WO2020044063A1

WO2020044063A1 - Five-stroke rotary combustion engine, with volumetric expansion

Info

Publication number: WO2020044063A1
Application number: PCT/GE2019/000001
Authority: WO
Inventors: Giorgi CHILASHVILI; Varlami CHILASHVILI
Original assignee: Chilashvili Giorgi
Priority date: 2018-08-27
Filing date: 2019-08-23
Publication date: 2020-03-05
Also published as: GEP20207084B

Abstract

The presented invention is five-stroke rotary combustion engine, in which, due to its kinematic scheme, combustion chamber is located isolated and during all five strokes the working fluid is being fully expanded. In the given combustion engine, we have following technical solutions: 1) In housing-stator we have two inside and outside rotors with rotation capacity and same angular velocity, for ensuring creation of rotating compaction-expand functional chamber of engine it also has two wing-like pistons which are placed at 90° central angle to each other; 2) In order to ensure constant compaction of the outer and internal rotor's radial contact surfaces, we use new method using wedge mechanism; 3) Compaction of outer rotor and housing-stator contact radial cylindrical surface, using cellular compactor integrated in floating ring; 4) By full expansion (engines combustion stroke) of the working fuel in combustion engine and increase of functional chamber volumes, we are enabled to convert more potential energy into mechanical energy; engine's coefficient of efficiency increases and consequently the fuel costs are being reduced; in comparison with the existing rotary combustion engines, we achieve better sealing of rotating compaction-expand functional chambers of engine and improvement of energy efficiency; reduction of oil expense and toxicity of the exhausted gases. Invention is classified as a part of Mechanical Engineering, specifically, volumetric expansion rotary combustion engines, which do not consist of crank rod mechanism and can be used as a stationary machine engine, as well as, vehicle engine.

Description

Five-stroke Rotary Combustion Engine, with Full Volumetric Expansion

Invention is classified as a part of Mechanical Engineering, specifically, volumetric expansion rotary combustion engines, which do not consist of crank rod mechanism and can be used as a stationary machine engine, as well as, vehicle engine.

There are known a lot of piston combustion engines with many different structural elements. In the existing piston combustion engines, in the end of expansion of the working fluid, i.e. in the beginning of exhaustion process, the pressure and temperature amounts to P=3÷5kg/cm², T=ll00÷l500 C° for the engines working on Otto cycle, and P=2÷4kg/cm², T=500÷l000 C° for the engines working on diesel cycle. In these engines, the exhaust valve of the combustion gases starts opening before the piston reaches bottom dead center (BDC), i.e. valve starts opening before the expansion process is complete. It is done so, in order to not cause piston braking by the high pressure of the combustion products during the piston upward movement. If the exhaust valve at BDC starts opening, due to the small exhaust section the combustion gases won’t be able to exhaust from the cylinder timely, during the exhaust process back pressure will be high due to which the engine’s brake horsepower will reduce. The higher the number of engine revolutions, earlier the exhaust valve must open. The valve opening advance for diesel cycle engines amounts to 30÷50°, as for the Otto cycle engines it’s 45÷70°. As we can see in piston combustion engines, conditions for achieving full expansion of the working fluids can’t be achieved, regardless the fact, that full volume of the cylinder is available. We are forced to open the exhaust valve before it reaches piston BDC and exhaust working fluid with quite high pressure and temperature into the atmosphere, instead of allowing it to execute performance duty. In Wankel rotary combustion engines, due to its main actuator mechanism’s kinematics, it uses three-sided symmetric rotor (trigonal rotor) the length of the rotary face of which is short during combustion stroke, thus, causing incomplete expansion of the working fluid. Due to the state, temperature of the exhausted gases is very high. The working fluid hasn’t fully completed transmission of its potential energy to the rotor, when the exhaust port for combust gases opens and high pressure hot gas, containing the fragments from working fuel, which continue combustion, is being exhausted from downpipe. This is the main reason of worsened fuel economy and toxicity of the exhausted gases in Wankel rotary engines, in comparison to other piston engines.

