WO2011038474A1

WO2011038474A1 - System for constructing rotary compressors and motors with dynamically variable volumetric displacement and compression rate

Info

Publication number: WO2011038474A1
Application number: PCT/BR2010/000324
Authority: WO
Inventors: Hugo Julio Kopelowicz
Original assignee: Hugo Julio Kopelowicz
Priority date: 2009-10-02
Filing date: 2010-10-04
Publication date: 2011-04-07

Abstract

The present invention relates to a system for constructing rotary compressors and motors, each comprising two rotors with one, two or more plungers for each rotor, in order to create two or more chambers between the plungers. The chamber volume varies depending on the distance between the pistons, which results from the variable and alternatively opposite speeds of two of the rotors. This variation in speed can be obtained by various types of systems characterised in that the length of the radius of transmission or reception of a regular and uniform rotary movement is varied, transforming said movement into an oscillating movement having a variable speed or vice versa. The new system is characterised in that two mechanisms are used together or separately. One of the mechanisms dynamically modifies the distance between the plungers, in that the actuation mechanism or motor is arranged on sliding rails and is moved by means of a shaft, hydraulic piston or gear system, and the other mechanism dynamically modifies the beginning of the intake and compression phases, preventing the stoppage of the plunger in certain segments of the intake-compression chamber, excluding a chamber segment by a similar actuation mechanism, creating a fixed or variable opening that allows the passage of fluids and prevents the displacement thereof. The combined action of these two mechanisms is monitored by a sensor-fed computer system, allowing the parameters of the motor or compressor to be dynamically changed in order to achieve an improved and more efficient energy utilisation.

Description

"SYSTEM FOR CONSTRUCTION OF COMPRESSORS AND ROTARY MOTORS WITH VOLUMETRIC SHIFTING AND DYNAMICALLY VARIABLE COMPRESSION RATE".

Field of the Invention

The present invention relates to a system for the construction of rotary compressors and motors composed of two rotors with one, two or more displacers per rotor, so as to create between the displacers two or more chambers, depending on the amount of displacers per rotor. . The chambers vary their volume according to the degree of displacement between the pistons caused by the varying and alternately opposite speeds between the two rotors. This speed variation can be produced by various types of systems which have the characteristic of varying the length of the radio, in which a regular and uniform rotary motion is transmitted or received, transforming it into oscillating motion of varying speed or vice versa. . As an example of this type of mechanism, one can enumerate those composed of a double cranked shaft articulated with sliding connecting rods or rotary connecting rods, which work in opposite positions articulating with the arms attached to each of the rotors and spaced from the geometric axis of the same. This spacing allows for varying the length of the radius at which the movement is transmitted, thus transforming a uniform movement of the double crankshaft into a varied acceleration and deceleration movement in the rotors with their displacers or vice versa. Just like systems that use a fixed solar gear around which planetary gears move that support axes spaced from their center. These shafts connect to the rotor arms via motion transmitting rods. Another mechanism uses elliptical gears connected to the rotor arms by rotary connecting rods.

The new system is characterized by using together or separately two mechanisms. One dynamically modifies the distance between the displacers and the other dynamically modifies the beginning of the suction and compression phases. Changing the distance of the displacers is achieved by dynamically modifying the distance between the drive mechanism and the motor or compressor geometry axes by placing at least one of them on slide rails and moving it by means of a spindle, hydraulic piston or a system. geared, will approach or distance the displacers by increasing or decreasing the compression ratio as proposed by this innovation.

The other mechanism alters the displaced volume in the intake and compression chambers, thereby changing the volumetric relationship with the combustion and exhaust chambers. This volume difference is realized by preventing sealing of the displacers in certain segments of the suction-compression chamber by distancing them, creating an opening that allows fluids to pass through and prevent suction and compression by the displacers. In this way it is possible to decrease the fixed displaced volume by practicing a definite depression in at least one of the chamber walls, which widens the suction inlet, for example (Fig.la) or variable by displacing one or more sectors. approach or move away from the action of the displacers by any mechanical system, creating an opening between it and the displacers, reducing the sealing areas of the chamber (Fig. 1b). This change in displaced volume can be modified while the system is stopped or moving.

