WO2007145475A1

WO2007145475A1 - Power generating device for rotary piston engine of vehicle engine

Info

Publication number: WO2007145475A1
Application number: PCT/KR2007/002888
Authority: WO
Inventors: Jang-Huwan Im; Hae-Young Im; Yeun-Kyoung Lim; Hae-Mun Im; Bo-Kyoung Im; Su-Kyoung Lim; Kwang-Ja Seo
Original assignee: Seo, Seok-Bum
Priority date: 2006-06-16
Filing date: 2007-06-14
Publication date: 2007-12-21
Also published as: KR20060080910A

Abstract

A power generating device as a rotary piston engine for vehicles is provided to use an eco-friendly fuel such as hydrogen gas, pure gasoline, or the like. A pair of left and right rotary pistons is installed on central shafts thereof in sub-cylinders of the cylinder of a vehicle engine, and rotates in the sub-cylinder at 360 degrees to continuously repeat suction, compression, explosion, and exhaust strokes of mixture gas as a fuel, thereby generating rotating power.

Description

[DESCRIPTION]

[Invention Title]

POWER GENERATING DEVICE FOR ROTARY PISTON ENGINE OF

VEHICLE ENGINE

[Technical Field]

The present invention relates, in general, to a power generating device as

a rotary piston engine for vehicles, which uses an eco-friendly fuel such as

hydrogen gas, pure gasoline, or the like, and more particularly, to a power

generating device as a rotary piston engine for vehicles, in which a pair of left

and right rotary pistons is installed on central shafts thereof in sub-cylinders of

the cylinder of a vehicle engine, and rotates in the sub-cylinder at 360 degrees

to continuously repeat suction, compression, explosion, and exhaust strokes of

mixture gas as a fuel, and thereby generates rotating power.

[Background Art]

In general, in a reciprocating piston engine for a vehicle engine, a piston

reciprocates in a cylinder, and a connecting rod, connecting the piston and a

crank shaft, converts linear motion to rotary motion. In the case of this

reciprocating piston engine, the piston itself moves up and down in the cylinder

without a central shaft, so that great frictional loss occurs between the inner

wall of the cylinder and the outer wall of the piston. Further, a plurality of piston rings (three or four per cylinder) is required

to prevent compression leakage, so that the engine structure is complicated by

the increase in the number of parts. In the case of the piston rings, the

frictional force is increased further due to their property of expanding toward the

inner wall of the cylinder.

Meanwhile, a flywheel must be provided in order to force the piston to

move from a bottom dead center to a top dead center. In addition, separate

driving energy is required.

In the reciprocating piston engine, from the viewpoint of the efficiency

with which power is generated from explosion gas, hardly any driving force

occurs at the bottom dead center. Further, in order to return the piston to the

top dead center, a repulsive force is added by the flywheel. In the case of a

Wankel rotary engine, an explosion driving force acts on a rotor in a direction

perpendicular to the rotor. Hence, the pushing force at the central lower end of

the explosion chamber is never helpful to a rotating force, but rather acts as a

counteracting force.

Further, an engine for a hydrogen fuel cell vehicle, which converts

hydrogen gas to electric energy and makes use of the driving force of an

electric motor, has been developed and is in early stages leading to

commercialization at present. In this case, water must be electrolyzed in order to obtain hydrogen. In this process, a lot of electric power is consumed, and the

cost of production is increased. Consequently, the engine for the hydrogen fuel

cell vehicle is uneconomical.

[Disclosure]

[Technical Problem]

Accordingly, the present invention has been made in an effort to solve the

problems occurring in the related art, such as the reciprocating piston engine, the

Wankel rotary engine, or the engine for the hydrogen fuel cell vehicle, which

converts the hydrogen gas to electric energy and makes use of the driving force

of the electric motor, and an object of the present invention is to provide a

power generating device as a rotary piston engine for vehicles, in which a pair

of left and right rotary pistons is installed on central shafts thereof in

sub-cylinders of the cylinder of a vehicle engine, rotates in the respective

sub-cylinders at 360 degrees to directly convert explosion pressure of the

sub-cylinders to rotating force, thereby eliminating various parts, such as a

crank shaft, a connecting rod, a flywheel and so on; in which the rotary pistons

and timing gears take the place of the flywheel, thereby remarkably reducing the

number of various parts of the engine to thus realize structural simplification and

notable reduction of the dimensions of the vehicle engine, and reducing the cost

of production, and being installed without restriction as to place and conditions; and particularly, in which hydrogen gas and pure gasoline, to which no ignition

retardant is added, are used an eco-friendly fuel so as to convert the hydrogen

gas and pure gasoline to explosion energy, thereby imparting excellent

performance and a simple structure to the vehicle engine and exerting a strong

force.

[Technical Solution]

In order to achieve the above object, according to one aspect of the

present invention, there is provided a power generating device as a rotary piston

engine for vehicles, in which bearings are mounted on central shafts of rotary

pistons so as to reduce frictional loss, an explosion force acts on the rotary

pistons in rotating directions of the rotary pistons without loss to thereby

provide high efficiency of power torque, remarkable reduction of fuel, and high

efficiency of the engine. In an existing reciprocating piston engine, the suction,

compression, explosion, and exhaust strokes occur whenever a crank shaft is

rotated twice, during which an explosion force is generated once. However, in

the rotary piston engine of the present invention, the explosion force is generated

every time each rotary piston is rotated once. When a pair of left and right

rotary pistons is rotated once, the explosion force is generated twice.