Following the above stated, existing piston and Wankel rotary engines are the internal combustion engines, with incomplete volumetric expansion of the working fluids (combusted gas).

As we know from the theory of internal combustion engines, theoretical cycle of the internal combustion engine is an ideal, reaching of which shall be the main aim during actual combustion cycle. One of the characteristic requirements in theoretical cycle is the following: no resistance must exist for intake - exhaust systems, due to which intake and exhaust lines match with atmospheric pressure line. However, in actual engines, instead of reducing the resistance for the combust gas exhaust system, we install additional barriers such as muffler/silencer. This compulsory measure is taken due to the following circumstance: incomplete volumetric expansion of the working fluid (combusted gas) in the cylinder has large amount of excessive pressure, which causes exhaustion of the gas on high 400÷600m/sec, speed and consequently noise.

There is a rotary internal combustion engine, which contains internal static housing-stator with cylindrical surface and a roof, with integrated liquid cooling system channels, housing has eccentric rotor. Furthermore, the engine is equipped with combustion chamber, functional chamber, intake and exhaust manifold channels, the main element of the compression - ignition mechanism is piston; its rotation center is located on the engine stator geometric center. During the rotor rotation, the placement of its outer extreme point (OEP) (on which piston is rigidly coupled) in regards of piston rotation center and distance is constantly changing. Due to the stated, in case when the rotary engine consists of at least two pistons, the angle between them constantly changes during their rotation. Following the stated, available capacity must be obtained from engine shaft, by the means of rigid coupling only one piston to the output shaft, as coupling of all the pistols to the output shaft is impossible due to the already mentioned reason. In case of rigid coupling of the piston to the shaft, quite a large side shall be considered from the internal cylinder contact point to rotation center. Piston is exposed to large power, produced by the act of high pressure working fluid during the expansion stroke, causes intense bending of this detail, due to which, it may seizure at the half-cotter of the dynamic couplings and damage them. Available capacity of the engine in rotary engines is obtained through rotor shaft, which, due to its large diameter (axle, around which wing-pistols are rotating, goes through rotor quill), is connected with technical difficulties, specifically: additional gear transmission must be used between shaft on the geometrical center of the stator and rotor shaft, which will make engine power scheme more complicated. Furthermore, big power, produced by high pressure work fluid, is transmitted to the rotor, by the means of coupling half-cotters at the piston and rotor coupling, which will cause additional load on this already loaded small sized detail, consequently its intensified wearing and resource reduction. [1]

There is a rotary internal combustion engine, which contains internal static housing-stator with cylindrical surface and a roof, with integrated liquid cooling system channels, housing has eccentric rotor. Furthermore, the engine is equipped with combustion chamber, functional chamber, intake and exhaust manifold channels. It shall be noted, that the eccentric rotor in the housing-stator has radial surface compaction element at the internal cylindrical surface contact point. It shall be also noted that the difficulty concerning the compaction of the stated surface is one of the most characteristic disadvantages of this type of engine. We also know internal rotary combustion engine, in the stator of which, are arranged spring loaded compaction elements, with corresponding propulsive parts; due to their structure and work principle, they are unreliable, consist of a lot of structural element and their interconnections. There’s also a type of internal rotary combustion engine, in which, for compaction of the radial contact surface of the stator and rotor, spring loaded compactor flats are used, which are placed on the radial cylindrical surface at concrete intervals. Every time the flat is touched by the stator, spring compresses, after leaving the contact zone, it extends. In this case, we must take into account the following: during the high number of rotor rotations, due to the high frequency of the cycle load, the spring won’t be able to normally compress or extend. Furthermore, increased inertia force will impact the flats, which will cause hit of the flats with the movement limiters in the rotor and thus, compaction will stop working. In this type of compactions, main principle of the compaction is violated, which implies non-interruption of the contact between the compacting element and to-be compacted surface.

[2].

