WO2001034944A1

WO2001034944A1 - Rotary engine with internal combustion

Info

Publication number: WO2001034944A1
Application number: PCT/HR2000/000036
Authority: WO
Inventors: Velimir Gruban
Original assignee: Velimir Gruban
Priority date: 1999-11-12
Filing date: 2000-10-11
Publication date: 2001-05-17
Also published as: AU7677400A; HRP990349A2; HRP990349B1

Abstract

Rotary engine is consisted of these parts: engine housing (1), rotor with multiple different parts (2), rotor also with multiple different parts (3), shaft (4) and eight sliding bearings (5),(6) and (7). Engine mechanism that rotates inside housing is composition of two rotor parts and a shaft. Rotors together with housing surfaces close working chamber volumes and transfer turning moments onto the engine shaft. Moment transfer is done through elliptic gears positioned on rotors and on engine shaft. They make the base for engine mechanism and also determinate its moving. Sliding bearings are used for mechanism's parts positioning.

Description

ROTARY ENGINE WITH INTERNAL COMBUSTION

TECHNICAL FIELD

This invention is related to rotary engine with internal combustion, which is classified as : F 02 B - Internal combustion engines generally

BACKGROUND ART

Construction of the piston engine is very complicated, in condition to the problem that it is made numerous parts : pistons, connecting rod, camshaft. Beside those parts, we also have robust engine housing with cylinders, crankcase and head of the engine. For working media distribution, distribution mechanism is used, in whom are all main parts of camshaft and valves with springs. Construction of all these parts demands numerous operations and numerous working hours that in the end result with very high manufacturing price of the engine.

Volume and the mass of the engine are big, and have special influence on automobile engines, where is limited space for the engine, and also requires vehicle's mass reducing, to enhance vehicle's total performance.

During twentieth century there were many attempts to replace piston engines with the solution which would possess simpler engine conception. All these solutions were based mostly on the performance of the rotary pumps, and specially related to the pumps with mobile wings. Those conceptions existed more like theory possibilities, and less like practical, possible solutions. From all attempts, greatest success was the engine of Feliks Wankel, which is basically made of epytrochoidal housing and three-sided piston positioned on the eccentric shaft. For his engine concept he menage to get interested large number of manufacturers, that spent large sums of money on its perfecting. Work was stopped after almost thirty years of research and attempts to put the engine to mass production. There were just too many problems related to the engine. Failures with sealing of the chambers, inadequate oiling, overheating of particular parts of the engine, and related to that, enlarged deformations and wearing of parts are basic problems with these engine. Beside that, petrol consumption is thirty percent greater then one of the piston engines, and the way of oiling enlarged oil consumption and the amount of discharged toxic gases. Also required to mention is the fact that due to the construction it was unable to achieve greater degree of compression then eleven to one, which eliminated the possibility of making diesel engines. Rolls-Roys factory developed hybrid of the Wankel engine in Diesel version which did not achieve expected results.

DISCLOSURE OF THE INVENTION

Engine that is about to be explained represents new and unique concept of engines, which has no similar points with solutions mentioned before. It is the only engine which achieves variable volume of chambers, and still all moving parts are moving in circles. That has not been achieved in any of earlier made constructions of either engine or a pump. It was always some combination of two or more movements, like rotation and translation or something similar. That fact has great importance for total engine functioning, which will be explained later in this report.

Comparing to piston engine, rotary engine has smaller dimensions and mass ratio by unit of strength. It consists of only three moving parts. Working media distribution is done by suction and discharge canals on housing. In difference to piston engine that has expensive and complicated distribution mechanism for that purpose.

Sealing of engine chambers, oiling and cooling is completely salved, which is of basic importance for engine functioning.

Engine can be made either to run on petrol or Diesel, because there are no limitations in compression degree altitude.

It can be developed in either four-stroke variation, or two-stroke variation.

Turning ratio range, on which the rotary engine operates, is the same as one of piston engines, it can operate either on low, medium or high speed.