Working together these two mechanisms allow the decrease or increase of the displaced volume in the suction phase to not undesirably change the compression ratio of the engine or compressor. For this it is necessary to reduce or increase the compression ratio, adjusting it to the new admitted volume. Suppose we want to work with a rate of 2010/000324

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1 to 9, and practice a trench in one of the walls of the chamber so that it only sucks and compresses 50% of the total volume, under these conditions the compression ratio will fall by half (1 to 4.5). It will be necessary to decrease the distance between the shifters to reach a compression ratio of 1-9 again. This will decrease the sucked volume, but will maintain the desired compression ratio while doubling the volume in the combustion and discharge chambers. Under these conditions, if one or more segments responsible for reducing the suction-compression chamber are repositioned allowing larger displacer acting angles, the compression ratio should be changed again, which will increase in proportion to the increased volume of displaced fluids. The movement of these chamber segments can be manual, mechanical, or hydraulic through a suitable electric motor, which obeys a computer program with pre-established responses, fed by temperature sensor readings, speed, torque, firing quality, etc. . and other information provided. In this way, the displacement volume in suction and compression can be modified, together with the compression ratio of a motor or compressor, for example, during its operation, optimizing its performance.

In this way it will be possible, at high speeds, to increase the volumetric efficiency of the system, adapting it to the different speeds.

By reducing the sucked and compressed volume, in the case of a combustion engine, the size relationship with the combustion and exhaust chambers automatically changes, thus allowing the time and volume to be increased, ensuring a greater use of expanded gases and better burning of mixtures. This difference will result in increased yield and decrease through efficient burning of toxic wastes (CO2, hydrocarbons) common to a bad combustion. 2010/000324

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The State of the Art and the Present Invention

The energy and environmental crisis caused by low energy polluting technologies requires new equipment at the level of compressors and engines to reduce the environmental impact, reducing harmful emissions and making the most of the energy consumed. The use of new renewable fuels such as biodiesel, alcohol, hydrogen or other less polluting fuels such as natural gas requires combustion engines that can operate efficiently with all of them, ie with the optimal compression ratios for each one. .

On the other hand, current internal combustion engines (reciprocating and rotary) do not work at the optimum compression ratio for each speed-torque situation, but are adjusted to avoid pre-detonation. Turbines have been adapted to supply air at a higher pressure than atmospheric pressure and thus achieve good engine breathing, increasing their volumetric capacity. But these turbocharged engines have limits to increase their volumetric capacity, marked by the increased compression ratio that can be achieved without damaging the engine itself. Significantly modifying the displacement of variable motors in reciprocating engines is a daunting task, as the four phases: suction / compression / combustion / exhaust run in the same cylinder, both in the Otto cycle as well as the two times or when the four phases take place in the same cylinder. On the other hand reciprocating engines lose about 20% of the flue gas pressure by having to open the discharge valves in advance, usually 60 degrees before the final stroke, in order to facilitate gas exhaustion and allow the suction cycle is not obstructed by them. Burning of the mixture is also hampered by the geometry of reciprocating engines, which cannot have larger volume combustion cylinders, able to take advantage of plus the expansion of the burn and complete it efficiently so as not to produce high levels of polluting waste. To mitigate the effects of bad fuel burn and eliminate part of hydrocarbons, CO2, etc. catalyst filters have been developed, which besides the high cost and short life, do not effectively solve the emission of polluting gases.

On the other hand, "flexible" engines have been developed that, through an electronic pre-programming, modify the parameters of the supply and ignition, according to the sensors reading, adapting them for the different types of fuels. Electronic mechanisms make combustion engines flexible, but they cannot cover very different compression fuels (diesel and gasoline, for example) and also do not achieve optimum yields for any of them, as the compression ratio remains fixed, preferably able to the fuel that requires less compression.