The above stated disadvantages are eradicated in internal rotary combustion engine, which consists of internal housing-stator with cylindrical surface, which has liquid cooling system channels, housing has two inside and outside rotors with rotation capacity, pistols, combustion chamber, functional chamber, intake and exhaust manifold channels, combustion and functional chamber connecting channel, exhaust channel directing remained combusted gases from combustion chamber to functional chamber and exhaust shaft; furthermore, outer rotor is located centrally in the housing and internal - out of round. There are two wing-pistons, one of which is designated for compaction-expansion, is mounted to the outer rotor and simultaneously by the means of dynamic coupling, is connected to internal rotor, another one is designated for intake- exhaustion, is placed on the output shaft and goes through internal rotor via ensured dynamic coupling and adjoined on the outer rotor’s internal surface by the means of slide capacity; furthermore, the stated functional chamber is designed in the manner, which enables movement by the means of volume change in different zones and is formed by the space between outer rotor’s internal cylindrical surface, part of internal rotor’s outer cylindrical surface and pistons. The engine is additionally equipped with channeled floating ring, which is placed between outer rotor and housing-stator’s internal cylindrical surface space. Thermally expanded graphite elastic multiplexer element is located between housing-stator’s internal cylindrical surface and floating ring, as for the space between the floating ring and outer rotor, it’s filled with cellular compaction element, moreover, between the cellular compaction element and outer rotor’s ouster surfaces is formed, at least, one path in order to ensure valve timing. The engine is also equipped with wedge mechanism, for compaction of radial cylindrical surface by the means of outer and inner rotor contact.

Outer and inner rotors are designed with the same angle speed rotation capacity. Rotation centers of the kinematic couples of dynamic coupling between compaction- expansion and intake-exhaust wing-like pistons and internal rotors, are places at oc=90° angle to each other.

The engine is equipped with four valve timing paths, which are formed by five round slots on the outer rotor’s outer cylindrical surface, five humps with cellular structure are placed on the internal cylindrical surface of cellular compactor elements is placed in those slots, here more, valve timing is ensured when the ports and slots of outer rotor housing and its outer cylindrical surface matches with the corresponding ports on the housing-stator.

Compaction-expansion wing-like piston is hollow and connected to the outer rotor’s liquid cooling jacket.

Wedge mechanisms consists of transducer (definer) wedge mechanism actuator which transmits acting force, in order to ensure constant compaction of the outer and internal rotor’s radial contact surfaces of the assessment and control units.

The wedge mechanism force transducer (definer) is designed in the form of piezo element.

The wedge mechanism is equipped with piezo element’s electric signal amplifier.

The wedge mechanism actuator is designed in the form of linear helical actuator and stepper electro motor.

The technical results of the invention are the following: increase of the coefficient of efficiency, reduction of noise and temperature of the exhaust gases, reduction of the costs and improvement of ecological condition. The stated technical results are achieved by full expansion of ignited air/fuel mixture in functioning chamber of the rotor engine, the fuel is enabled to transmit its most part of its potential energy to the rotor. With the remaining, small volume, excessive pressure, it won’t be able to cause high exhaustion speed of combustion gasses and consequently the noise. Here more, the temperature of combustion gases will significantly lower, thus, thermal environmental impact will be reduced as well. Due to the kinematic scheme of the engine, more specifically, due to the fact that at internal rotor, the rotation centers of the kinematic couples of dynamic coupling between compaction-expansion and intake -exhaust wing- like pistons and internal rotors, are placed at oc=90° angle to each other (the apex of which is located on the engine stator geometric center) the volume of working fluid expansion is 12 times bigger, than engine intake volume, i.e. engine displacement. By the means of constructive change a angle’s significance, we can achieve change of engine intake volume and working fuel expansion volume ratio, specifically: if a=120°, then the volume of working fluid will be 5,3 times larger than the volume of engine intake; if a=130°, then the volume of working fluid will be 3,9 times larger than the volume of engine intake; if a=140°, then the volume of working fuel will be 3 times larger than the volume of engine intake. As the a angle’s significance increases, the volume of working fuel expansion increases as well, i.e. engine displacement. Full expansion of the working fluid enables us to convert more potential energy (in the form of pressure) into mechanical energy, i.e. increase engine’s coefficient of efficiency, consequently lower the fuel costs and expenses.