Considering the pressure of entering media, engine can be either atmospheric or supercharged. Rotary engine figure l.a and b is consisted of parts :

1. engine housing 1

2. rotor made of numerous different parts positioned in the center part of the engine and will be called central rotor 2

3. rotor that is also made of numerous different parts, but considering the fact that its shaft is consisted of two parts will be called two-part rotor 3

4. shaft 4

5. eight sleeve bearings 5,6 and 7.

Rotary engine mechanism is consisted of two rotors and a shaft placed inside engine housing. Rotors together with engine housing's areas close working chambers' volumes and are transferring turning moments onto the engine shaft. Moment transfers are done through elliptic gears placed on rotors and engine shaft. They make the base for engine mechanism and are determining its movement.

For the securing of the parts of the mechanism are used sleeve bearings.

Figure l.a and b - represents rotary engine in front and side projection

Figure 2. - represent a par of motor mechanism gears with marked basic sizes

Figure 3.1-5-represent gear rotor positions for turning shaft by 180 degrees.

Figure 4.1-5- represents central and two-part rotors positions for turning shaft by 180 degrees.

Figure 5.1-4- represents four-stroke work through the phases

Figure 6.1-2 - represents two-stroke work through the phases

Figure 7.1-2 - represents air compressor and hydraulic pump

Figure 8. a and 8.b - represents four-stroke engine housing with water cooling in front and side projection Figure 9. a and 9.b - represent central rotor in front and side projection Figure 10. a and lO.b - represent two-part rotor in front and side projection

Figure l l.a,b and c - represents engine's ringshaped seals in front and side projection Figure 12. - represents engine shaft in front and side projection Figure 13. - represents engine with two engine mechanism connected on common shaft. Figure 14. - represent engine with three engine mechanism turned for 120 degrees around common shaft.

Engine's moving parts movement, as it was said before, is determined by the pairs of elliptic gears, build in rotors and engine shaft. Rotors' gears (big gears) have twice bigger diameter of distribution ellipse then gears placed on the engine shaft (little gears) figure 2. Rotation center of the big gears is in the match with the rotors' rotation center, while little gears are positioned eccentric. Shaft axis passes through focuses of their distribution ellipses. Also little gears which are jagged with the gears of different rotors are turned for 180 degrees between themselves.

For two gear jagged between themselves to function properly it is essential to define their geometric shape and in the same time to satisfy certain conditions.

On figure 2. is a pair of gears with marked main measures : a_\ - rotor gear distribution ellipse big axis (big gear)

_ ι - rotor gear distribution ellipse small axis α₂ - shaft gear distribution ellipse big axis (small gear) b - shaft gear distribution ellipse small axis e - shaft gear eccentricity ri - rotor gear variable radius (big gear) r₂ - shaft gear variable radius d - space between rotary axis of shaft and rotor φ i - rotor gear angle φ 2 - shaft gear angle

5₂ - shaft gear distribution ellipse perimeter

Space between shaft's and rotor's gears' axis is equal to the sum of their variable diameters d= r₁ (φ₂) + r₂ (φ₂) 3.1

Shaft gear curve equation is

α, - _r„, • e,

Rotor gear variable radius depending on the angle φ ₂ we will get using equations 3.1 and 3.2

r_γ(φ₂) -= — 3.3 l + ε_e2 - s φ₂

For the pair of gears shown at picture 2 to function properly it is essential to satisfy one basic term

2π ^r ₂ ⁽ 3.4

_ « ^■ _ » *

Equation 3.4 represents condition on which during the turn of the shaft gear for 720 degree angle or two full turns will turn the big gear for 360 degree angle or one full turn.

Geometrical shape will be determined by choosing sizes a₂, b₂ and d on the way to satisfy all equations from 3.1 to 3.4. In selection of the sizes besides before enlisted terms, it is important to take into the consideration some extra facts that are influencing on correct dimensioning :

- measure ratio b 1 a is influencing on the volume of the engine chambers by the fact that lesser ratio achieves greater volume, but lesser ratio creates bigger inertial moments and by this it is necessary to chose sizes to achieve optimal maximal chamber volume and inertial moments to be contained within permitted borders

- difference between gear's axis must be like that to achieve optimal strength of gear cogs

- gear distribution curve perimeters must be derivatives of the equation m_a * π in which m_n is one of the standard gear modules If during the size selection, all before said requirements are satisfied, result will show that big gears distribution curve is an ellipse, whose basic measurements can be calculated from the equation 3.3. Big axis of the ellipse can be calculated by importing φ = 90° while for the calculation of the small axis is needed to import φ₂ = 270°. By calculating sizes a_\ and _>ι engine mechanism gears pairing is complete.

