WO2005054644A2

WO2005054644A2 - Rotary cylinder and/or compressor engine

Info

Publication number: WO2005054644A2
Application number: PCT/DE2003/003983
Authority: WO
Inventors: Rainer Schilling
Original assignee: Rainer Schilling
Priority date: 2003-12-04
Filing date: 2003-12-04
Publication date: 2005-06-16
Also published as: AU2003298055A1

Abstract

The invention concerns a rotary cylinder engine comprising a cylindrical combustion chamber (1), wherein the fuel burns continuously under high pressure. Said combustion chamber (1) is surrounded by a distributor (15), which is connected to the rotor (11) itself inserted into another hollow cylinder called stator (30), wherein are housed the necessary operating controls, the cooling system and the lubricant supply. The combustion chamber (1) and the stator (30) constitute the engine static unit. Around the stator (30) is another hollow cylinder called rotor (11), wherein are mounted the control (10) and compression (4) chambers, the rotor (11) being the driving member of the engine. The driving volume generated by the combustion chamber (1), in contrast to a turbine, is brought to the rotor (11) through fuel gas conduits (32) and immediately converted into a rotary movement without crankshaft in each of the closed control chambers (10). A driving counter-bearing (14) embedded in the stator (30) and the closed control chamber (10) in the rotor (11) cause the expansion volume to drive the control chambers (10) in rotation. The compression chambers (4) likewise mounted in the rotor (11) synchronously feed the combustion chamber (1) with required combustion air, based on the operating conditions and via a pressure chamber (6). The compression chambers (4) can alternately be provided with a current type compressor. The compression element can also be used alone as compressor when the rotor (11) is rotated by external drive.

Description

description

Rotary motor and / or compressor

The invention relates to a rotary motor in a new construction ax, in which elements of the turbine and the piston motor are connected to one another.

As with the turbine, there is a combustion chamber in which the propellant (gas, gasoline, diesel, etc.) is continuously burned under high pressure. Operation with water vapor is also conceivable, possibly in combination with other energy sources for using the combustion heat, or comparable to the turbine engine for temporary boosting of thrust (acceleration energy).

However, unlike the turbine in closed chambers, the propellant volume obtained during combustion is converted into motion in the same way as with the piston engine, namely in a rotational motion without a crankshaft. In this rotary motor, the compression and expansion processes are divided into two separate steps compared to the piston motor and carried out by two separate chambers or units. The driving force of the motor results from the energy gained in the drive part minus the energy consumption in the compression part.

The following features can be cited as essential advantages of the invention: • The construction requires considerably fewer components and only a few control elements compared to the piston engine.

• Since it generates rotational energy at the same time, crankshafts with all associated construction elements are superfluous.

• There is a continuous combustion process that can be better optimized in terms of energy yield and process control compared to the explosion engine.

• Due to the implementation of the expansion energy in closed chambers, the dynamics, acceleration and efficiency compared to the turbine are considerably higher. • The engine is very easy to adjust to all known drive energies with different compression ratios in the combustion. In the following, the engine is explained in more detail with reference to the accompanying drawings and described in detail in its operation, wherein Figure 1 is a longitudinal section AA (vertical) through the overall construction of the

Motors shows the figures 1.1. to 1.3 show the enlargements AI to A3 from the longitudinal section A-A, Figure 2 shows a longitudinal section B-B (horizontal) through the overall construction of the engine, Figures 2.1 and 2.2 show the enlargements Bl u. B2 from the longitudinal section B - B, Figures 3.1 to 3.6 show the cross sections 1 to 6 through the motor, Figures 4.1 to 4.8 show the functional sequence of a 360 ° rotation of the motor in

Cross section through the drive chamber no.1, Figure 5 shows the functional sequence of a 360 ° rotation of the motor in cross section through the compression chamber,

Figures 6.1 u. 6.2 A system overview of the arrangement of the drivers in the drive chambers is given with an arrangement of 4 drive chambers.

The explanations initially refer to the two longitudinal sections Figure 1, 1.1 to 1.3 and Figure 2 with 2.1 u. 2.2, as well as the cross section in Figure 3.4.

The rotary motor consists of a cylindrical combustion chamber (l) in which the combustion of the fuel takes place continuously under high pressure. The fuel is fed centrally via a fuel line (2), which also includes the electrical ignition at the fuel nozzle (8). Existing techniques are used for high pressure fuel injection and ignition. The supply of the necessary combustion air and the generation of the required compression ratios until the engine starts is carried out by two compressed air lines (3). The compressed air is generated by an external compressor, which can also be used for further fine control in engine operation. After starting the engine, the required volume of combustion air is passed through the compression chambers (4) and the compression valve (5) of the pressure chamber (6) ∑-U. From there, the combustion air enters the combustion chamber (l) through a perforated stabilizing disc (7). The motor is divided into a drive part and a compression part. The explanation continues with the drive part.