Based on the thermal balance of the combustion engine, the heat portion, which is exhausted by the combustion gases into environment, and is unused, from the heat volume in- taken into cylinder (i.e. from heat capacity of the used fuel), for the existing engines, amounts to 30÷55% for the engines working on Otto cycle and 25÷45% for diesel cycle engines.

The third stroke implies ignition of the working mixture in engine, combustion process and production of high pressure working fuel takes place in separate, spheroidal combustion chamber; the fourth stroke implies expansion of high pressure working fluid, completion of combustion process and work performance, which continues as expansion of enclosure by the compaction-expansion wing-pistol’s and outer and inner rotors’ surfaces, in rotating volume; the fifths stroke implies exhaustion of combustion gasses into atmosphere.

In case of constant volume conditions in the combustion chamber (isovolumetric process) the on-going combustion is more efficient, the rate of mixed gas pressure growth is significantly higher. It should be also noted, that the active combustion phase of the working fuel, takes place in spheroidal combustion chamber, thus it has lesser thermal impact on outer and inner rotors and on contact surfaces of the expandable working fuel of the compaction-expand wing-piston. By doing so, we protect rotating parts of the engine form overheating, it’s true especially for the inner rotor’s outer radial cylindrical surface, which is cooled by the oil ripple, streamed to the inner quill surface of the rotor.

The dynamic coupling and connection by wing-piston of the outer and inner rotors, as well as rotation by the same angle speed, enables us to:

Simplify compaction of dynamic coupling of the engine’s rotating compaction-expand combustion chambers, located between inner and outer rotors;

Perform small bias movement of intake -exhaust wing-piston on the outer rotor’s inner combustion surface;

Fully discharge inner rotor coupling two half cotters from high significance force of the working fuel, acting on compaction-expand wing-piston;

Reduce force usage for exhaustion of the combustion gas, by the means of lowering its pressure and temperature;

Reduce temperature of the compaction-expand wing-piston by the means of its cooling with liquid;

Improvement of valve timing as a result of performing outer rotor cylindrical - piston type bobbin and by matching the ports and slots of the rotor housing and outer radial cylindrical surface, with the corresponding ports of the housing-stator; Increase of valve timing ports and channel compaction and consequently engine work reliability, also, simplification of production technology, by the means of high temperature soldering of cellular compactor in floating ring surface and production of the element using corresponding material, which will minimalize the gap between the compactor surface and the rotor;

Increase of outer and inner rotor’s radial contact surface waterproofing, by the means of using wedge mechanism with self-braking capacity, on which, the wedge swing grade amounts to 15°, which, based on the mechanism’s working principle, will increase 3 times the acting force from the actuator. For partial reduction of the friction in the mechanism, linear roller bearing is used between mechanism’s wedge and pusher. Due to the usage of helical mechanism, the linear helical actuator and stepper electro motor is also characterized by self-braking capacity.

The invention is explained in 9 figures:

Fig.l - rear view of the rotor internal combustion engine’s scheme, cut-away drawing;

Fig.2 - staged cut-away drawing A-A of the rotor internal combustion engine’s scheme shown in Fig.l;

Fig.3 - B view of the drawing from Fig.2;

Fig.4 - cut-away drawing C-C shown on Fig.2;

Fig.5 - view D;

Figures 6, 7, 8 and 9 - engine’s working process during all five strokes, cut-away drawing.

The volumetric expansion, five-stroke rotor internal combustion engine consists of static housing-stator 2, with inner cylindrical surface. In housing-stator and its roof 36 are located liquid cooler system’s channels 32. Housing-stator has two rotors with rotation capacity, inner 9 located centrally in the housing and outer 6 - out of round wing-piston 28 and 65, also, we have thermally expanded graphite elastic multiplexer element 3 with floating ring 4.