Figure 3.1-5 represent gear rotor positions for turning shaft gear by 180 degrees. Radiuses of elliptic gears are changing in total contact duration and so is their transfer ratio i =

I r₂ who is changing from its minimal to some maximal value. For that reason, rotor gear will turn for the different angle, for every 180 degree gear shaft turns.Figure 3.1 represents gears in 0 degrees position. Turning shaft gear for angle of 180 degrees figure 3.2. rotor gear will turn for angle of 90 + . In next turn shaft gear for angle of 180 degrees, figure 3.3, rotor gear will turn for angle of 90 - φ . With every next turn, the situation repeats figure 3.4 and 3.5.

Figure 4.1-5 represents rotors positions for every shaft movement of 180 degrees. Angles that central rotor and two-part rotor are making, are in opposite phase, or during shaft turning one part will turn for 90 + ^7 , the other will turn for 90 - φ and vice versa. For that reasons during rotation, relative angle's difference between them will vary from minimum 0 to maximum 2φ . That is the elementary fact on which is based engine operating.

Figure 4.1 represents rotors positions when shaft is in 0 degree position. Turning the shaft for 180 degrees rotor will take position as drawn on figure 4.2. Central and two-part rotor will turn for different angles and their angle difference will be :

Aφ = _c- φ _tp 3.6 were are :

Aφ - angle difference between central and two-part rotor φ_c - angle for which is central rotor turned φx_v - angle for which is two-part rotor turned

In next turn shaft will turn for full turn, considering the 0 degree position - figure 4.3, that will make rotor that had moved for bigger angle in phase before, to pass smaller distance in this phase, and rotor that passed smaller distance in phase before, to pass bigger distance in this phase, so they both will be rotated for 180 degrees, and the angle difference Aφ will be 0 degrees.

Figure 4.4 represents shaft in position that it has moved for one and a half turn, that results Aφ angle difference between rotors.

When shaft turns for two full turns figure 4.5 rotors will be turned for 360 degrees. Angle difference Aφ between them will be 0 degrees. It is obvious that in two full shaft turns volume of a chamber has changed for four times.

Engine mechanism as described can be used for four-stroke engine as well as two-stroke engine and as air compressor and hydraulic pump.

At four-stroke engine cycles needed for achieving one working stroke are achieved in time needed for two full shaft turns. In one engine chamber four strokes are made. Strokes are : 1. Suction, 2. Compression, 3. Expansion and 4. Discharge. Next will be considered processes inside engine chamber as shown on pictures 5.1-4 marked by number 1 during two full shaft turns.

1. Turning the shaft in clockwork direction figure 5.1 will enlarge volume in the chamber 1. Chamber in that time passes position of the suction canal, and due to the pressure inside the chamber (which is lower then the one inside the suction canal) working media is sucked in the chamber. Suction continues until shaft turns for 180 degrees, that is until the chamber achieves maximum volume. For better filling chamber with working media, suction can be extended, stretching the suction canal into the area of the next stroke. When chamber passes outside the suction canal influence suction stroke ends. During this phase in chamber 2 was happening compression stroke, in chamber 3 expansion stroke, and in chamber 4 discharge stroke.

2. Working media that was suctioned in phase 1 is positioned in chamber 1 figure 5.2. Turning the shaft will result in reducing the chamber volume and with the compression of the working media, which will result in increasing its temperature and pressure. Process of compression ends in moment when chamber achieves its minimum volume. Compression rating or difference between chamber minimum and maximum depends on the engine type (petrol, diesel, with or without supercharging). Just before compression stroke ending, at petrol running engines, sparking plug ignites petrol, and at diesel running engines, fuel begins to get injected into the heated air.

