of the crank pin. The radial location of the drive pins in the rotor and the insertion of the crank pin determines the angular separation of the rotors.

Lubricating oil is supplied to the engines by an oil pump mounted in the front cylindrical housing and after use, the oil is returned to the bottom of the crankcase through the inner channel. The time during which the oil reaches the working temperature from the cold state will be reduced if the oil level in the pump is in close contact with the lower water tank. The increase in water temperature during engine warm-up is utilized by heat transfer through the water tank in contact with the oil to increase the value at which the oil is heated and then to stabilize the oil at the working temperature of the water.

It should be noted that the essential feature of this engine is that if there were no return components, an almost perfect balance would be achieved. Rotor devices and circulating members, as separate components, will be statically and dynamically in equilibrium within their respective pairs. The weights of the circulator are then added to the crankshaft device and are dynamically balanced using the counterbalanced weights on the front and rear of the engine.

It can be seen from the general description that an engine undergoing sixteen combustion processes to three crankshaft speeds, requiring only two bearing journal pins, two bearing journal pins and two rotor journal pins, has the ability to reduce the friction of the carrier compared to the corresponding conventional engine. Furthermore, the induction and compression cycles are performed in respective zones of the annular cylinder which remains relatively cold, as the combustion and discharge cycles are performed in other zones of the annular cylinder which remains relatively hot. This physical separation of the hot and cold zones within the annular cylinder is intended to increase the efficiency of the induction and expansion process.

It can also be seen that the engine device is simplified to facilitate mass production technology, the device being largely a folding process, with most of the components distributed in layers one on top of the other, requiring few fixtures to accommodate the moving components. The engine device may be configured for air, water or oil cooling and may be distributed at any selected angle, including horizontal and vertical, by its shaft output axis.

In summary, in the four-cycle eight-way version of this engine, ignition takes place at a minimum working chamber volume (V / min), in two diametrically opposed working chambers, after compression of the ignition air / fuel mixture between four of the eight pistons working within the annular cylinder. The rapid increase in gas pressure in the working chambers exerts a force on the annular cylinder, the outer surface of side-by-side rotors and the surface of the pistons forcing the forward or active pistons and accelerating the rotor while simultaneously forcing lagging or reactive pistons and slowing the rotor.

Viewed from the front of the engine, both rotor devices rotate in the counter-clockwise direction, while the crankshaft rotates in the clockwise direction. The two drive pins mounted in respective rotor devices exert equal and opposite forces on the drive yokes through their sliding support portions at opposite sides of the crank pin. If the sliding support parts are perpendicular to the plane comprising the crank pin axis and the crankshaft, the drive pins are equidistant from the crank pin and do not force the drive yokes to rotate. However, in one position with respect to the crankshaft, there is an unequal distance between the crankshaft and the opposing drive pins and the resulting torque forces the circulating member to rotate around the crankshaft. Since the drive caliper rotates with the impeller gear that is brought into constant engagement with the fixed internal gear toothed gear, this resulting torque generates the crankshaft torque.

The internal motor load procedure resulting in the output torque of the crankshaft are indicated in the flow diagram on the next page.

LOAD CURRENT DIAGRAM

GAS PRESSURE - , - γ- SILA ROTATING TORQUE. . REACTION FORCE - - ->

SPEED. A MOMENT .

Boy. SHAFT

Boy. shaft 1 I • HEADS. BEARING BEARING, PIN

TRANSFER. Forces ^ EPAR-TANGENC P Ring. War. sheath -

Since the engine described above is considered to best accommodate the expected loads of its components, it can be applied where a higher crankshaft speed is required. In such circumstances, for example, a similar engine having geared externally around an external gear toothed wheel would be an engine having a crankshaft rotating at five times the speed of the rotor device.

Of course, this will be realized, the foregoing was merely a way to illustrate the invention by way of example, and all modifications and variations of the invention apparent to those skilled in the art are intended to be within the scope and scope of the invention as defined in the appended claims.