The dynamic variation of the displaced volume in the suction and compression phases, together with the dynamic variation of the compression ratio, the use of combustion and exhaust chambers of higher volumetric capacity than the suction-compression ones, offers an interesting solution. In the case of internal combustion engines, it will allow for greater energy efficiency and a significant reduction of toxic waste from burning, as well as optimizing the use of different fuels, using the specific compression ratio for each one. The variation of the compression ratio during engine operation at different speeds per minute, taking into account the information emitted by different sensors (operating temperatures, torque, fuel type, mixture richness, burn efficiency, etc.) will make it possible to take advantage of different fuels without risking pre-detonations. The present invention also allows modification of the positioning of the intake and discharge windows and sail relative to the position of the displacers. This is possible when using a planetary system. by modifying the angular position of the solar gear relative to the satellites. This new system also allows a much more efficient incorporation of a turbine into the power supply, now not limited to its performance by increasing the dynamically variable compression ratio. Finally, by shrinking the suction-compression chamber, we create a space within it where the preheated combustible air mixture is homogenized before being compressed. This ensures better conditions for a complete and faster burn, which will result in greater and cleaner energy efficiency. If this system is used for compressors, it will allow the compression with different rates and volumes of the fluids with which it works. In the case of refrigeration compressors, for example, today controlled by thermostats or costly speed variation systems, it will allow an efficient control of the required temperature, modifying the rate and / or the displaced volume, thus reducing the energy consumption and increasing the service life. from non-obligated electric motors such as the use of thermostats, to continuous stops and starts, which increase energy consumption and shorten equipment life. Various types of rotary compressors and motors have been invented, based on the movement of two rotors with at least one piston each, moving at varying and alternating speeds. This movement of speed variation is made through different mechanisms, among which we can enumerate basically:

1) planetary gear systems;

2) Systems with elliptical gears;

3) Systems with sliding connecting rods;

4) Systems with rotary connecting rods.

All of them presuppose fixed eccentricity relations, and in the case of using planetary mechanisms, fixed relations concentric to the geometric axes of the motors. Several rotary motors with variation of relative speeds between the two rotors based on the use of planetary gears. They all work with a fixed solar gear around which at least two satellite gears rotate in opposite positions. Said gears support axes distanced from their centers, which articulate to the arms of the rotors through rotary connecting rods of movement. The reduction ratio between solar and satellite gear is determined by the number of shifters supporting each rotor, where there is 1 shifter each, from 2 to 1 with two shifters per rotor and so on. The distance and relative position of the center of the satellite gears of the shafts attached to them, the length of the rotor arms and motion transmitting rods, determines the variation of the relative speeds between the rotors and their respective displacers.

The united axes spaced from the center of the satellite gears, when rotating around the solar gear, alternately move apart and approach it changing the length of the radio in which the movement is transmitted, causing a change of speeds and even in certain relations and positions, cause until the detention of one of the rotors.

Planetary systems have always been designed to work concentric with the motor shafts, meeting a concept of simplicity, robustness and smaller final size of the engine. In this way, the solar gear was firmly attached to the motor housing and concentric to its geometric axis. The present innovation proposes to dynamically distance the planetary mechanism of the engine or compressor so as to change the compression ratio. In order to be able to separate the geometry axes using more than one displacer per rotor, the present invention proposes to use a geared reduction between the arms and the rotors, proportional to the number of displacers per rotor.

This type of reduction should also be applied in cases where double crankshafts articulated with the rotor arms by means of sliding elements moving from that of the crankshaft or by double crankshafts articulated with the rotor arms by means of motion-transmitting rotary rods. Both mechanisms need a gear reduction when working with more than one displacer per rotor as they produce a speed oscillation every 360 degrees making them incompatible to operate when 180 degree cycles are required as with rotors that rotate. support two shifters each. The Present Invention

Along with the more traditional advantages that rotary motors offer over reciprocating engines, namely: smaller size, fewer moving parts, lower vibration, lower weight, lower production cost, the new engine aims for greater energy efficiency and improved sensitive reduction in the quality and quantity of toxic waste resulting from burning.