During this phase, in chamber 2 is expansion stroke, in chamber 3 discharge stroke, and in chamber 4 suction stroke.

3. At petrol engine, after igniting media, in chamber 1 figure 5.3 fuel starts to burn, and doing that its temperature and pressure rises. In diesel engine, for some time after fuel injection still continues in the same time as the fuel burns. In the rest of stroke, burning gases expand acting at chambers working surfaces making forces and moments. Rotor forces are equal, but they lead to moments that act on shaft with different intensity and direction. Reason for that, is because transfer ratios at the moment are different at central rotor and at two-part rotor. Difference between these two moments is manifested as useful turning moment on shaft's exit part. Exit moment is equal to 0 only in the moment when the shaft is in the 0 position, because in that moment, moments that act on shaft have equal force, but opposite direction, and by that, they eliminate each other. Gas expansion continues until the moment when chamber achieves its maximum volume, in difference to piston engines, in which it stops little sooner, because of valves opening. For that reason this engine has bigger moment in the expansion stroke, then piston engines. In chamber 2 is discharge stroke, in chamber 3 suction stroke and in chamber 4 compression stroke.

4. With further rotation, chamber 1 volume figure 5.4 is starting to decrease, and due to the deference between pressures inside chamber and discharge canal, which is on this area, burned gasses are discharged through this canal into the atmosphere. Discharge stroke ends when chamber achieves its minimum volume, but because of better cleaning of the chamber from discharge gasses, it can be used for the beginning of suction stroke.

In chamber 2 is suction stroke, in chamber 3 is compression stroke and in chamber 4 is expansion stroke.

At two-stroke engine, cycle needed for achieving one working stroke inside one chamber, is done inside one shaft's turn or inside two strokes. In that time working chambers are rotated for 180 degrees. Construction of two-stroke engine is done with double suction canals and double discharge canals, injection tubes or sparking plugs, so that in every shaft turn there can be a working cycle. Openings for working media exchange are positioned on the housing, in area where first stroke ends, and second begins.

Two-stroke engine strokes : 1. Compression stroke, 2. Working stroke 1. During compression stroke, which lasts for 180 degree shaft turn, chamber is being blown, working media compressed and ignited.

2.During working stroke media begins to burn, expand, discharge and begins to be blown. So, in two-stroke engine, blowing of the burned gasses and filling with fresh working media is done at the end of second stroke and at the beginning of first stroke, through openings in the housing that are connected with suction and discharge tubes.

Figure 6.1-2 represents phases of two-stroke engine working. Rotary engine can, with some construction changes, work either as air compressor or as hydraulic pump. In that purpose central rotor's shaft is made with holes and it is use as exit pipe. Also on shaft in region of working chambers are placed valve with springs.

Compressor work is made through two phases : 1. Suction, 2. Compression

1. Through shaft compressor (or pump) receives mechanical energy needed for starting mechanism. Figure 7.1 represents chambers 1 and 3 how they increase their volume through shaft turns and with that, suck working media on the way as it was explained at four-stroke engine.

Chambers 2 and 4 are compressing media.

2. In compression stroke figure 7.2, chamber l's volume is reduced, which increases pressure inside it. Media that is under pressure, overcomes valve spring, and then valve opens and media goes through the exiting pipe. Stroke ends when chamber achieves its minimum volume. Then valve will close, and will not permit media that is under pressure inside the exiting pipe, to leak into the compressor housing (or pump housing).

The same process is simultaneously performed inside chamber 3. In chambers 2 and 4 will be suction stroke.

In next part it will be discussed engine parts, their function, making and montage.

Engine parts : 1. engine housing 1,

2. central rotor 2,

3. two-pan rotor 3,

4. engine chamber sealing 21,22,23,

5. engine shaft 4 Housing connects all engine parts into the whole. Besides that function, it takes part in the forming of engine chamber with its surfaces. Considering cooling system, we can recognise two types of housing :

1. engine housing with water cooling

2. engine housing with air cooling

Figure 8. a and 8.b represents four-stroke engine housing with water cooling.