The drive volume generated in the combustion chamber (l) is fed via an opening (21) in the combustion chamber and a propellant gas channel (9) to the drive chamber (l 0) in the hollow drive cylinder = rotor (l 1).

Four drive chambers (10) are shown in the rotor (l 1), which bring the rotor (l 1) into a rotating movement around the stator (30), which contains all other components of the motor. This is done by the fact that the drive chambers (10) formed in the rotor are not circumferential over 360 °, but rather the chambers are closed at one point by a so-called driver (16). A drive abutment (14) arranged directly on the propellant gas channel (9) closes the drive chambers (10) on the opposite side. This creates closed drive chambers (10), which set the rotor (l 1) into a rotary movement over an angle of rotation of 313 ° through the drive volume supplied from the combustion chamber (l) until the rear edge of the driver (16) clears the exhaust gas opening (17) and the expanded drive gas is discharged as exhaust gas via the exhaust duct (13). A valve control on the exhaust side is not necessary.

Figures 4.1 to 4.8 show in cross section the functional sequence of a full

Revolution.

It is clear here that the drive abutment (14) from the cross section of the

Drive chamber (lO) is turned out via a control rod (lS) when the driver (16) reaches the abutment (14).

Figures 4.1 to 4.8 also make clear the task of the distribution hollow cylinder (15). This hollow cylinder will be referred to as distributor (15) in the future. This distributor (15) surrounds the combustion chamber (l) and, corresponding to the four drive chambers, has four openings, which are located in the longitudinal axis of the combustion chamber in their position and the dimension of the propellant gas opening (21) in the combustion chamber (l) or the propellant gas channel (9 ) correspond. In cross section to the Brenrιkammer (l), the opening in the distributor (15) extends per drive chamber over a quarter of the full circle, ie 90 °. This distributor (15) is firmly connected to the rotor (l 1), as from the Figure 1.2 is visible and rotates synchronously with the rotor (l 1) or the

100 drive chambers. Due to the dimensions and the position of this opening to the respective drive chamber (10), the supply of the highly compressed drive gas from the combustion chamber (1) into the drive chamber (10) is limited to the first 90 ° of a full revolution of the individual drive chamber. The angle of rotation over the further 270 ° to a full one

105 revolutions utilize the expansion energy of the drive gas. As an alternative to the fixed mechanical connection of the rotor (l 1) and distributor (15), electromagnetic control of the synchronism of rotor (l 1) and distributor (15) is also possible using the stabilizing disc (7). This has constructive advantages, since then the stator (30) of the drive part is fixed to the

110 stabilizing disc (7) can be connected. With an arrangement of 4 drive chambers in a rotor with correspondingly offset arrangements of the drivers (16) and the openings in the distributor (15), continuous combustion and delivery of the highly compressed drive gas is possible. The arrangement of the drivers (16) in the 4 drive chambers (lO) according to Figures 5.1

115 and 5.2 ensures that a drive chamber (10) is in the stage of filling with the highly compressed drive gas (angle of rotation 0 ° to 90 °), and a drive chamber (10) is in the strong expansion phase (angle of rotation 90) ° to 180 °), a drive chamber (lO) is in the weaker expansion phase (angle of rotation 180 ° to 270 °) and a drive chamber (lO)

120 residual energy used (rotation angle 270 ° to 360 °). This system arrangement ensures a high energy yield with a uniform overall performance.

An arrangement of 4 chambers is shown in Figures 1 and 2. A different number of drive chambers to optimize economy is possible if the 125 angle of rotation for the openings in the distributor (15) and thus the angle of rotation for filling the drive chamber (10) is changed so that the product of the number of drive chambers (10 ) and the angle of rotation for filling the drive chambers results in 360 °. The propellant gas ducts (9) shown in Figure 3.4, the drive abutment (14) with 130 of its control rod (18) and the bearing of the control rod (20), as well as the exhaust gas ducts (13) are rotated by 180 ° each for two drive chambers (10) arranged. This Construction enables the arrangement of a coolant circuit in the remaining area, distributes the propellant gas openings (21) in the combustion chamber (l) and allows the control of the drive abutment (14) for two drive chambers (lO)

135 control tube (19) for the one drive abutment (14) and an internal control rod (18) for the second abutment (14) in the same control level. The details of this control will be explained later. Unscrewing the drive abutment (14) from the drive chamber (10) results in an air displacement in the control chamber (22). The intended

140 pressure compensation roller (23) ensures the necessary pressure relief here. The return of the drive abutment (14) into the drive chamber (10) after the driver (16) has passed the abutment (14) is shown in Figures 1.1, 3.2 u. 3.3 shown via return springs (24). It is possible and probably more elegant to connect this pressure compensation tube (23) to a pressure cell with a correspondingly adjusted one

145 pressure diaphragm to connect and to ensure the provision of the abutment (14) by the compressed air cushion.