Accordingly, the inventive rotary piston engine can exert performance and power

corresponding at least to a 4-stroke 4-cylinder reciprocating piston engine. [Description of Drawings]

The above objects, and other features and advantages of the present

invention will become more apparent after a reading of the following detailed

description when taken in conjunction with the drawings, in which:

FIG. 1 is a top plan sectional view illustrating a rotary piston engine

according to the present invention;

FIG. 2 is a view illustrating how cooling oil circulates through a rotary

piston engine of the present invention;

FIG. 3 is a front sectional view illustrating a rotary piston engine

according to the present invention!

FIG. 4 is a side sectional view illustrating a rotary piston engine

according to the present invention;

FIGS. 5(a), 5(b) and 5(c) illustrate the principle and action of force in an

existing reciprocating piston engine, an existing Wankel rotary engine, and an

inventive rotary piston engine;

FIG. 6 is a view illustrating an operation sequence from air suction to

combustion gas exhaust of a rotary piston engine according to the present

invention;

FIGS. 7a, 7b, 7c, 7d, 7e, 7f, 7g and 7h are top plan sectional views

sequentially illustrating the processes in which upper portions of combustion chambers are opened to push rotary pistons by the propagation of explosion

pressure in a rotary piston engine according to the present invention;

FIG. 8 illustrates a rotary piston according to the present invention, in top

plan, front, side, bottom, and sectional views;

FIG. 9 illustrates a stator according to the present invention, in partial top

plan, front, top plan, sectional, and bottom views;

FIG. 10 is a front sectional view illustrating the alternation of a rotary

open/close valve for opening and closing the supply of a fuel, mixture gas, with

respect to a central stator of a rotary piston according to the present invention,

in which the rotary open/close valve is replaced by a reciprocating valve;

FIG. 11 is a perspective view illustrating a rotary piston according to the

present invention; and

FIG. 12 is a view illustrating the initial process in which inner and outer

sides of a rotary piston of sub-cylinders A and B according to the present

invention are brought into contact with each other, and thus the upper portion of

any combustion chamber is opened to push the corresponding rotary piston.

1, 2: ignition plug 3, 4: combustion chamber

5, 6: rotary open/close valve 7, 8: rotary piston

9, 10: stator 11: cylinder , 13, 14: combustion gas exhaust port

, 17: inner side of rotary piston

, 18: outer side of rotary piston

: compressor 23, 24: cooling water passage

, 26: timing gear 27: bearing

, 29: packing, oil ring 30: cylinder gasket

: seal 32: rotary piston gear

: oil circulating passage 34: oil supply hole

: air cleaner 36: pressure control valve

: cooler

: electromagnetic open/close valve

: temperature control switch

: fuel injection chamber 42: gas passage

: air exhaust port

: rotary open/close valve gear

: valve bushing

: mixture gas supply hole for combustion chamber

: stator inserting hole

, 53: rotary piston wheel

: central shaft 54: piston head [Mode for Invention]

FIG. 1 is a top plan sectional view illustrating a rotary piston engine

according to the present invention. As illustrated in FIG. 1, in the rotary piston

engine for vehicles, rotary open/close valves 5 and 6 supply and block mixture

gas, as a cooled fuel, to and from combustion chambers 3 and 4 of a single

cylinder 11, which is divided at the middle into left and right sub-cylinders A

and B. A pair of left and right rotary pistons 7 and 8 in the cylinder 11 are

engaged with a pair of timing gears 25 and 26, and rotate to generate power.

Packings and oil rings 28 and 29 are interposed between inner surfaces of the

rotary pistons 7 and 8 and stators 9 and 10 of the sub-cylinders A and B,

contacting inner surfaces of the rotary pistons 7 and 8, and between outer

surfaces of the rotary pistons 7 and 8 and inner walls of the cylinder 11,

contacting outer surfaces of the rotary pistons 7 and 8, thereby preventing the

leakage of explosion pressure and oil from the cylinder 11.

FIG. 2 is a view illustrating how cooling oil circulates in the rotary

pistons 7 and 8 of the rotary piston engine of the present invention. The oil is

supplied through oil supply holes 34 of the rotary pistons 7 and 8 in the cylinder

11, and thus circulates through an oil circulation passage 33 to cool the rotary

pistons 7 and 8. Then, the oil flows toward and lubricates bearings of the

timing gears 25 and 26. The lubricated oil is collected in an oil pan (not shown), and then passes through a typical oil cooler. This circulation is

repeated to cool the rotary pistons 7 and 8.