7 * SSZ-M

• · · • · • ··· · · ···· • • • • • · • • • • • • • · · • • • · • • ·· ·· · · · · · ·

Claims (28)

A rotary displacement device comprising a rigid toroidal cylinder contained within a cylinder housing, provided with a circular access opening surrounding the inner peripheral portion of the toroidal cylinder; side-by-side rotors that extend into and close the annular bore carry the respective pistons in the toroidal cylinder so that the pistons in the toroidal cylinder can move in a rocking motion, each piston having sealing means connecting it directly to the wall of the toroidal cylinder inside the toroidal cylinder they form widening and shrinking working chambers between adjacent pistons on respective rotors; inlet and outlet channels in the wall of the toroidal cylinder for inlet and outlet of the mixture to and from the working chambers; a drive shaft mounted in the cylinder housing for rotation about its concentric axis with the rotor axis, characterized in that the crankshaft (40) has a deflection of the drive pin (56) from the crankshaft axis (40) and is located in the center of the main bearing (51); rotors (45); a planetary member (50) is disposed in the drive pivot (56) for circular movement about the crankshaft axis (40); each rotor (45) having a respective drive connection with a deflection of the planetary member (50) from the crankshaft axis (40) for rotating the rotors to move the supported pistons (47) by rocking the toroidal cylinder (41), the respective pistons (47) inside The toroidal cylinder (41) forms widening and shrinking working chambers and one of the drive connections extends from the planetary member (50) through an opening in the near rotor to the distal rotor. Rotary positive displacement device according to claim 1, characterized in that the direct drive connection between each rotor (45) and / or each planetary member (50) is formed such that the axis of the drive journal is parallel to the axis of the crankshaft (40), wherein the drive pin (56) is fixedly positioned on one of the planetary members (50) or the rotor (45) and movable in a respective radial groove of the other. The rotary positive displacement device of claim 2, wherein each drive pin (56) is fixedly positioned in a respective rotor (45) and the dual planetary member is mounted on another crank pin located coaxially with said drive pin (56) but on the opposite side. • • Each drive pin (56) extends through an opening in the adjacent rotor to a respective open end (92) in each planet member (50). The rotary positive displacement device of claim 3, wherein each open end (95) is a radial groove and the grooves are symmetrically arranged around the planetary member (50). The rotary positive displacement device of any one of claims 2 to 4, wherein each drive pin (56) is held in a sliding block (57) that is freely displaceable along a respective open end (92). The rotary displacement device of claim 5, wherein each drive pin (56) is rotatable in a respective sliding block (57). The rotary positive displacement device of claim 5 or claim 6, wherein each open end (92) is partially circular in shape and thereby each sliding block (57) is tied to a respective open end (92). Rotary positive displacement device according to any one of the preceding claims 1 to 7, characterized in that the crankshaft (40) has a central bearing (49) on which the rotors (45) are attached, the central bearing (49) being concentric with the crank axis. the shaft (40) and is located between the main bearings (51). Rotary positive displacement device according to claim 8, characterized in that the central bearing (49) extends radially above the drive pin (56). Rotary positive displacement device according to claim 8 or 9, characterized in that the crank pin (56) and the center bearing (49) form an integral part and each radial main bearing (51) is eccentrically mounted on the crank end projection (44) shaft (40). Rotary positive displacement device according to any one of claims 8 to 10, characterized in that the central bearing (49) is symmetrical about a center plane containing the toroidal axis of the toroidal cylinder (41). • ·· · · ···· ·· · • · • · · • · ·· • ··· • · · • · * • · ·· · · · · ·· ·· The rotary positive displacement device according to any one of the preceding claims 1 to 11, characterized in that the annular opening (58) is symmetrical about a central plane. The rotary positive displacement device of claim 12, wherein the aperture (58) is a tapered aperture on the toroidal cylinder (41). Rotary positive displacement device according to any one of claims 1 to 13, characterized in that the peripheral surfaces (61) of the rotors are cylindrical and large and terminate at respective opposite connections between the opening (58) and the toroidal cylinder (41). Rotary positive displacement device according to claim 14, characterized in that the side-by-side rotors (45) are brought together in a central plane containing the toroidal axis of the toroidal cylinder (41) and the connection between the rotors (45) and respective pistons (47) extends over peripheral surfaces of respective rotors on opposite sides of said center plane. Rotary positive displacement device according to any one of the preceding claims 1 to 15, characterized in that the side-by-side rotors (45) are identical but arranged opposite each other. A rotary positive displacement device as claimed in any one of claims 1 to 16, characterized in that the cylinder housing comprises respective opposite housing portions (22, 23) that connect along a center plane containing the toroidal axis of the toroidal cylinder (22). 