Housing parts are : 1. two caps 8

2. tin caps 9 and 10

Two caps 8 are closing area in which are rotating rotors. That space has the shape of the part thorus. On the caps' bottom parts engine shaft is positioned. In the rest of the spaces that close tin caps 9 and 10 are gears and oil for oiling mechanism parts.

Housing caps are connected with screws positioned on the cap's circle part perimeter. Caps are made with double side, through which water circulates overtaking the heat from heated sides. Cooling media comes through one side of the housing, passes through circle part's double side and leaves on the opposite side. In one cap are drilled holes through which is brought pressured oil to the ground bearings and shaft bearings. On caps are also intake and discharge openings and holes through them oil go to oil sump. Size, shape and position of openings for working depends on engine type (four-stroke, two-stroke or hydraulic pump). At four-stroke engine on one side are placed intake and discharge canals, while on the other is sparking plug or fuel injection. Two-stroke engine has two intake-discharge openings put under the angle of 180 degrees. At air compressor and hydraulic pump, there are two intake openings, and on exit openings are valves with springs.

Cylindrical part is made of cast iron. Beside satisfying sturdinεss it also has very good sliding capabilities that are essential for lesser wearing of engine chamber seals.

Inside area on which seals slide is ground and polished. Central rotor 2 figure 9. a and 9.b with its surfaces, closes space of engine chambers, and carries moment through gears onto the engine shaft. Rotor parts : 1. four pistons 11

2. two parts with the shape of thorus cut 12

3. four screws 13

4. shaft 14

5. two elliptic gears with outer cog 15

Onto the pistons 11 is acting pressured media, which results with creating tangential force, which is carried through other parts of the mechanism, in the shape of the moment, onto the engine shaft.

Piston has the shape of thorus cut. On piston's perimeter are holes for compression and oil rings that are used for chamber sealing. Oil wich are placed between two pistons of the same rotor besides oiling, also simultaneously takes the heat away from heated sides.

Piston is cast of aluminum alloy. It has good heat guidance and comparing to cast iron, has lesser mass which is very important because that reduces inertial moments that burdens the other parts of the engine mechanism.

In upper part, between two pistons, positioned is a part 12 that serves covering both suction and discharge opening during rotation. Shape of that part is like a segment of thorus.

Central rotor's shaft 14 carries moment through gears on the engine shaft and takes part in forming of engine chamber.

Shaft has in middle section, built in two carriers for connection for pistons. On the carriers are holes with thread in which are placed screws that connect pistons with shaft. Also in the shaft's middle section are placed two surfaces that close engine's chamber's lower areas. Shape of those surfaces is partly segment of thorus. On the cilindrical part of shaft are slide bearings caps that allow rotor's two parts relative movement. Shaft has drilled holes through wich is pressure oil brought to engine bearings and shaft's thorus surfaces cooling done. Shaft's ends are jagged because of gear placing.

Shaft is built by cast iron. Shaft's thorus surfaces and bearings caps are ground and polished.

Elliptic gears with outer cog 15 transfer momentum from rotors to the engine shaft. Perimeter of distribution ellipse is twice bigger then perimeter of distribution ellipse of gears positioned on the engine shaft.

Gear connection to the rest of the mechanism is made by greater number of holes that are equal to the pins on rotors shaft.

Gear cogs are cut by cutting gear that has similar dimensions and shape, like the gears positioned on the engine shaft.

Gear material is highly alloyed steel that ensures high sturdiness and solid cogs.

Two-part rotor 3 figure 10. a and lO.b with its surfaces closes the chamber space and carries rotary moment to the engine shaft. Rotor parts : 1. four pistons 16

2. two parts with the shape of thorus cut 17

3. eight screws 18

4. two shaft segments 19

5. two elliptic gear with outer cogs 20

Two-part rotors pistons 33 figure 17. has the same function, shape and main dimensions like central rotor piston. Difference between these two parts is in the position of the holes for connecting screws for connection with other rotor parts.

Two-part rotor's piston is connected to shaft's segments two screws positioned on the piston's edges.