FIG. 3 is a front sectional view illustrating a rotary piston engine

according to the present invention. The rotary piston engine according to the

present invention is different from a Wankel rotary engine. More specifically,

the two rotary pistons 7 and 8 are installed on the central shafts thereof in the

sub-cylinders of the single cylinder 11, and the rotary open/close valves 5 and 6,

which supply and block the mixture gas, as a cooled fuel, are installed in the

combustion chambers 3 and 4, so that the stator 9 at the center of the

sub-cylinder A and the stator B at the center of the sub-cylinder B are

separated from each other. The rotary piston 7 of the sub-cylinder A and the

rotary piston 8 of the sub-cylinder B are engaged with the timing gears

centering the stators 9 and 10 in the cylinder 11. Thus, when the rotary piston

7 of the sub-cylinder A and the rotary piston 8 of the sub-cylinder B rotate in

counterclockwise and clockwise directions, respectively, power is generated. At

this time, the mixture gas as the fuel, which is delivered by a compressor 22,

passes through gas passages 42 of the stators 9 and 10 at the centers of the

sub-cylinders A and B, and is supplied to and blocked from the combustion

chambers 3 and 4 through the rotary open/close valves 5 and 6.

As described above, the expansion energy of the mixed gas, which is exploded by ignition plugs 1 and 2 of the combustion chambers 3 and 4, opens

upper portions of the combustion chambers 3 and 4 to give rise to the ejection

and expansion of explosion pressure, thereby acting to push the rotary pistons 7

and 8. This action is alternately repeated in the sub-cylinders A and B, so that

rotating force is generated. In this case, both the process of rotating the rotary

pistons 7 and 8 to open and close the upper and lower portions of the

combustion chambers 3 and 4, and the operating sequence timing of the rotary

open/close valves 5 and 6, opening and closing the upper and lower portions of

the combustion chambers 3 and 4, are important. In other words, just before the

upper portions of the combustion chambers 3 and 4 are opened, the rotary

open/close valves 5 and 6 must close the lower portions of the combustion

chambers 3 and 4. In contrast, when the upper portions of the combustion

chambers 3 and 4 are closed, the lower portions of the combustion chambers 3

and 4 must be opened. This process is alternately repeated in the sub-cylinders

A and B, by which power is generated.

FIG. 4 is a side sectional view illustrating a rotary piston engine

according to the present invention. In order to supply the mixture gas as the

fuel to the combustion chambers 3 and 4, rotary piston gears 32 of the rotary

pistons 7 and 8 are engaged and rotated with rotary open/close valve gears 44

installed on the stators 9 and 10. In the meantime, the mixture gas, as the fuel compressed and delivered by the compressor 22, is supplied to the combustion

chambers 3 and 4 through the gas passages 42 of the stators 9 and 10. At this

time, the rotary open/close valves 5 and 6 are open.

In this process, when the rotary piston 7 rotates, the rotary open/close

valve 5, engaged with the valve timing gear 32 of the rotary piston 7, is closed.

Then, the ignition plug 1 is ignited, so that explosion force is generated.

FIGS. 5(a), 5(b) and 5(c) are comparative configuration views illustrating

the principle and action of force in an existing reciprocating piston engine, an

existing Wankel rotary engine, and an inventive rotary piston engine.

First, FIG. 5(a) illustrates the principle and action of force in the existing

reciprocating piston engine. In the case of the reciprocating piston engine, when

the piston is located at the top dead center of the sub-cylinder after sucking and

compressing the fuel, that is, the mixture gas, the explosion occurs by means of

an ignition device in the combustion chamber.

At this time, the generated explosion pressure does not directly transmit a

strong rotating force to a crank shaft. Since the angle of rotation of a crank

shaft pin, which is coupled with a connecting rod connected to the piston in a

vertically aligned state, is 90 degrees (for the convenience of description), the

explosion pressure of the combustion chamber cannot produce high power at the

beginning (crank interference phenomenon). This angle of rotation is decreased by the rotating force (inertia) of a flywheel. Hence, such a crank interference

phenomenon is reduced, and thus a mechanical operation condition capable of

exerting strong force is met. However, the displacement of the cylinder is

increased, and thus the pressure in the cylinder is lowered, which makes it

impossible to exert a strong rotating force.

In the reciprocating piston engine, while the piston vertically reciprocates

in the cylinder, momentary breakpoints occur at the top and bottom dead centers

of the cylinder.

In order to return the piston of the lower breakpoint to the top dead

center, much driving energy caused by the flywheel is required. In a 4- stroke,

4-cylinder engine, the crank shaft rotates twice, and thus various parts give rise

to friction, so that the energy loss is great.

FIG. 5(b) illustrates the principle and action of force in the existing

Wankel rotary engine. In the Wankel rotary engine, the power is generated by

an eccentric shaft.

Thus, the airtight system of a rotary piston rotating in the cylinder is

complicated. Particularly, due to high fuel consumption and difficulties in engine

production, the engine cannot be put to practical use, and thus the production is

stopped.

FIG. 5(c) illustrates the principle and action of force in the inventive rotary piston engine. In the rotary piston engine, two rotary pistons are

installed on central shafts thereof in one cylinder in order to obtain high

efficiency and high power. Although explosion pressure is generated in the

combustion chambers, the crank interference phenomenon, as in the reciprocating

piston engine and the Wankel rotary engine, does not exist. The angle of

rotation remains at 90 degrees until the explosion pressure at the beginning of

the explosion is eliminated through an exhaust port, and thereby the rotary

piston is pushed by a strong force.

Due to the extremely simple structure and the omission of reciprocating

parts, the rotary piston engine is easily operated at high and low speeds.