This is possible for several reasons:

1) This innovative system allows a combustion chamber with a higher volumetric capacity compared to suction-compression, thus allowing to better use and burn the pressure of the fluids in the expansion or combustion phase.

2) With this innovative system, allow to vary its displacement significantly reducing the fuel consumption and consequently the pollution emitted, adapting the programmed displaced volume to the needs of the vehicle, in the case of the engine or in the case of a compressor, to work at the best speeds, ensuring better energy efficiency for each speed-torque situation.

3) By this innovative system, allowing to vary the distance between the motor shaft and the drive shaft, during operation it becomes possible to change the compression ratio, meeting the needs of torque and speed and, increase or decreased volume offset (displacement) and the type of fuel used. We will have a compression ratio closer to the ideal for combustion, meeting each situation and consequently we will get a better burning with less toxic residues, in short, a greater energy utilization than the current engines.

4) This innovative system can vary the angular relationship between the solar gear and the satellite gear, making it possible to control the position of the displacers, in relation to the chamber and the suction and exhaust windows and sail, in relation to the displacers. , changing the geometry at different times of operation, thus allowing the best yields regarding speeds, displaced volume, engine torque, fuel type, etc.

In one of its preferred embodiments, the present invention further proposes the possibility of using other speed variation mechanisms two substantial modifications that create a new, more versatile drive mechanism, allowing jointly or separately to establish different relationships of varied motion between rotors with their displacers, as well as also controlling the distance between the displacers.

The first is to separate the planetary gear system from the motor so that by moving some of them it is possible to change the distance between the geometrical axes of both and thus control the distance between the displacers attached to the rotors.

In doing so, we created a new mechanism governed by two systems of varying motion. One created by the planetary mechanism and the other by the distance between the geometric axes of the motor or compressor and the movement mechanism joined by connecting rods.

The type of combination of these two speed variation mechanisms will make it possible to modify the motion parameters of the rotors and their respective displacers, according to the requirements of the best engine operation in different torque and speed regimes, in the use of different fuels such as gasoline, alcohol, the gas, which has different burning times, the relative position between the pistons, the time we will maintain the same compression ratio, the velocity of the suction, compression, combustion and exhaust phases.

This will allow the various movement mechanism to be optimized at different stages for greater energy utilization and a reduction of pollutant residues from burning.

But it will be impossible to unite these two mechanisms when working with two or more displacers per rotor, without modifying the traditional planetary system that needs to use satellite gears of solar-proportional diameter according to the number of displacers that the rotors support. In the case of two displacers per rotor, the planetary systems are designed to work with satellite gears half the diameter of the solar. As such, it produces two different speed ranges for each turn around the fixed solar gear. If we distanced the geometric axis of this assembly, joined by motion-transmitting rods to the rotor arms of the engine's geometric axis, we would produce another cycle of speed variation that operates every 360 degrees. Both working together necessarily generate different and inharmonious motions between the rotors. That is why this innovative mechanism, in one of its preferred embodiments, proposes a unique planetary gear system with an equal diameter between the planetary gears and the solar gear so as to produce a single 360 degree cycle compatible with that caused by the connecting rods. When two displacers per rotor are used, the new system proposes to intermediate the movement of both by a two to one gear reduction by placing a gear of half the number of teeth on the shaft of each rotor arm and a gear of twice teeth on each rotor, which turns a 360-degree cycle of variation into two 180-degree cycles. T BR2010 / 000324

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If more displacers per rotor are used, this reduction will be proportional to the number of displacers used, from 3 to 1 to three displacers, from 4 to 1 to four displacers per rotor, and so on.

In one of its preferred embodiments the new system places the dual crankshaft supporting the satellite gears and the fixed solar gear shaft on a bearing capable of being moved on rails or a sliding shaft by means of a spindle, a hydraulic system, a pneumatic system. or geared, controlled by a computer properly fed by sensor data. And so by changing the distance between the engine geometry axis and the dual crankshaft geometry axis that rotates around the solar gear, it is possible to change the distance between the displacers and thereby change the compression ratio.