In stator we have: combustion engine 1, in its cover 34, we have fuel nozzle (for diesel cycle) 35, or fuel nozzle with spark plug (for Otto cycle); engine intake, in rotating functional chamber, atmospheric air intake channel 96; combustion gas exhaust channel 95; atmospheric air compressor channel in combustion chamber and exhaust channel of the high pressure working fluid from chamber to engine expansion rotating functional chamber 57; on butts of housing- stator, specifically on housing and roof centers, is located two roller bearings 101, in which is rotating outer rotor’s 6 shaft 24. On the outer side of the both roller bearing is located two oil compactor seal with self-sealing capacity 23. On the left side of the housing-stator engine, alongside the shaft roll, is located engine fluid cooling system’s centrifugal pump case, with circular delivery compartment 17, around which is located pump delivery compartment’s circular multiplexer element 15, with metal bellows 16 and fluid multiplexer element 12 coming from outer rotor cooling jacket, in order to prevent liquid leakage from butt of pump bladed impeller 18, in housing-stator, around the hole going through engine shaft, is located multiplexer element 22 of bladed shaft (engine exhaust shaft). The fluid is directed to the pump from cooling system radiator via pipe 19. In stator’s roof we have: internal rotor axle roller bearing 52, of wedge mechanism compensating gab between radial cylindrical surfaced of outer and inner rotor contact, linear movement crosshead 53 and its lower end support 54. In order to prevent oil leak from rotor rotation bearing in the existing thermal gap between the housing-stator and outer rotor, in the roof of housing-stator is located oil seal 41. In the housing-stator roof, for receiving the electro signal amplified by the amplifier, from the acting force quantity on the butt of inner rotor rotating quill axle’s 144 switch, designed in the form of piezo sensor, is located inductive receiver 43. The wedge mechanism has actuator, which is installed in housing -stator roof and is designed in the form of linear helical stepper motor 48. In order to distribute oil to the engine shaft roller bearings 51, we have lubrication system channels in housing-stator 51, from which the oil, using existing channels, is being distributed to intake -exhaust wing-piston and wedge mechanism details. In the lower part of housing -stator, we have engine lubrication system’s oil pan 33, in which, the lubrication system pump 69 is installed, its shaft is parallel to engine’s output shaft 24 and ignition can be produced by chain transmission, or by cogged belt. In oil pan we have static air separator 86, for the oil directed from lubrication system’s ejector 56. After placement of outer rotor in housing-stator, and ensuring the respective waterproofing, the housing-stator is covered by cover 36 and is cleat by circularly placed bolts.

In the housing-stator’s inner radial cylindrical surface, on the thermally expanded graphite elastic multiplexer element 3 is located floating ring 4, in the inner radial cylindrical surface of the ring, is bonded 0,l÷0,2mm thickness, cellular multiplexer element 5, produced using heat resistant material. Based on one of the examples of the invention, in the inner radial cylindrical surface, it has five humps 97 of cellular structure, and on the outer rotor’s 6 outer radial cylindrical surface, we have five bored circular slots 98. By placement of humps into slots, we get four, isolated circular paths, for ensuring the engine’s cylindrical -piston gas distribution.