41). Rotary positive displacement device according to claim 17, characterized in that the inlet and exhaust ducts (131, 130) are separated from the connection of the housing parts. Rotary positive displacement device as claimed in claim 17, characterized in that the crankshaft (40) is located between the housing parts on the respective parts of the housing. The opposite housing portions being rotatable by clamping the opposite ends of the drive shaft axially to the respective opposite housing portions (22, 23) from the interior (78), the drive joint including components mounted on the crankshaft (40) from any of its opposite ends in the axial direction. A rotary positive displacement device as claimed in any one of claims 1 to 19, wherein each end of the crankshaft (40) is accessible on opposite sides of the cylinder housing. Rotary positive displacement device according to any one of claims 1 to 20, characterized in that each planetary member (50) has a planetary gear concentric with a crankshaft (40) fitting in a complementary gear coupled to the cylinder housing. and positioned concentric about the crankshaft axis (40). Rotary positive displacement device according to any one of claims 1 to 21, characterized in that the toroidal cylinder (41) has a circular cross-section. Rotary positive displacement device according to any one of the preceding claims 1 to 22 and in a four-stroke engine configuration, characterized in that the rotors are driven in the opposite direction to the drive shaft, the inlet and outlet channels comprising a pair of diametrically opposed inlet and outlet channels (130, 131) and the inlet and outlet channels are arranged in pairs in respectively separated positions bordering on the position at which the pistons form the minimum contents of the working chambers. Rotary positive displacement device according to claim 23, characterized in that the side-by-side rotors (45) carry at least a number of pistons (47) corresponding to the number of strokes of the motor type, with increasing number of pistons on side-by-side rotors times. Rotary positive displacement device according to claim 24, characterized in that the pistons (47) are arranged in equal numbers on a pair of side-by-side rotors (45), the total number of pistons (47) being a multiple of four, the pistons being · · · · · · · · · · · · · · · · · · · · · · · · · · · · ); the inlet and outlet channels include an inlet and outlet channel (130, 131) for each of the four pistons; the inlet and outlet ducts are arranged in respective separate positions in which adjacent pistons form minimum volumes of working chambers to gradually open each inlet duct in a constant time relation to the expanding working chamber, and each outlet duct gradually opens in a constant time relation to the decreasing time relation chamber. The rotary positive displacement device of claim 25, wherein the pistons (47) are partially circular in profile and each has a piston sealing ring (94) extending around its circular portion and connecting it to the wall of the solid toroidal cylinder (41) and others. a seal that seals a portion of the opposite rotor free in said annular bore. Rotary positive displacement device according to claim 25 or 26, characterized in that it is capable of operating as a four-stroke internal combustion engine having one inlet duct (130) and one outlet duct (131) for each four pistons. Rotary positive displacement device according to claim 25 or 26, characterized in that it is capable of operating as a type of two-stroke device having for each four pistons two inlet ducts (130) and two outlet ducts (131). 1/24 FIGURE 1 2/24 FIGURE 2 3/24 ROSE CYLINDER & FIGURE 3 4/24 FIGURE 4 5/24 FIGURE 5 A PICTURE 7/24 FIGURE 7 8/24 MEDIUM MEDIUM PLANE PLANE PLANE OF LOAD ENGINE LOAD BLOCK FIGURE 8 9/24 ο σ * FIGURE 9 ι_η U1 Γ \ | un 10/24 FIGURE 10 11/24 FIGURE 11 A PICTURE 13/24 FIGURE 13 14/24 fig. I4d 101.25 ´ crank rotation. FIG. 14e 135 ´ crank rotation fig. 14f 168.75 ´ crank rotation ΈΧ-. 15/24 τ Fig. 14j 303.75 * crank rotation fig. 14k 337.5 * crank rotation to ^FIG - 141 371.25 * crank rotation x 17/24 EX- FIG. 4v 708.75 'crank rotation i fig. 14w 742.5 ´ crank rotation j fig. 14x 776.25 ´ crank rotation 18/24 fig. 14bb 911.25 crank rotation f fig. 14cc 945 crank rotation I P fig. 14dd 978.75 crank rotation x 19/24 20/24 77777 FIGURE 15 21/24 CRANKSHAFT AXIS MIDDLE MEDIUM PLANE PLANE _OF LOAD _ENGINE BLOCKS 118B FIGURE 16 22/24 FIGURE 17 23/24 FIGURE 18 24/24 140