WO2004067915A1

WO2004067915A1 - Internal combustion engine with rotary pistons

Info

Publication number: WO2004067915A1
Application number: PCT/SK2003/000003
Authority: WO
Inventors: Miroslav Tarabus
Original assignee: Miroslav Tarabus
Priority date: 2003-01-27
Filing date: 2003-01-27
Publication date: 2004-08-12
Also published as: AU2003221465A1

Abstract

Internal combustion engine with rotary pistons, directly transmitting kinetic energy of pistons (2,3) to drive shaft (1), comprising annular housing (4), exhaust flange (5) and intake flange (6) closing said annular housing (4) and encompassing journaled drive shaft (1), upon which two vane pistons (2, 3), by means of respective sleeves (38, 39), are rotatably mounted via inner clutches (7, 8). Whereas, intake flange (6) is provided by intake channel (16), corresponding with intake port (19) of intake timing gear (18) rotationally mounted on the outside of intake flange (6). Exhaust flange (5) is provided by exhaust channel (20) corresponding with exhaust port (23) of intake timing gear (22) rotationally mounted on the outside of exhaust flange (5). Position of timing gears (17,18) relates to position of pistons (2, 3) through means transmitting rotary motion (26, 30) of drive shaft (1). Vane pistons have a groove (34, 35) formed atop, where sliding pin (14) encased in the annular housing (4) engages. Annular housing (4) incorporates holes configured to hold the injection and ignition means (33).

Description

Internal combustion engine with rotary pistons

Technical field

Present invention relates to internal combustion engines with rotary pistons, directly transmitting kinetic energy of pistons to drive shaft, preferably used for driving the vehicles, consisting of stator with journaled drive shaft, timing gear, ignition and injection means.

Background art

Reciprocating piston engines transmit kinetic energy of a piston through connecting rod to a crankshaft. Piston in the Wankel engine continuously eccentrically rotates and kinetic energy of a piston is transmitted through gear to drive shaft, however, the engine requires extremely tight tolerances.

Disclosure of invention

Mentioned disadvantages are in major part overcome by internal combustion engine with rotary pistons employing direct transmission of kinetic energy, produced by pistons, to drive shaft. Engine comprises a stator wherein drive shaft with vane pistons is journaled, upon which means transmitting rotary motion of timing gear are coupled, and which holds injection and ignition means. Object of the invention resides in that, the stator formed as annular housing closed by exhaust flange and intake flange, contains journaled drive shaft upon which at least two rotary vane pistons are rotatably seated by means of their respective sleeves provided with inner clutches. Intake flange is provided by intake channel corresponding with intake port of intake timing gear rotationally mounted on the outside of intake flange. Position of timing gears relates to position of pistons through means transmitting rotary motion of drive shaft. Upper part of the annular housing encases sliding pin that engages a groove provided in vane pistons. Annular housing incorporates holes configured to hold the injection and ignition means.