The rotation abutment and speed-dependent control of the drive abutment (14) takes place via the control rod (18) or the control tube (19) in the control axes (40) No. 1

150 to 4 according to Figures 1, 1.1 and 3.2. As can be seen from the longitudinal section or the enlargement, the control tube (19) for the drive chamber (10) No. 1 and the control rod (18) for the drive chamber (10) No. 3 in the control axes (40) No. 1 and 3 control levers (25) which correspond to the shape of the drive abutment (14) in cross section. One in the same

155 The control cam (26) mounted on the rotor in the shape and position of the driver (16) of the drive chamber (10) No. 1 or 3 causes the corresponding drive abutment (14) to rotate out of the drive chamber (10). out according to the angle of rotation of the associated drive chamber. The alternatives in the return through the illustrated return springs or a compressed air control are in the

160 lines 130 to 140 are shown. The use of a control rod (18) and a control tube (19) enclosing the control rod has been selected for a total of four drive chambers (10) or two drive chambers (10) in one control level. The cooling system is divided into an internal coolant circuit (27) between the

165 combustion chamber (l) and the rotor (l l) and an external cooling (12) with a protective grille cover (41). Air or a liquid coolant can be used for the internal circuit. The external cooling of the rotor (l 1) is carried out by cooling fins on the rotor and air cooling. The internal coolant circuits must be in two separate sections for the

170 drive part and the compression part of the motor are performed, since the connection of the distributor (15) to the rotor (l 1) and the stabilizing disc (7) between the drive and compression part of the motor do not allow a coherent circuit. For the supply and discharge of the cooling medium, the inner cross section of the tubular main support structure (29) of the motor is used for each section. This

175 Internal cross-section is halved by a partition and can thus be used for the supply and removal of the coolant. In the area of the drive chambers (lO) and the combustion chamber (l) the flow and return are separated by the control chambers (22), which, however, end with the drive chamber (lO) No.4 and thus a connection between the flow and return enable.

180 Compare the longitudinal sections in Figures 1, 1.1, 1.2 and 2, 2.1 u. 2.2 and the cross-sections in Figures 3.1 to 3.4 The construction is a mirror image for the compression part of the motor. If the compression is alternatively carried out by a compressor of a known type, the compression part of the construction as a whole is omitted.

185 The flue gas is routed through two flue gas ducts (13), which are offset by 180 ° as described from line 122. A valve control is not necessary due to the design. The rotating driver (16) presses the expanded propellant gas of the previous rotation through the opening in the stator (30) into the

190 Exhaust gas duct (13), which leads the exhaust gas outwards parallel to the longitudinal axis of the structure to the main supporting structure. In this case, a cross-sectional change is necessary from the cross-section in cross-sectional plane 3 (Figure 3.3) to cross-sectional plane 1 (Figure 3.1) in order to correspond to the reduction in the rotor diameter between section 1 and section 2.

195 The drive energy is delivered via an outer ring gear (37) which is attached to the rotor (l 1) at the end of the rotor (l 1) between the cutting axes 1 and 2. The drive force can be transferred to a gear from this ring gear (37). The diameter of the rotor (l 1) has been reduced for this purpose to make it cheaper

To create 200 ratios for the gear ratio. However, this then requires a deformation of the cross section of the exhaust duct (13). Alternatively, the driving force can also be transmitted to a gearbox by means of a gear wheel at the end of the rotor (l 1) without reducing the rotor diameter. The cross-sectional deformation of the exhaust gas duct (13) or the supply air duct (31) can then be omitted.

205 The compression part of the engine contains the compression chambers (4) in the rotor (l 1), which supply the engine with the necessary combustion air. They are smaller in cross section than the drive chambers (10). The ratio of the cross-sectional areas between the drive chambers (10) and the compression chambers (4) is determined by the

210 selected drive energy, or by the ratio of the expansion volume that generates the combustion of the drive energy and the amount of fresh air or oxygen required for this. It is initially shown constructively in the illustrations and must be selected when designing the engine so that the supply of compressed combustion air corresponds to the quantity requirements of the combustion process. A

215 Additional control options are provided via an external compressor and the two compressed air lines (3) provided. As already explained, the complete supply of the engine with the required compressed combustion air by a compressor of known design is alternatively conceivable. In this case, the compression part is omitted.