The overall process of mechanical operation is a rotary type, and thus

hardly any vibration noise occurs at all.

In particular, unlike the other kinds of engines, the inventive rotary piston

engine is a new high-tech futuristic vehicle engine in which sub-cylinders A

and B cooperate to generate power in order to realize high efficiency and high

power in the overall process of mechanical operation of the sub-cylinders A and

B.

FIG. 6 is a view illustrating the operation sequence from an air suction

process to a combustion gas exhaust process of the rotary piston engine

according to the present invention. The sequence is as follows: air cleaner → air compressor → compression control valve — » heat exchanger ^•—»

electromagnetic open/close valve → temperature control switch — > fuel injection

chamber → rotary open/close valve → combustion chamber → fuel supply.

Air, purified through an air cleaner 35, passes through a compressor 22 to

be cooled through a cooler 37. The cooled air passes through an electromagnetic

open/close valve 38 to be supplied to combustion chambers 3 and 4 via rotary

open/close valves 5 and 6 of fuel injection chambers 41.

At this time, a compression control valve 36 and a temperature control

switch 39 automatically control air pressure and temperature, which are required

for the rotary piston engine, and the electromagnetic open/close valve 38 serves

to prevent the reflow of mixture gas.

Meanwhile, this engine requires the cooler 37 for using hydrogen gas,

pure gasoline, or the like, the ignition point of which is low, as a fuel.

However, when ordinary gasoline is used, the cooler is not required. In the

present invention, the suction and compression processes are carried out by the

compressor 22, and the explosion and exhaust processes are carried out by

central stators 9 and 10, combustion chambers 3 and 4, and rotary pistons 7 and

8. The exhaust of combustion gas is automatically performed throughout the

entire process.

FIGS. 7a, 7b, 7c, 7d, 7e, 7f, 7g and 7h are top plan sectional views sequentially illustrating the processes in which upper portions of combustion

chambers are opened to push rotary pistons by the propagation of explosion

pressure in a rotary piston engine according to the present invention. In FIG.

7a, the explosion pressure of the combustion chamber of the sub-cylinder A is

propagated. Just before the rotary piston 7 is pushed in the arrow direction to

the maximum extent, and thereby the explosion pressure is maximally eliminated,

the rotary open/close valve 5 is closed. → Automatic exhaust of combustion gas

The upper portion of the combustion chamber 4 is closed by the rotary

piston 8 of the sub-cylinder B, and the fuel, that is, the mixture gas, is

maximally supplied to the combustion chamber 4. Then, the rotary open/close

valve 6 closes the lower portion of the combustion chamber 4. The combustion

chamber 4 is closed with a time difference, and simultaneously ignition explosion

pressure is generated from the combustion chamber 4 by an ignition plug. →

Automatic exhaust of combustion gas

In FIG. 7b, the upper portion of the combustion chamber 3 of the

sub-cylinder A is opened, whereas the lower portion of the combustion chamber

3 is closed.

This process occurs just before, when the rotary piston 7 is rotated with

a time difference, the upper portion of the combustion chamber 3 is closed, and

the lower portion of the combustion chamber 3 is opened, so that the fuel, that is, the mixture gas, is supplied to the combustion chamber 3. → Automatic

exhaust of combustion gas

The rotary piston 8 is pushed by the explosion pressure generated in the

previous process.

Fresh air discharged from a fresh air discharge port 43 of the combustion

chamber 4 of the sub-cylinder B is collected and pushed by an outer longer side

16 of one end of the rotary piston 7 of the sub-cylinder A, and thus ventilates

and cools the combustion chamber 3 of the sub-cylinder A. → Automatic

exhaust of combustion gas

In FIG. 7c, as the rotary piston 7 of the sub-cylinder A is rotated, the

upper portion of the combustion chamber 3 is closed, whereas the rotary

open/close valve 5 of the stator 9 is opened.

In order to supply the cooled, compressed fuel, that is, the mixture gas, to

the combustion chamber 3, the rotary open/close valve 5 is opened. → Automatic

exhaust of combustion gas

The rotary piston 8 is pushed by the propagation of the explosion

pressure of the sub-cylinder B of the cylinder 11, and the rotary open/close

valve 6 is closed. —> Automatic exhaust of combustion gas

In FIG. 7d, the upper portion of the combustion chamber 3 of the

sub-cylinder A is closed by the rotation of the rotary piston 7, and the rotary open/close valve 5 of the combustion chamber 3 is fully opened, so that the

combustion chamber 3 is supplied with the compressed cooled fuel, that is, the

mixture gas. → Automatic exhaust of combustion gas

The rotary piston 8 is pushed by the propagation of the explosion

pressure of the combustion chamber 4 of the sub-cylinder B, by which the

rotary open/close valve 6 of the combustion chamber 4 is closed. → Automatic

exhaust of combustion gas

In FIG. 7e, the upper portion of the combustion chamber 3 of the

sub-cylinder A is closed by the rotary piston 7, and the rotary open/close valve

5 of the lower portion of the combustion chamber 3 is closed. This process

occurs just before, as the rotary open/close valve 5 of the lower portion of the

combustion chamber 3 is closed with a time difference, the upper portion of the

combustion chamber 3 is opened by rotation of the rotary piston, caused by the

explosion pressure generated when the ignition plug 1 is ignited. — *^■ Automatic

exhaust of combustion gas

The explosion pressure of the combustion chamber 4 of the sub-cylinder

B is propagated to maximally push the rotary piston 8, and the rotary open/close

valve 6 is closed just before the combustion gas is exhausted with a time

difference. -→ Automatic exhaust of combustion gas

In FIG. 7f, as the upper portion of the combustion chamber 3 of the sub-cylinder A is closed, the rotary piston 7 is pushed by the explosion pressure

generated in the previous process, and the rotary open/close valve 5 is closed. →