In one of its preferred embodiments, this innovative system for the construction of rotary compressors and motors offers the possibility to change the displaced volume by distancing the displacers of certain chamber segments in fixed or variable form to prevent suction and compression in these areas. Fluid At least one chamber segment at the beginning of suction-compression is slidably moved by means of a spindle, a hydraulic, pneumatic or meshed system such that such displacement creates or closes an opening between the displacers and the chamber, allowing fluids to pass through.

By increasing the sucked volume, for example, if we do not change the degree of displacement of the displacers, we would automatically increase the compression rate with which we run the right risk of pre-actions and certain regimes. That is why the two mechanisms, the one that allows changing the geometry of the chamber to vary the displaced volume and the one that allows changing the compression ratio, are technically impossible to conceive separately. T BR2010 / 000324

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By modifying the distance between the geometry axes, we will modify the compression ratio to maintain, for example, the same engine compression ratio, which can be done while the engine is stopped or moving.

In one of its preferred embodiments these operations can be controlled by a computerized system, which operating in conjunction with the displacement volume variation, taking into account speed - torque - fuel employed, temperature, fuel type, will command the necessary changes to the best and most efficient. and clean energy efficiency, as never before achieved with current combustion engine technology.

The present innovation further proposes in one of its preferred embodiments a new mechanism capable of varying the relative position of the displacers relative to the chamber and its intake and exhaust windows and sails. It consists of placing the solar gear on an axis that can be moved and fixed in different positions, so as to change the relative position of the satellite gears and their respective axes attached to the motion transmitting rods. By changing the position of the solar gear shaft, the relative position of the displacers relative to the fixed chamber with its suction and exhaust windows and the spark plug is also changed.

By attaching this axis to any mechanical system capable of moving the solar gear by means of a suitable motor or varying the relative position of the camera, these adjustments can be made during engine running. These adjustments can undoubtedly be controlled by a programmed electronic unit, so as to the data sent by the sensors properly position the solar gear in order to improve its operation.

The present invention provides in one of its preferred embodiments, a system for the construction of compressors and rotary motors with different volumetric displacement between the suction and compression chambers. and the combustion and exhaust chambers. The ratio of the volumetric capacities of the suction and compression chambers to those of compression and exhaust may be fixed or variable.

In another of its preferred embodiments, velocity variation may be produced by various types of mechanisms having as characteristic the variation in the length of the radio at which a regular and uniform rotary motion is transmitted or received transforming it into oscillating or vice versa. versa. As an example of such systems, we can list those composed of a double crankshaft with sliding connecting rods or rotary connecting rods that work in opposite positions, articulating with the arms joined to each rotor and spaced from their geometrical axis. This spacing allows variation of the length of the radio in which the movement is transmitted, thus transforming a continuous movement of the double crankshaft into a varied acceleration and deceleration movement, and rotor stops with their displacers or vice versa, using any of these mechanisms, characterized in that the compression ratio can be dynamically changed by modifying the distance between the geometry axes by means of a sliding mechanism driven by a spindle, a hydraulic piston, a pneumatic or a geared system. Motion-transmitting rods articulate directly when the rotors support a single displacer each (fig. 3) and or will be mediated by a gear reduction when working with two or more displacers per rotor (fig.1-2).

In another preferred embodiment, the movement mechanism works with a double crankshaft, which supports two gears with the same number of teeth joined by a chain. Shafts distanced from the center of the satellite gears articulate with the rotor arms by means of motion transmitting rotary rods. Geared reductions proportional to the number of displacers are employed when the rotors T BR2010 / 000324

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support more than one shifter each.

In another preferred embodiment of the system of the present invention, it is used for the construction of pumps and compressors of the most different types of fluids, internal combustion engines, thermal, hydraulic or pneumatic.