Advantageous is, when the clutches are made as rings with inner spur gear. The rings are coupled and axially slide with piston sleeves and each of the rings bears on outer front surface at least one clutch roller that fits to at least one recess formed on exhaust and as well inlet flanges. There is helical torsion-compression spring slid on the drive shaft between clutch rings and having its ends inserted in these rings. Helical torsion-compression spring counteracts pin-piston strokes, and as well, in association with the recesses in flanges and the clutch rollers, situated on outer front surface, triggers coupling the clutches and the drive shaft through inner spur gear of the ring and spur gear of the shaft. The principle of solution resides in that, the explosive force of combustion in closed chamber, determined by the engine cylinder, engine cylinder flanges and respective walls of two vane pistons - rotatably mounted by means of their respective sleeves upon drive shaft journaled in the engine cylinder flanges - is transmitted from vane piston, through piston clutch to drive shaft causing the drive shaft to rotate. Pistons work as double-acting and alternately rotate along with the shaft, and the pistons switch their role with every single revolution. Piston, coupled through respective clutch to drive shaft and rotating along with, functions as work piston. The second piston, functioning as counteractive, is uncoupled by means of respective clutch from the shaft and held by the pin - between intake channel and exhaust channel, which are situated in between the opposing engine cylinder flanges. The pistons couple and uncouple drive shaft through respective ring clutches. The clutch comprises a ring slide into the piston sleeve, both engaged by axial grooving, permitting the ring to slide axially within the piston sleeve. Torque is transmitted from the ring to the shaft - or vice versa - through inner spur gear provided upon the ring and the shaft. Locking and unlocking the clutch is triggered by the three rollers placed on the front side of the ring, carried along with the ring, which then, as the clutch unlocks, engage the recesses formed in engine cylinder flange. Disengaging the ring and the shaft, as the clutch unlocks, is facilitated by helical gear and helical torsion-compression spring slid on drive shaft between clutch rings. Clutch ring of the work piston, whose at least one roller is out of the recess in the flange - is forced to engage gear of drive shaft, the clutch is locked and piston rotates along with the shaft. As approaching work piston is with the counteractive piston at 45- degree angle, the pin releases the counteractive piston. Work piston actuates the counteractive piston causing the rollers of clutch ring disengage the recesses in the flange, thus gear of the ring engages gear of drive shaft and the clutch couples the piston with the shaft. At this moment both pistons are coupled with the shaft and turned over 45-degree angle. As a piston previously being the work piston approaches the pin, the pin stops the piston. At the same time, piston clutch rollers engage recesses in the flange, the ring with gear disengages gear of the shaft, the clutch uncouples the piston and the shaft; the piston then acts as counteractive piston. Helical torsion-compression spring fixed in clutch rings accumulates energy of work piston; except at unlocking the clutches, and as the work piston reaches position of the pin its clutch is unlocked, spring torsion counteracts the piston rotation, thus buffering piston-pin stroke. Piston is provided with a groove corresponding with the pin, wherein a spring, further facilitating the buffering, is mounted. The pin is actuated by springs and cam gear operated by servo, solenoid, or gear transmission. Fuel-air mixture is drawn into work chamber via intake channel of the intake flange, and the intake is controlled by intake gear having intake port. Combustion products are exhausted via exhaust channel of the opposing exhaust flange, and the exhaust is controlled by exhaust gear having exhaust port. Timing gear is driven by drive shaft through gear transmission having the ratio 4:1, causing the timing gear revolve once per four engine revolutions, while sequentially opening and closing intake and exhaust channels. Intake and exhaust channels are shifted in respect to one another over a distance equal to thickness of a piston. Therefore, counteractive piston held by the pin between intake and exhaust channels, and work piston rotating along with drive shaft, divide work chamber into two spaces, which change and move during the cycle. Work piston functions as double-acting, so that with the first revolution one side receives fuel-air mixture and the other side forces out combustion products remained in work chamber from preceding cycle. With the second revolution, when the pistons change their roles, work piston one side again receives fuel-air mixture and the other side compresses fuel-air mixture received with preceding revolution. With the third revolution, when the pistons change their roles, spark plug ignites fuel-air mixture compressed between the pistons; the mixture received with preceding revolution. Power of expansion rotates work piston along with drive shaft and simultaneously the other side compresses fuel-air mixture received with preceding revolution. With the fourth revolution, when the pistons change their roles, spark plug again ignites the mixture compressed in between the pistons; the mixture received with preceding revolution. Power of expansion rotates work piston, the other side discharging combustion products from preceding expansion, then pistons switch again and the cycle is over. Thus, one engine cycle has four revolutions in the following order: 1^st revolution - intake - exhaust 2^nd revolution - intake - compression 3^rd revolution - combustion - compression 4^th revolution - combustion - exhaust Advantage of internal combustion engine with rotary pistons is:

- smaller engine dimensions compared to these of four stroke engine having the same cubature,

- more effective combustion of fuel-air mixture, better exploitation of fuel thermal energy and overall higher efficiency of the engine regarding that the piston travel is sufficiently long and pistons function as double-acting

- smooth course of torque even at low revolutions

- the versatility - having the drive shaft hollow (wherein transmission gear is housed), torque is increased as well as total efficiency of the engine.