Automatic exhaust of combustion gas

Just before the upper portion of the combustion chamber 4 is closed by

the rotary piston 8 of the sub-cylinder B with a time difference, and,

simultaneously, the rotary open/close valve 6 is opened, fresh air, discharged

from the fresh air discharge port 43 of the sub-cylinder A, is collected and

pushed by an outer longer side 18 of one end of the rotary piston 8 of the

sub-cylinder B, and thus ventilates and cools the gas remaining in the

combustion chamber 4 of the sub-cylinder B. -→ Automatic exhaust of

combustion gas

Next, in FIG. 7g, the propagation energy of the explosion pressure of the

combustion chamber 3 of the sub-cylinder A pushes the rotary piston 7, and the

rotary open/close valve 5 of the combustion chamber 3 is closed. → Automatic

exhaust of combustion gas

The upper portion of the combustion chamber 4 of the sub-cylinder B is

closed during the rotation of the rotary piston 8, and the rotary open/close valve

6 of the lower portion of the combustion chamber 4 is opened. The combustion

chamber 4 is supplied with the compressed cooled fuel, that is, the mixture gas.

→ Automatic exhaust of combustion gas In FIG. 7h, the explosion pressure of the combustion chamber 3 of the

sub-cylinder A is propagated to push the rotary piston 7, and the rotary

open/close valve 5 of the lower portion of the combustion chamber 3 is closed.

→ Automatic exhaust of combustion gas

The upper portion of the combustion chamber 4 of the sub-cylinder B is

6 of the lower portion of the combustion chamber 4 is fully opened. The

combustion chamber 4 is supplied with the compressed cooled fuel, that is, the

mixture gas. → Automatic exhaust of combustion gas

The above-mentioned cyclic operation, repeated in the sequence from FIG.

7a to FIG. 7h, generates the explosion force.

Meanwhile, in the description of the configuration and operation of the

present invention, the latter half of the reference numbers listed in the

Description of Symbols of Main Parts in Drawings" of the "Description of

Drawing" and a plurality of reference numbers indicated in the accompanying

drawings have not been described. However, the reference numbers, the

description of which has been omitted, merely correspond to typical components

used in internal combustion engines for vehicles, rather than the essential

components according to the present invention. For this reason, the description

of these reference numbers has not been excluded in the description of the configuration and operation.

[Industrial Applicability]

As described above, according to the power generating device of the

present invention, bearings are mounted on the central shafts of the rotary

pistons, so that frictional loss is reduced. The explosion force acts on the rotary

pistons in the rotating directions of the rotary pistons without loss, so that the

efficiency of power torque is high. As such, a remarkable amount of fuel is

saved, and the efficiency of the engine is increased. In the existing reciprocating

piston engine, the suction, compression, explosion, and exhaust strokes occur

whenever the crank shaft is rotated twice, during which an explosion force is

generated only once. However, in the rotary piston engine of the present

invention, the explosion force is generated once whenever the rotary piston is

rotated once. When a pair of left and right rotary pistons is rotated once, the

explosion force is generated twice. Accordingly, the inventive rotary piston

engine can exert performance and power corresponding at least to a 4-stroke

4-cylinder reciprocating piston engine.

The rotary pistons 7 and 8 of the present invention have a semicircular

shape, and opposite rectangular ends, longer sides of which are divided into inner

sides and outer sides. In the process in which rotary pistons 7 and 8 are

rotated, the outer side 16 of the sub-cylinder A is brought into close contact with a path from the inner side 17 to the outer side 18 of the sub-cylinder B, so

that the explosion pressure of the sub-cylinder B is prevented from leaking out

(see CD and (2) of FIG. 12).

Further, the outer side 18 of the sub-cylinder B is brought into close

contact with a path from the inner side 15 to the outer side 16 of the

sub-cylinder A, so that the explosion pressure of the sub-cylinder A is

prevented from leaking out (see φ and ® of FIG. 12). Accordingly, the rotary

pistons are continuously rotated to generate power.

At this time, in order to avoid collisions and friction between the inner

side and the outer side, the rotary pistons should be precisely machined when

the rotary piston engine is produced. The metal material of each timing gear is

most important. For example, when the engine is operated for 30 days at a

speed of 3000 rpm, the total number of rotations is calculated as follows:

3,000x60=180,000x24 hours=4,320,000^χ30 day s= 129,600,000. In this process, the

timing gears engaged with the shafts of the rotary pistons generating the power

are worn. Assuming that the frictional loss of each gear amounts to about 0.5

mm, the calculated result is as follows: O.δmm÷ 129,600,000=0.000000003 mm

Consequently, the frictional loss can be considered to be almost nothing

when the timing gear is rotated once. In practice, because the timing gear is

rotated with a lubricant (engine oil) supplied to the engine, the frictional loss may be considered to be nothing over a short period.