Brief Description of the Figures

Figures 1a and 1b show a front sectional view of a motor (left side) and its movement mechanism (right side), designed separately for ease of understanding. The engine has two rotors with a pair of displacers each (2) and (5), which move inside the chamber (1), two windows: one suction (26) and one exhaust (25), a ditch at the beginning suction (23) limits the action of the displacers. On its side, a segment of the chamber (24) hinged with the outer ring (1) placed on the fixed outer wall of the chamber driven by a hydraulic piston (22) is closed in Figure 1a and open in Figure 1b. The hydraulic device (22) opens a segment of the chamber, creating a trench preventing the action of the displacers (2-5) reducing by 50% the volume to be displaced and compressed in the suction and compression chamber (34), as it increases. twice the relative volume of the exhaust combustion chamber (35). The combustion chamber in which the spark plug 32 is located operates at a compression ratio (27) of nine to one in figure 1-a and halves by moving the displacers in figure 1-b to compensate for the decrease in displaced volume. maintaining the same compression ratio. This shift is operated by dynamically modifying the distance between the geometry axes (33), between the motor (left side figure) and the movement mechanism (right side figure).

The movement mechanism is a double crankshaft (15) which carries two 0324

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satellite gears (12-13) moving on a fixed solar gear (14). Rotary connecting rods (8-9) transmit the movement of the inner and outer rotor arms (6-7). These arms connect to the rotors by means of half-tooth gears (30-31) which are mounted on the rotors, (28-29) to transform a 360 degree varying speed cycle into two 180 degree cycles each. In this way every 180 degrees of displacement of the double crankshaft, the four faces of the Otto cycle are produced. Intake-compression always operates in the engine sector (34) and combustion-discharge in the engine sector (35). It is noted that in fig. 1-b said chamber (35) is twice the volume in relation to the inlet-compression chamber (34) allowing a greater use of the flue gases. Figure 1b shows the enlargement of a chamber section 23 where the combustible air mixture is heated homogenously before being compressed. Figure 2 is a perspective view of the same motor shown in the previous figure.

Figure 3 is a cross-sectional top view of a two-rotor compressor: one internal (3) and one external (4) with a displacer each (5 and 2) working within a fixed outer ring (1). ) slidingly supporting a section of the chamber (24) driven by a hydraulic mechanism (22) so as to create a spacing (23) that prevents or not the action of the displacers (2-5) and thus dynamically modifies when necessary. volume shifted. The rotors (3-4) are attached to arms (6-7) which articulate by means of rotary connecting rods (8-9) with the satellite gears (12-13) by means of shafts attached to them (10-11). spaced from the centers of the satellite gears that revolve around a fixed solar gear (14).

The satellite gears (12 and 13) are supported by a double crankshaft (15) which rotates around the solar gear shaft (18) which supports a gear (19) that can be driven by an electric motor (21). with the object of modifying, where necessary, the relative position of the displacers (5-2) with respect to the chamber (1).

The speed variation mechanism assembly is firmly attached to a sliding bearing (20) which can be moved on rails (16) by a hydraulic mechanism (17) to thereby modify the distance between the compressor geometry axes and the crankshaft. with its planetary system and thus move or close the displacers (2 and 5) by changing the compression ratio.

Figure 4 is a front view of a compressor with two rotors supporting a displacer each (2-5) that move counterclockwise within a chamber (1) divided into two chambers, one suction and another of compression. Two mechanisms that move by means of hydraulic pistons (22) segments of the chamber (24) which are open (23) and closed. In Figure 4-a the suction in the chamber through the window 26 begins while the compression in the other chamber begins. An intermediate state is shown in figure 2b and in figure 4c the maximum chamber compression between the two displacers meets the exhaust window (25) however the displacer (5) has not yet started the suction-compression operation.

In the figures, the numerical references are:

1- Outer ring of the chamber;

2- External rotor shifters;

3- Internal rotor;

4- External rotor;

5- Internal rotor shifters;

6- External rotor arm;

7- Internal rotor arm;

8- Outer rotor connecting rod;

9- Internal rotor connecting rod; BR2010 / 000324

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10- Axis of external satellite gear;

11- Internal satellite gear shaft;

12- External satellite gear;

13- Internal satellite gear;

14- Solar Gear;

15- Double crankshaft;

16- Rapids of the planetary mechanism;

17- Hydraulic mechanism;

18- Solar Gear Shaft,

19- Gear to move the solar gear,

20- Outer rotor connecting rod;