220 The driving force of the motor results from the energy gained in the drive part minus the energy consumption in the compression part. The compression part of the motor can be seen in Figures 1, 1.2, 1.3, 2, 2.1, 2.2, 3.5 and 3.6. The arrangement of the individual construction elements in the compression part corresponds

225 and function essentially the drive part - here only with reverse function and in a mirror-image arrangement with the same direction of rotation of the rotor (l 1). In this case, the compression of the fresh air drawn in via the supply air duct (31) takes place in the compression chamber (4). However, the compression runs Compression driver (33) against the compression abutment (32). The functional sequence 230 of a full 360 ° revolution is shown in Figure 5. The compression chambers (4) for evenly supplying the engine with compression air are arranged in the same way as for the drive chambers (Figures 6.1 and 6.2). However, the connection between the compression chambers (4) and the pressure chamber (6) cannot be made through a free 235 channel as in the drive part. Here the connection channel must be filled by a compression valve (5), which prevents pressure losses from the pressure chamber (6) into the compression chamber (4) and only opens when the compressed air in the compression chamber (4) compresses the pressure chamber (6 ) has reached. Known techniques can be used for this valve (5). A 240 distributor (15) is not required in the compression section.

The angle of rotation and speed-dependent control of the compression abutment (32) is basically carried out in the same way as for the drive abutment (14). Indeed

245 in this case, the use of control lever (25) and control cam (26) is not possible because the compression abutment (32) must move in the opposite direction of rotation to the engine. For the same reason, the rotational speed for the compression abutment (32) must be higher than the rotational speed of the drive abutment (14). With a rotation angle of the rotor (l 1) of 4 ° the

250 rotation angle of the compression abutment (32) be 49 °, so that a collision between the compression driver (33) and the compression abutment (32) is avoided. The aforementioned requirements lead to a control mechanism which first provides a control cam (26) on the rotor, as in the drive part of the motor. Here too, the control cam (26) corresponds in shape and position to that

255 compression drivers (33), whose compression abutment (32) is to control them. Instead of a simple control lever, however, this control cam (26) first rotates a control shaft (34) with a specially designed ring gear, which holds the compression control rod (35), which is also formed with a special ring gear, or the compression control tube (36) of the compression abutment (32)

260 opposite direction with the required speed of rotation from the compression chambers (4). Details of the construction are the Figure 3.6. The arrangement and the diameter of the control shafts and the control axes are matched to the required rotational speeds.

265 The cooling for the compression section corresponds to the cooling for the drive section in a mirror-image version.

The fresh air supply for the compression part corresponds to the exhaust gas routing in the drive part and is arranged in mirror image in the compression part. Again, no 270 valve between the fresh air duct (31) and the compression chamber (4) is required.

Seals for drive and compression The required seals between the rotor (l 1) and stator (30) are provided by correspondingly provided sealing rings (39) between the individual drives (lO) and

275 compression chambers (4) and the stator (30), comparable to the Kolbemingen. Comp. Figure 1.4. The same applies to the seal between the distributor (15) and the combustion chamber (1) and the stator (30). The sealing of the drive (14) or compression abutment (32) against the walls of the drive (IO) or compression chambers (4) is also carried out if necessary by

280 trained sealing rings.

Supply of lubricants for drive and compression The supply of lubricants is possible through appropriate supply lines in the area of the stator (30) to the contact points between the stator (30) and rotor (l 1) and to the drive 285 (14) or compression abutment (32) possible.

Claims

claims

1. Rotary motor and compressor for generating drive energy, characterized in that in a centrally arranged cylindrical combustion chamber (l)

300 expansion volumes is generated by a continuous combustion of fuel under high pressure. The combustion chamber (1) is enclosed by a distributor (15) and this in turn by a hollow cylinder called a stator (30) with the further cooling and control elements. The stator (30) is enclosed by a hollow cylinder called a rotor (l 1), the individual one

Contains 305 drive chambers (lO). The expansion volume from the combustion chamber (l) is supplied to the individual drive chambers (10) in the rotor (l 1) via propellant gas channels (9). Due to the design of the drive chambers (lO) and the arrangement of drive abutments (14), the rotor (l 1) is set into a rotational movement around the stator (30) by the expansion volume. Also housed in the rotor (l 1)

310 compression chambers (4) feed the compressed combustion air to the brake chamber (l) synchronously with the speed.

2. Rotary motor according to claim 1, characterized in that the main construction elements combustion chamber (l), distributor (15), stator (30) and rotor (l l) are arranged in reverse order. The rotor (l 1) is arranged centrally and

315 is enclosed by the stator (30). The stator (30) is enclosed by the distributor (15), which in turn is enclosed by the combustion chamber (l). The combustion chamber (l) is designed in the form of a cylinder ring in this case.

3. Rotary motor according to claim 1 and 2, characterized in that the construction is limited to the drive part and that required for the combustion

320 compressed air is generated by a compressor of a known type.

4. Use of the compression part of the overall construction as a compressor. In this case, the rotor is rotated by an external drive.

325