The floating ring 4, consists of two half-rings, in order to install it on the outer rotor; their static connection is achieved by screws 62. Existing cog 1032 at the connection place, is placed in the corresponding axle slot of the housing-stator, alongside with thermally expanded graphite layer, and thus, limits the floating ring’s movement towards the outer rotor rotation direction. Compaction of the combustion chambers exhaust channel 57 and combustion chamber’s 1 connecting channel 105 with outer rotor, existing in floating ring, is being executed by the means of multiplexer element 99 equipped with wave flat spring 100. In order to connect intake channel 96 engine intake, in rotating functional chamber and combustion gas exhaust channel 95 with outer rotor, the compactor floating ring has two corresponding ports. In order to ensure minimal gap between floating ring 4 and outer rotor’s 6 cylindrical surface, which aims to minimalize working fluid losses, they must be produced by the same structural material, for the same details to have same thermal expansion coefficients. Fixed axle of the outer rotor 6, matches with the geometric axle of housing-stator’s 2 internal cylindrical surface. During the molding process of the aluminum hump detail 106, it is rigidly connected to the steel alloy output shaft 24. It is the engine’s main shaft, from which, we will gain available capacity. The inner and outer radial cylindrical surfaces of the outer rotor and both inner butts (including two butts of compaction-expand wing-piston), by which they come into contact with cellular compactor’s surface, intake-exhaust wing-piston, inner rotor’s radial and butts, will be electrodeposition, using wear resistant materials, actively used in modem mechanical engineering, such as“Nikasil” and“Alusil”. Engine’s compaction-expand wing piston 65, is a part of outer rotor’s case, which is enclosed from two sides by the case of outer rotor, specifically: by the inner radial cylindrical surface of the outer rotor and outer rotor’s case from the butt wall side. As for the third, i.e. from the outer rotor’s cover 37 side, it has built-up connection with corresponding gasket. Following the stated, compaction-expand wing -piston is surrounded from three sides by static connections, thus, the working fuel is not leaking to this side and we prevent its loss. In comparison with the intake -exhaust wing -pistol, compaction- expand wing-piston is more loaded thermally and due to the high pressure of the working fluid, the piston is hollow and is being cooled by liquid, from the cooling jacket 31 of the outer rotor 6. On the side of bladed impeller 18 of liquid centrifugal pump, in the butt wall of outer rotor case, near compaction-expand wing-piston 65, two isolated channels 10 for flow intake and exhaust, are connected in cooling jacket of outer rotor. We also have intake and exhaust flow separator plate 66, in the cover of outer rotor and compaction-expand wing-pistol’s hollow case. From the heat rejection point of view, the cooling liquid flow, which comes from outer rotor case liquid intake channel, through wing-pistol’s intake flow channel and outer rotor’s roof liquid channel, moves in opposite direction from the outer rotor’s rotation direction. Here, we shall mention, that high pressure and temperature expandable working fluid, acts on wing-piston from this side. In order to ensure same thermal expansion coefficient and reduction of the masses of engine’s housing-stator, floating ring, outer and inner rotors, they shall be made by aluminum alloy. Taking into consideration the stated, balancing of the compaction-expand wing -piston and thus, outer rotor, can be achieved by placing balancing steel or cast iron ballast 61 on the diametrically opposite side of the wing-piston. Bladed impeller 18 of the centrifugal pump of the liquid cooling system, is integrated with outer rotor (is rigidly connected). Pump’s circular delivery compartment 17 and circular liquid receiver channel 14, which receives liquid from outer rotor’s cooling jacket, is waterproofed by circular compactor elements 15 and 12. The housing -stator is being cooled by the liquid flow from the outer rotor, by the same principle as in outer rotor, by placing flow separator plate. The liquid flow from the housing-stator, is being delivered to the cooling system radiator, by the supply pipe 26. After placing the inner rotor in outer rotor, and ensuring the waterproof of outer rotor, the cover 37 is being placed and bolt-actioned. Engine’s outer rotor, at the same time, becomes bobbin for valve timing mechanism of cylindrical - piston type, which, by the means of matching ports and gaps in the four isolated circular paths of outer radial cylindrical surface, ensures the following: intake of atmospheric air in engine intake rotating functional chamber, channel 85/III path (Fig.2, Fig.7); compression of the air from compaction rotating functional chamber into combustion chamber, channel 67/1 path (Fig.2, Fig.6, Fig.8); intake of high pressure working fluid from combustion chamber into expansion rotating functional chamber, channel 63/1 path (Fig.2; Fig.9); exhaust of combustion gas into atmosphere, channel 70/IV path (Fig.2, Fig.8); exhaust of remaining combustion gas from combustion chamber and intake of exhaust products into engine’s intake rotating functional chamber, channel 87/11 path (Fig.2, Fig.7, Fig.8).