Part 17 is the same with part 12 on the central rotor.

Two-part rotor shaft has tube-like cut and is composition of two equal parts 19. Inside both segments bearing cocoons are put through which is achieved rotor's relative movement. Segments' outer parts have cap function for the basic bearing through which are both rotors leaning to the engine housing. On shaft segments' ends are positioned elliptic gears.

On shaft segments are carriers to attach pistons, and also segments with thorus shape to close chamber's bottom area.

On both shaft segments are made drilled holes through which comes pressured oil acting on chambers' caps. In that way pressured oil pushes segments to the engine centar defying gas force that acts in opposite direction. Also in that way sealing on centar and two-part rotors' thorus shaped areas intersection is ensured, that are partialy sliding. Axial gas forces come from pressured working media that acts on shaft's segment's thorus areas.

Segments are made from cast steel.

Shaft's thorus surfaces and bearings caps are ground and polished.

Elliptic gears 20 positioned on the ends of the segments are equal by shape, dimensions, workmanship and building material, to the gears positioned on the central rotor. Only difference is in the number of holes made for connection to the rest of the mechanism.

All working areas that close chamber space are in motion, and need to be sealed, not to let pressured media to leak. Good chamber sealing is essential for proper engine functioning. During engine performance, parts' dimensions are changing, due to the heating and wearing, so seals must be adopted to adjust to moment's condition and achieve its function completely.

In that purpose are used: 1. compression rings 21,23

2. oil rings 22

First are used to seal chambers, while second are used to achieve efficient oil film on sliding surfaces.

There are two types of compression rings :

1. compression rings positioned on the piston perimeter 21 2. compression rings positioned on two part rotor 23 In piston holes are compression 21 and oil rings 23 that are cut on one side. Their perimeter in normal state is bigger then chamber perimeter. They have to be compressed during montage and then elastic force is created that pushes ring onto surfaces that make working chamber. Compression rings 23 positioned on two-part rotor achieves sealing between housing's surfaces and two-part rotor's surfaces. Its cut in one section and its perimeter is smaller in normal state then perimeter of the part on wich it is placed.

All seals are made of cast iron. Sliding surfaces are being chromed for lesser wearing.

Sealing between thorus surfaces central and two-part rotor is achived by touching pressure between sliding surfaces, on the way explained before.

On oil rings 22 are made holes through which the extra oil is flowing away.

Engine shaft 4 figure 12. composition:

1. two pairs of elliptic gears with outer cogs 24

2. cylindrical part 25

On engine shaft 4 figure 12. are working rotor moments whose difference on shaft's exit is representing useful turning moment.

In shaft are two pair of elliptic gears 24 with equal dimension, in which are cog in rotor's gears. On the shaft, they are eccentrically placed and one pair's two elliptic gears are turned for 180 degrees between themselves. Shaft axis passes through focuses of gears distribution ellipses.Pairs of gears connection to the cylindrical part is made by greater number of holes that are equal to the pins on cylindrical part.

On shaft's exit part engine's flywheel is attached with screws.

Gears' oiling is done with oil from the housing.

Shaft is leaned with two sliding bearings onto the housing's lower part while its axial movement is enabled by housing caps between which it lays. They are made by forging and cutting, elliptic gear cobs are cut, while bearing caps are ground and polished.

Material used for manufacturing is highly alloyed steel.

Engine can be manufactured with greater number of chambers and can be: 1. Liners, 2. V i I engine 3. Star engine

Liner engine is created by connecting two or more housings into the line. Two, three, four or more housings can be connected to get engines with 8,12,16 etc chambers. On housings exist special enforcement through which pass tie screws connecting individual housings into one whole.

Processes in chambers of two neighbouring housings are turned for shaft angle φ that is equal to φ = 180 / » where n represents exact number of individual housings. In this way shaft's exit moment has lesser middle value oscillations and smaller flywheel is needed.

V i I engine has two mechanism connected on common shaft with angle difference of 110-180 degrees. Such shape of engine can be connected in line to get engine with 8,16,24 etc chambers.