Thus, the timing gear is most preferably made of a metal material that is

free of frictional loss. Sufficient lubricant is supplied to a portion with which the

timing gear is in contact, and thereby the frictional loss of the timing gear

should be avoided as far as possible.

Meanwhile, attention needs to be paid to treatment of the hydrogen gas

because it shows a tendency toward spontaneous combustion without spark

ignition under high pressure and high temperature in the air and because it is

very rapidly diffused in the air. In order to obtain power using the hydrogen

gas as an energy resource, the application of the hydrogen gas to the

reciprocating piston engine has been studied and developed. However, due to

structural problems of the engine, such application has not yet been put to

practical use.

In the case in which the hydrogen gas is applied to the reciprocating

piston engine, the spontaneous explosion occurs during the suction and

compression, so that the crank shaft is rotated reversely, and the parts for

suction are damaged.

On the other hand, when the engine is operated with the compressive

force lowered to an appropriate level in order to avoid high-temperature heat of

the cylinder, the engine is weak, and thus is not economical. The rotary piston engine of the present proposes to completely solve

these problems, and is designed to supply the gas fuel to the combustion

chambers by injecting the gas fuel at low pressure into the compressed cooled

air at the same pressure as the compressed air. As such, the temperatures in

the combustion chambers and the cylinders are not high, and thus spontaneous

ignition does not occur.

Unlike the reciprocating piston engine, the rotary piston engine of the

present invention is designed so that the pair of rotary pistons generates power

while rotating in the cylinders at 360 degrees, and particularly so that the rotary

pistons cause the initial explosion pressure in the cylinders to directly act as the

rotating force so as to push them.

Since the initial explosion pressure in the cylinders is highest when the

displacement of each cylinder is smallest, the inventive rotary piston engine is

based on the theory that an increase in the displacement of each cylinder causes

a decrease in the pressure of each cylinder.

Accordingly, how fast the high pressure of each cylinder is converted to

the strong rotating force using a high-efficiency mechanical apparatus is

considered most important, prior to the increase in the displacement of each

cylinder and the decrease in the pressure of each cylinder.

In order to further an understanding of the action and effects of the present invention, a supplementary description will be made with reference to

FIGS. 5(a), 5(b) and 5(c), which illustrate the principle and action of force in an

existing reciprocating piston engine, an existing Wankel rotary engine, and an

inventive rotary piston engine.

The existing reciprocating piston engine generates a strong explosion

force at the top dead center of the cylinder, but it cannot exert a strong force at

the beginning of the explosion, because the rotation is started at the position at

which the angle of rotation of the crank shaft pin, which is coupled with the

connecting rod of the piston, is 90 degrees (see FIG. 5(a))

As the angle of rotation of the crank shaft pin, which is coupled with the

connecting rod of the piston, deviates from 90 degrees to be decreased in a

clockwise direction, the strong force can be exerted. When this condition is met,

the pressure of the cylinder is reduced, and thus the exhaust valve begins to

open before the piston reaches bottom dead center. Thereby, the pressure of the

cylinder is eliminated, so that the driving force of the engine is rapidly

weakened.

In contrast, in the rotary piston engine of the present invention, the

position where the piston begins to be rotated is not the vertical position, as in

the reciprocating piston engine, but a position near 90 degrees in a manner such

that the rotary piston of the sub-cylinder A and the rotary piston of the sub-cylinder B meet with each other at the centers thereof at 45 degrees. Thus,

the explosion pressure generated by the previous explosion directly pushes the

rotary pistons, so that it is converted to strong rotating force at the beginning of

the explosion (see FIG. 5(c)).

Meanwhile, in the Wankel rotary engine, the explosion driving force acts

on a rotor in a direction perpendicular to the rotor, and thus acts as

counteracting force at the lower end of the central point of an explosion chamber

(see FIG. 5(b))

However, in the rotary piston engine of the present invention, the

explosion pressure of the explosion chamber acts in the rotating direction without

loss, so that the efficiency of the power torque is high. Thus, the inventive

rotary piston engine is highest in the effect of saving fuel and in the efficiency

thereof.

In other words, comparing the structures of the existing reciprocating

piston engine and the inventive rotary piston engine, it is assumed that both the

reciprocating piston engine and the rotary piston engine have the same explosion

pressure of the cylinder. In the reciprocating piston engine, since the piston

reciprocates in the cylinder without a central shaft, most of the initial explosion

pressure of the engine is changed to unavailable loss energy, such as the loss of

the driving energy of the crank shaft, cam shaft, and flywheel, due to the friction between the inner wall of the cylinder and the outer wall of the piston,

when the piston returns from the bottom dead center to the top dead center.

Thus, in the 4-stroke reciprocating piston engine, having this drawback, it

can be regarded that, when the explosion force is obtained once in the process

in which the crank shaft repeats the rotation twice, an actual effective driving

force is less than 25% of the initial explosion pressure.