Uneven run of the engine may be eliminated by coupling two engines either in series or with shafts parallel to each other, shifting the cycle by two revolutions.

Brief description of drawings

Present invention will be closer explained in drawings where fig. 1 shows front view of internal combustion engine with rotary pistons; fig. 2 shows front cross- sectional view of internal combustion engine with rotary pistons; fig. 3 shows side cross-sectional view of internal combustion engine with rotary pistons.

Mode for carrying out the invention

Internal combustion engine with rotary pistons comprises a drive shaft 1, upon which vane pistons 2 and 3 are rotatably seated by means of their respective sleeves 36, 37. Drive shaft 1 is journaled in tapered roller bearing in the exhaust flange 5 and intake flange 6, both affixed to annular housing 4. Clutch rollers 9, carried by the ring 71 pertaining to the clutch 7 coupled with the piston 2 by axial grooving, are locked in the recesses 11 formed in the exhaust flange 5. Inner spur gear 40 formed on the ring 71 pertaining to the clutch 7 forced by helical torsion-compression spring 13 disengages spur gear 38 formed on drive shaft L, causing the clutch 7 to unlock. The piston 2 disengages the shaft and further is held by the pin 14, actuated by cam 15. Clutch rollers 10, carried by the ring 81 pertaining to the clutch 8 coupled to the piston 3 by axial grooving, are out of recesses 12 formed in the intake flange 6. The ring 81 pertaining to the clutch 8 is forced by respective inner spur gear 41 to engage spur gear 38 of drive shaft 1, coupling the piston 3 with the drive shaft 1. Intake channel 16, provided in the intake flange 6 and in outer intake flange 17, is slightly opened and controlled by intake timing gear 18 with intake port 19. Exhaust channel 20, provided in the exhaust flange 5 and in outer exhaust flange 21, is opened and controlled by exhaust timing gear 22 with exhaust port 23. Timing gears 18 and 22 are actuated by transmission gear 26 to 30 engaging the drive shaft 1. Abutments 3_1 and 32 facilitate motion of the pistons at particular point. Spark plug 33 ignites compressed fuel-air mixture in particular moment. Engine cycle involves four revolutions in the following order:

1^st revolution: intake - exhaust

Piston 2 is not coupled with drive shaft 1, since respective clutch 7 is unlocked; it is held by the pin 14 and functions as counteractive piston. Piston 3 through respective clutch 8 engages drive shaft I, rotating along with and functions as work piston. Revolving shaft engaging transmission gear 26 to 30 causes timing gears 18 and 22 to revolve either. Exhaust channel 20 is opened and intake channel 16 is slightly opened already at the end of the preceding cycle. Further rotation causes the intake timing gear 18 with its intake port 19 to fully open the intake channel 16 and underpressured chamber determined by the pistons 2 and 3 draws fuel-air mixture in. Simultaneously, combustion products formed in preceding cycle are forced out by the opposite sides of pistons through opened exhaust channel 20 and exhaust port 23 provided in the exhaust timing gear 22. As approaching piston 3 is with the piston 2 at 45-degree angle, the pin 14 releases the piston 2. Piston 3 with respective abutment 32 actuates the abutment 3_1 of piston 2, forcing the clutch rollers 9, carried by the ring 71 pertaining to the clutch 7_^, to disengage recesses I L Ring 71 pertaining to the clutch 7 is engages its spur gear 40 with the spur gear 38 formed on drive shaft 1, thus coupling the piston 2 and the shaft. Subsequent shaft rotation carries both pistons over 45-degree angle, when the piston 3 reaches position of the pin 14 actuated by cam gear L5 causing the piston 3 to stop. At the same time clutch rollers 10 locks in the recesses 12 formed on the intake flange 6 and the ring 81 pertaining to the clutch 8 is disengaged by helical torsion-compression spring, uncoupling the piston 3 and the drive shaft 1. The piston 3 thus changes its role to counteractive piston and the piston 2, remaining coupled with the shaft, changes its role to work piston. During the mutual motion and alteration of the pistons, the exhaust timing gear 22 closes the exhaust port 20.