Star engine is the most compact, due to the fact that there are three engine mechanism, with angle difference of 120 degrees, placed around centrally positioned shaft. That engine shape has twelve working chambers. With serial connection we achive engines with 24,36,48 etc. chambers.

Invention can be applied in all technical areas where are applied piston engines.

Claims

1. Rotary engine, characterized by , compositioned : housing (1), two rotors (2 and 3) and engine shaft (4).

2. Rotary engine, as in claim 1, characterized by, engine housing (1) compositioned : two caps (8) that close space in which are working chambers and space where are positioned rotors' gears, that space in which rotate working chambers have shape of partial thorus, that on the caps' bottom part there is a engine shaft (4), and that intake and discharge opening are on the caps.

3. Rotary engine, as in claim ^characterized by, rotor (2) compositioned : four pistons(l l), two parts shaped like partial thorus (12), four screws (13), shaft (14) and two elliptic gears with outer cog (15).

4.Rotary engine, as in claim 3, characterized by, that piston (11) has shape of partial thorus, that on part perimeter there are two pairs of holes in which are positioned compression and oil rings, and that is attached to the rest of the rotor with screw.

5.Rotary engine, as in claim 3, characterized by, that shaft (14) has cylindrical shape, that on its center are made carriers for carrying pistons, that also in the central region are thorus shaped surfaces that close working chamber's bottom part, that on cylindrical part are positioned sliding bearings, and that on ends of cilindrical part are positioned gears. ό.Rotary engine, as in claim 3, characterized by, that gears (15) have elliptic shape, and that they have twice bigger perimeter of distribution ellipse then gears positioned on the engine shaft, and that gears have outer cog.

7.Rotary engine, as in claim 1, characterized by, rotor (3) compositioned: four pistons (16), two parts with partial thorus shape (17), eight screws (18), two shaft segments (19) and two elliptic gears (20) with outer cog. δ.Rotary engine, as in claims 7, characterized by, that piston (16) has shape of partial thorus, that on part perimeter there are two holes in which are positioned compression and oil rings, and that is attached to the rest of the rotor with two screws (18) positioned on the piston's edges.

9. Rotary engine, as in claim 7, characterized by, that shaft segment (19) has tube cut, and that on the segment' end are two carriers for piston connection, that also on the same part are partial thorus shaped-like surfaces, and that on the other segment' end is placed gear. lO.Rotary engine, as in claims 7, characterized by, that gears (20) have elliptic shape, that they have twice bigger perimeter of distribution ellipse then gears positioned on the engine shaft, and that gears have outer cog.

11. Rotary engine, as in claim 1, characterized by, that shaft (4) is compositioned of two pairs of elliptic gears (24) and a cylindrical part (25).

12.Rotary engine, as in claim 11, characterized by, that one pair's two elliptic gears (24) are turned for 180 degrees between themselves, and that shaft's rotation axis goes through focuses of their distribution ellipses, that perimeter of distribution ellipses is twice smaller then the one in distribution ellipses on rotor gears, and that gears have outer cog.

13. Rotary engine, characterized by, that chamber sealing is done by compression (21) and oil rings (22), and that they have in normal state perimeter bigger then the chamber perimeter, and they are positioned in the holes of pistons, that sealing between rotor and housing is achieved with ring (23) which perimeter in normal state is smaller then perimeter of the part on which it is placed, and that rings are cut in one section.

H.Rotary engine, characterized by, that operating principle is: rotors' and shaft's elliptic gears' radiuses (15,20 and 24) are changing in every touching point, and so does their transfer ratio i = r₂ /r; from minimal to maximal value, and for that reason big gear, and with it the rotor, for every 180 degrees that small gear turns, is turning for 90 + φ in one phase, while in the next it is turning for 90 - φ , with every next turn the situation continues, and angles that rotors pass are in opposite phases or when one part turns for the angle of 90 + φ , the other is turning for 90 - φ and by that they have angle difference during rotation from minimum of 0 degrees to maximum of 2φ , and for every two turns of the shaft one chamber's volume is changing for four times.