21- Sliding bearing of the movement mechanism;

22- Hydraulic mechanism of the outer ring of the chamber;

23- Suction-compression chamber trench;

24- Segment of the outer ring of the chamber;

25- Exhaust window;

26- Admission Window;

27- Maximum compression ratio;

28- Larger internal rotor gear;

29- Larger external rotor gear;

30- Minor internal rotor arm gear;

31- Minor external rotor arm gear;

32- Spark plug;

33- Distance between the geometric axes;

34- Suction-compression chamber industry;

35- Chamber combustion-exhaust industry;

Claims

18 CLAIMS

1. System for the construction of compressors and rotary motors composed of two rotors with at least one displacer each, which move within an annular surface at alternately varying speeds, creating chambers which alternately vary their volume, characterized by by the fact that the distance between the displacers, as well as the areas of the chamber where suction and compression operate, can be dynamically altered in such a way as to separately or jointly vary the displaced volume and the compression ratio.

System according to the preceding claim, characterized in that at least one area of the suction and compression chamber can be fixed or variablely altered by moving at least one segment of the chamber surface, creating a trench that prevent the suction and compression action of the displacers. Said properly sealed segment may be displaced by a suitable mechanical, hydraulic or electrical system while the assembly is in rest or motion, manually or monitored by a computer system.

System according to the preceding claims, characterized in that it can be constructed with different double crankshaft-type speed varying mechanisms with sliding elements hinged to the rotor arms, or by double crankshafts attached to the arms. of the rotors by motion transmission rods, or by means of planetary gears which move around a fixed solar gear by articulating to the rotor arms by means of motion transmission rods, or by elliptical gears attached to the rotor arms, by articulating to the rotor arms by means of motion transmitting rods.

System according to Claim 1 and 3, characterized in that the geometrical axis of the compressor or motor may be distanced from the geometrical axis of the mechanism which allows the relative speed variation between both rotors in a dynamic manner. moving at least one of the parts on a slide rail or shaft through a spindle, a mechanical, hydraulic, pneumatic or electric system while the system is at rest or in motion, manually or according to a sensor-monitored computer program temperature, speed, torque, firing quality, displaced volume, etc., in order to change the distance between the displacers and thus modify the minimum volume of the chambers created between them.

A system according to claims 1, 3 and 4, constructed with a movement variation mechanism comprising a fixed solar gear around which at least two satellite gears are connected to the power shaft, each of which gears. support axes spaced from centers that articulate by means of motion-transmitting connecting rods to the rotor arms characterized by the fact that satellite gears have the same number of teeth as the fixed solar gear and the rotor arms articulate with them through a gear reduction proportional to the number of displacers supporting each rotor, being two to one when the rotors support two displacers each, from three to one when the rotors support three displacers each and so on.

System according to the preceding claim, characterized in that the geometrical axis of the planetary speed varying mechanism can be distanced from the geometric axis of the motor by placing at least one of them on rails or a sliding axis moved by a spindle; a manually operated or motor driven hydraulic piston or system, controlled by a computer system.

System according to claim 1 and 4, characterized in that it can be constructed with a double crankshaft that supports two gears joined by a chain. Shafts spaced from the center of the gears articulate with the rotor arms by means of motion-transmitting rotary rods.

System according to the preceding claim, characterized in that the solar gear can shift angularly in such a way as to modify the relative position of the satellite gears relative to the solar and thus to modify the relative position of the rotors and their displacers relative to the windows. intake and exhaust, and the ignition points of the chamber.

System according to any of the preceding claims, characterized in that chambers, rotors and displacers may be of the most varied sizes and geometric shapes, with or without sealing segments.

System according to any of the preceding claims, characterized in that it can operate with a turbine that increases the air flow at the intake, thereby increasing its volumetric capacity.

System according to any of the preceding claims, characterized in that this system can be applied in whole or in part for the construction of different types of compressors and engines, whether pneumatic internal combustion, driven by the pressure of various preheated fluids. or during operation, using the most varied fluids or fuels, injection systems and or ascended.