However, in the rotary piston engine of the present invention, the parts of

the reciprocating piston engine are not necessary, so that energy loss caused by

unnecessary parts does not occur. Further, from the viewpoint of the structure

of the rotary piston engine, the efficiency is high, and thus a strong rotating

force can be obtained. The rotary piston engine conveys the following

advantages.

1. The rotary pistons do not have repulsive resistance.

2. The number of parts is small, and the resultant loss of driving force

energy does not occur.

3. The frictional loss is remarkably low.

4. There is no exhaust valve.

5. The rotary pistons are of an oil-cooled type.

6. A separate flywheel is not required.

7. The compression process is rotary compression, and thus the engine is easily operated at low speed.

8. The central shafts of the rotary pistons are mounted with the bearings.

The inventive rotary piston engine is a gasoline and hydrogen gas engine

that completely solves the problems with reciprocating piston engines, particularly

the problems of generating high pressure and high-temperature heat in the

cylinder, which acts as an obstacle to realizing a hydrogen gas engine.

In the reciprocating piston engine, the suction, compression, explosion and

exhaust processes are performed in one cylinder, so that the internal temperature

of the cylinder is considerably high at all times, and particularly, is rapidly

raised in the compression process. When the piston reaches top dead center, the

heat of compression of the cylinder is as high as 500⁰C.

As such, eco-friendly fuel such as hydrogen gas, pure gasoline, or the

like, having a low ignition point, is spontaneously ignited due to the high

pressure and temperature in the cylinder before the piston reaches top dead

center, and thus the crank shaft is rotated reversely, so that the parts are

damaged in the suction process.

Due to these various problems, the use of the eco-friendly fuel, such as

hydrogen gas, pure gasoline, or the like, are not suitable for the reciprocating

piston engine.

In order to prevent and remove the high pressure and high-temperature heat in the cylinder occurring at the reciprocating piston engine, however, the

rotary piston engine of the present invention is designed to perform the suction

and compression processes of air outside the cylinder, cool the high-temperature

air generated in the compression process via the cooler, convert the cooled air in

a high-density state, and supply the high-density air to the combustion

chambers (see FIG. 6)

Thereby, the rotary piston engine of the present invention reduces the

heat load of the cylinder, has a great effect of cooling the cylinder, increases the

mass of the sucked air, and has a great effect of increasing the power.

The temperature of the air supplied to the combustion chambers of the

rotary piston engine is not higher than that of the compressed mixture gas

supplied to the combustion chambers, and thus the spontaneous ignition

phenomenon cannot occur.

In the process of exhausting the combustion gas, a vacuum is temporarily

established at the terminal end of the interior of each combustion chamber due

to the outflow inertia of the exhaust gas. At the same time, the fresh air,

discharged from the fresh air discharge port 43 of the stator 9 of the

sub-cylinder A, is pushed toward the combustion chamber 4 of the sub-cylinder

B by the outer side 18 of the sub-cylinder B, and performs ventilation by

pushing out the remaining high-temperature combustion gas in the combustion chamber of the sub-cylinder B and the sub-cylinder B, thereby evacuating the

combustion chamber and the sub-cylinder (see FIG. 7d).

Further, the fresh air, discharged from the fresh air discharge port 43 of

the sub-cylinder B, performs ventilation and cooling by pushing out the

remaining high-temperature combustion gas in the combustion chamber 3 of the

sub-cylinder A and the sub-cylinder A in the process in which the outer side 16

of the rotary piston 7 of the sub-cylinder A moves. Thereby, the internal

temperature of the combustion chamber is not high, so that eco-friendly fuel,

such as hydrogen gas, pure gasoline, or the like, having a low ignition point, is

preferably used. Further, the efficiency of the engine is high, so that the rotary

piston engine will be highly preferably used as a next-generation vehicle engine.

Meanwhile, the cooling advantages of the rotary compressor, applied to

the present invention, are as follows.

1. The temperature of the air supplied to the combustion chambers is not

high, and thus the pressure of the air in the combustion chambers can be

increased compared to the reciprocating piston engine.

2. Efficiency can be further optimized.

3. In the case in which the other conditions are the same, the lower the

temperature becomes, the higher the mass of the air supplied to the cylinder

becomes. That is, displacement efficiency is increased. 4. The heat load in the cylinder is reduced (cylinder cooling effect).

5. The filling efficiency is improved.

6. Engine knocking is prevented.

The prevent invention is directed to produce a new vehicle engine having

excellent performance of saving the fuel and reducing the cost of production of

the engine using the rotary piston engine, which completely solves the problems

with the existing vehicle gasoline engine. The rotary piston engine of the

present invention generally has the following advantages compared to the

reciprocating piston engine.

1. The air is compressed outside the cylinder by the compressor, and the

high-temperature air generated in the compression process is converted into the

cooled high-density air via the cooler, so that the temperature of the air supplied

to the combustion chambers is not high. Thus, the pressure of the air can be

further increased compared to a reciprocating piston engine, so that a stronger

explosion force can be obtained compared to the reciprocating piston engine.

2. The initial explosion pressure of the cylinders of the rotary pistons is

directly converted to rotating force without loss.