2^nd revolution: intake - compression

Further rotation of coupled drive shaft 1 and piston 2 permits fuel - air mixture to be drawn into the chamber, determined by walls of the pistons, via opened intake channel 16. At the same time the opposite sides of pistons compress the mixture drawn in with preceding revolution. As approaching piston 2 is with the piston 3 at 45-degree angle, the intake timing gear L8 terminates closure of the intake channel 16 and simultaneously, the pin 14 releases piston 3. Subsequent, 45-degree turn, causes the pistons to move in the same manner as in preceding revolution and switch their roles.

3^rd revolution: combustion - compression

Intake and exhaust channels are closed. Spark plug 33 ignites fuel-air mixture compressed in between the pistons 2 and 3. Piston 2 is held still by the pin 14. Power of expansion forces the piston 3, rotating the drive shaft 1 via respective locked clutch 8. At the same time, opposite side of the piston 3 compresses fuel-air mixture drawn in with preceding revolution. As approaching piston 3 is with the piston 2 at 45-degree angle, the pin 14 releases piston 2; subsequent turn moves the pistons and causes them to switch their roles. Simultaneously, as the pin 14 stops the piston 3, the exhaust timing gear 22 with the exhaust port 23 opens the exhaust channel 20.

4^th revolution: combustion - exhaust

Spark plug 33 ignites fuel-air mixture compressed in between the pistons with preceding revolution. Power of expansion forces the piston 3, rotating the drive shaft 1 via respective locked clutch. At the same time, opposite side of the piston 2 forces the combustion products gathered in preceding revolution out via opened exhaust channel 20. As approaching piston 2 is with the piston 3 at 45-degree angle, the pin 14 releases piston 3. Subsequent, 45-degree turn, causes the pistons to move mutually, and switch their roles. Simultaneously, intake channel 16 opens, and as the pin 14 stops the piston 2, the cycle terminates.

Industrial applicability Powering mobile and stationary machines.

Claims

C LAIMS

Internal combustion engine with rotary pistons, directly transmitting kinetic energy of a piston to drive shaft, particularly for powering the vehicles, comprising a stator, wherein drive shaft with vane pistons is journaled, the drive shaft engaging transmission means rotating timing gear, the stator having the injection and ignition means, c h a ra c te riz ed in that , the stator comprises annular housing (4), exhaust flange (5) and intake flange (6) closing said annular housing (4) and encompassing journaled drive shaft (1), upon which at least two pistons (2, 3), by means of respective sleeves (38, 39), are rotatably mounted via inner clutches (7, 8), and intake flange (6) is provided by intake channel (16) corresponding with intake port (19) of intake timing gear (18) rotationally mounted on the outside of intake flange (6) and as well exhaust flange (5) is provided by exhaust channel (20) corresponding with exhaust port (23) of intake timing gear (22) rotationally mounted on the outside of exhaust flange (5), whereas position of timing gears (17, 18) relates to position of pistons (2, 3) through means transmitting rotary motion (26, 30) of drive shaft (1); the pistons have a groove (34, 35) formed atop, where sliding pin (14) encased in the annular housing (4) engages, and annular housing (4) incorporates also holes configured to hold the injection and ignition means (33).

Internal combustion engine according to claim 1, c h a r a c te riz e d i n t h a t , the clutches (7, 8) comprise rings (71, 81) with inner spur gear (40, 41), axially sliding and coupled with sleeves (36, 37) of the pistons (2, 3), whereas each of the rings (71, 81) carries, on the outer front side, at least one clutch roller (9, 10) engaging at least one recess (11, 12) formed in the exhaust flange (5) and in the intake flange (6), and there is helical torsion-compression spring (13) slid on the drive shaft (1) between clutch rings (71, 81) having its ends inserted in these rings, and inner spur gear (40, 41) of the rings (71, 81) engages spur gear (38, 39) of the drive shaft (1).

Internal combustion engine according to claim 1 or 2, ch a ra cte riz e d in th at , the drive shaft (1) has a hollow wherein transmission gear is housed.