15. Rotary engine, as in claim 14, characterized by, that operate on four-stroke principle.

16. Rotary engine, as in claim 14, characterized by, that operate on two-stroke principle with use of two openings for media distribution apart for 180 degrees.

17.Rotary engine,as in claim 14, characterized by, that operate as hydraulic pump and air compressor with use of valves with springs on exit openings.

18.Rotary engine, characterized by, that engine with number of chambers greater then four has two or more housings connected in line.

19. Rotary engine, characterized by, that engine with eight chambers has two engine mechanism connected on common shaft with angle difference from 110 to 180 degrees, and with conection in line, engine have 8,16,24,32 etc. chambers.

20.Rotary engine, characterized by,that engine with twelve chambers has three engine mechanism connected on common shaft with angle difference of 120 degrees, and with connection in line engines have 24,36,48 etc. chambers.

AMENDED CLAIMS

[received by the International Bureau on 7 March 2001 (07.03.01); original claims 1-20 replaced by new claims 1-5 (3 pages)]

1. Rotary engine, characterized by , compositioned : housing (1), two rotors (2 and 3) and engine shaft (4), engine housing (1) compositioned : two caps (8) that close space in which are working chambers and space where are positioned rotors' gears, that space in which rotate working chambers have shape of partial thorus, that on the caps' bottom part there is a engine shaft (4), and that intake and discharge opening are on the caps, rotor (2) compositioned : four pistons(l l), two parts shaped like partial thorus (12), four screws (13), shaft (14) and two elliptic gears with outer cog (15). that piston (11) has shape of partial thorus, that shaft (14) has cylindrical shape, that on its center are made carriers for carrying pistons, that also in the central region are thorus shaped surfaces, that gears (15) have elliptic shape, and that they have twice bigger perimeter of distributiDn ellipse then gears positioned on the engine shaft, and that gears have outer cog, rotor (3) compositioned; four pistons (16). two parts with partial thorus shape (17), eight screws (18), two shaft segments (19) and two elliptic gears (20) with outer cβg, that piston ( 16) has shape of partial thorus, that shaft segment (19) has tube cut, and that on the segment' end are two carriers for piston connection, that also on the same part are partial thorus shaped- like surfaces, and that on the other segment¹ end is placed gear-, that gears (20) have elliptic shape, that they have twice bigger perimeter of distribution ellipse then gears positioned on the engine shaft, and that gears have outer cog. that shaft (4) is compositioned of two pairs of elliptic gears (24) and a cylindrical part (25), that one pair's two elliptic gears (24) are turned for 180 degrees between themselves, and that shaft's rotation axis goes through focuses of their distribution ellipses, that perimeter of distribution ellipses is twice smaller then the one in distribution ellipses on rotor gears_^ and that gears have outer cog. that operating principle is: rotors' and shaft's elliptic gears' radiuses (15,20 and 24) are changing in every touching point, and so does heir transfer ratio / = r₂ / r_} from minimal to maximal value, and for that reason hig gear and with it the rotor, for every 180 degrees that small gear turns, is turning- for 90 + φ in one phase, while in the next it is. turning for 90 - φ._^ with every next-turn. the situation continues, and angles that rotors pass are in opposite phases or when one-part turns for the angle of 90 + φ , the other is turning for 90 - ψ and by that they have angle difference during rotation from minimum of 0 degrees to maximum of 2φ , and for every two turns of the shaft one chamber's volume is changing for four times. that operate on four-stroke principle, that operate on two-stroke principle with use of two openings for media distribution apart for 180 degrees.

2.Rotary engine, characterized by, that operate as hydraulic pump and air compressor with use of valves with springs on exit openings.

3. Rotary engine, characterized by, that engine with number of chambers greater then four has two or more housings connected in line.

4. Rotary engine, characterized by, that engine with eight chambers has two engine mechanism connected on common shaft with angle difference from 110 to 180 degrees, and with conection in line, engine have 8,16,24,32 etc. chambers.

5. Rotary engine, characterized by, that engine with twelve chambers has three engine mechanism connectedon common shaft with angle difference of 120 degrees, and with connection in line engines have 24,36,48 etc. chambers.