3. The rotary pistons are free of repulsive resistance.

4. Ball bearings or roller bearings, having low frictional loss, are

employed. 5. The parts such as the piston connecting rod, crank shaft, flywheel, etc.

of the reciprocating piston engine are not required.

6. The rotation radius of the piston is large compared to a reciprocating

piston engine. That is, the distance that a piston is capable of being pushed is

long.

7. The frictional portions of the engine are remarkably small.

8. The process of exhausting the combustion gas is automatically

performed without resistance against the valve.

Meanwhile, simple testing appliances are produced by applying the theory

of the high-efficiency rotary piston engine according to the present invention and

the theory of the reciprocating piston engine, and then the pressures with which

each engine is capable of rotating a rotor are tested and compared. The results,

i.e. the efficiency values, are indicated in the follows table.

The testing was performed under conditions such that both the rotary

piston engine and the reciprocating piston engine were the same in size and in

area of the piston to which the pressure is applied, and in the size and a weight

of the rotor to be rotated (see FIG. 5(c)).

As in FIG. 5(c), when invariable constant pressure was applied in the

arrow direction, the rotary piston could be rotated from the beginning to end

with a pressure of "80." However, in the reciprocating piston engine (see FIG. 5(a)), the angle of

rotation of the crank shaft pin, which is coupled with the connecting rod of the

reciprocating piston, is 90 degrees, so that the rotor (wheel) mounted on the

crank shaft could not be rotated however strong the pressure generated in the

combustion chamber might be (crank interference phenomenon).

When the angle of rotation of the crank shaft pin was changed from 90

degrees to 80 degrees by clockwise rotation, the pressure capable of rotating the

rotor was as high as 512.

This pressure was changed to 368 at 70 degrees and 228 at 60 degrees.

When this pressure is applied, the rotator can be rotated.

In the rotary piston engine of the present invention, the rotary piston can

be rotated with a pressure of 80. However, in the reciprocating piston engine,

the angle of rotation of the crank shaft pin caused changes in piston engine.

In order to generate stronger pressure, more fuel was required. This theory was

based on the reciprocating piston engine.

(Table)

rotary piston engine reciprocating piston engine rotating angle pressure rotating angle pressure

90 80 90 00

80 512

70 368

60 228

50 160

40 112

30 96 ϊ 20 80

90 80 10 96

The tested values have an error ranging from ±20% to ±30%, due to

friction and slight inaccuracy of the testing appliances (where the unit is g).

Further, the tested valves are obtained by comparing values of available

energy and the unavailable energy, which are generated during the mechanical

operation of the rotary piston and the reciprocating piston, by applying the

theories of the rotary piston engine and the reciprocating piston engine, and thus

are irrelevant to actual engines.

Claims

[CLAIMS]

[Claim 1]

A power generating device as a rotary piston engine for vehicles, in

which: rotary open/close valves (5 and 6) supply and block mixture gas, which

is a cooled fuel, to and from combustion chambers (3 and 4) of a single cylinder

(11), which is divided at the middle of the cylinder (11) into left and right

sub-cylinders (A and B); a pair of left and right rotary pistons (7 and 8) in the

cylinder (11) is engaged with a pair of timing gears (25 and 26), and rotates to

generate power; and packings and oil rings (28 and 29) are interposed between

inner surfaces of the rotary pistons (7 and 8) and stators (9 and 10) of the

sub-cylinders (A and B) contacting inner surfaces of the rotary pistons (7 and

8), and between outer surfaces of the rotary pistons (7 and 8) and inner walls of

the cylinder (11), contacting outer surfaces of the rotary pistons (7 and 8).

[Claim 2]

The power generating device as set forth in claim 1, wherein oil is

subjected to repetitive circulation in a manner such that the oil is supplied

through oil supply holes (34) of the rotary pistons (7 and 8) in the cylinder (11),

circulates through an oil circulation passage (33) to cool the rotary pistons (7

and 8), flows toward and lubricates bearings of the timing gears (25 and 26), is

collected in an oil pan, and passes through a typical oil cooler to cool the rotary pistons (7 and 8).

[Claim 3]

The power generating device as set forth in claim 1, wherein, in order to

supply the mixture gas to the combustion chambers (3 and 4), rotary piston

gears (32) of the rotary pistons (7 and 8) are engaged and rotated with rotary

open/close valve gears (44) installed on the stators (9 and 10), and the mixture

gas, compressed and delivered by a compressor (22), is supplied to the

combustion chambers (3 and 4) through gas passages (42) of the stators (9 and

10).

[Claim 4]

The power generating device as set forth in any one of claims 1 through

3, wherein the two rotary pistons (7 and 8) are installed on central shafts

thereof in the sub-cylinders of the single cylinder (11).

[Claim 5]

The power generating device as set forth in any one of claims 1 through

3, wherein the rotary pistons (7 and 8) have a semicircular shape, have opposite

rectangular ends thereof, longer sides of which are divided into inner sides (15

and 17) and outer sides (16 and 18), and rotate in a manner such that the outer

side 16 of the sub-cylinder (A) is brought into close contact with a path from

the inner side (17) to the outer side (18) of the sub-cylinder (B), and such that the outer side 18 of the sub-cylinder (B) is brought into close contact with a

path from the inner side (15) to the outer side (16) of the sub-cylinder (A).