Engine’s inner rotor’s 9 outer radial cylindrical surface is placed eccentricity to the outer rotor’s 6 inner radial cylindrical surface and touches it on its line section. Inner rotor is a hollow detail, with rotating hollow axle 114. In its rim, in axle direction is machine tooled two hollow chamfers 110, for compaction of compaction-expand wing-piston 65 and intake-exhaust wing- piston 28, in both hollow chamfers are placed 2-2 half cotters 94 (Fig.2, Fig.6). Thermal gaps are envisaged near the hollow chamfers’ surfaces in the rim of half cotters’ inner rotors and wing piston surfaces. Half cotters are hollow details, they are being supplied with oil via oil channels 71 in rim and inner rotor case butt wall, through oil supplier cullis 64 (Fig.2, Fig.5) in inner rotor (which are necessary for constant oil flow, due to the half cotters’ circular vibration). Part of its reserves, is systematically in oil cooling jacket 72 (Fig.2, Fig.4) for ensuring the half cotter cooling, from here, the oil flows on the inner cylindrical surface of inner rotor, through holes. For compaction of the dynamic couplings at half cotter’s inner rotor, wing-pistols and outer rotor’s inner butt surfaces, we have: half cotter’s inner rotor, wing-pistols and outer rotor’s inner butt surface multiplexer element 78 (Fig.2, Fig.4) with wave flat spring 90 (Fig.2, Fig.4); half cotter’s inner rotor’s cylindrical hollow chamfers’ surface and outer rotor’s inner butt surface compactor, with radial direction spring ring segment 79 (Fig.2, Fig.4), with wave flat spring 80 (Fig.4); half cotter and wing-piston contact surface compactor two elements 73 (Fig.2, Fig.4), with wave flat spring 93 (Fig.4); in order to compact dynamic coupling on inner rotor’s both outer butt surfaces and outer rotor’s both inner butt surfaces, we have compactor elements, specifically: peripheral multiplexer element 7, with wave flat spring 111. Outline of the stated element is designated by its placement at the edge of inner rotor’s butt surface. For better compaction, element must be placed as close as possible to the radial cylindrical surface of the inner rotor. For the growth of relative pressure on the inner rotor’s outer radial cylindrical surface, small crest (knobby) tire 59 produced with wear resistant structural material is envisaged, with the aim to improve compaction of radial surface of outer and inner rotor contact spot. Taking into account the stated, usage of common, ring segment shaped compactor is technically impossible, at the inner rotor butt surface edge, from such a small distance from radial cylindrical surface. The shape of multiplexer element 7 was designed, based on the butt outline of the knobby tire 59, placed on the radial surface of inner rotor. For compaction of inner and outer rotors’ butt surface dynamic coupling, besides peripheral, we have 2-2 ring segment shaped, compactor elements 39, with wave flat springs 68 (Fig.5) and 120 (Fig.5) on both butt surface of inner rotor. The stated compactor elements, as we can see on Fig.2 and Fig.5, with corresponding wave flat springs, make compaction in two directions. Specifically, dynamic coupling of the inner and outer rotors’ contact butt surfaces and two cylindrical hollow chamfer 110 (Fig.2, Fig.5) in inner rotor rim, outer cylindrical surfaces and half cotters 94 (Fig.2, Fig.6). The last one, with multiplexer element 79 (Fig.2, Fig.4) ensures waterproofing of the stated dynamic coupling and limits oil leak to the engine’s compaction-expand rotating functional chambers, coming from the inner rotor’s oil supplying housing 64 (Fig.2, Fig.5). In order to ensure movement of compaction-expand and intake-exhaust wing-pistons in inner rotor’s hollow case, also, for installment of intake -exhaust wing-piston’s and Pitot tube pump, as well as oil spraying pipe’s fastener 119, in butt walls of the inner rotor’s case is made slot 112 (Fig.6) and slot 113 (Fig.6). On the stated section mass of the inner rotor is reduces, in order to balance the rotor, on diametrically opposite side of the slots, in inner rotor rim we have gap 8 and gap 60. In the engine, flywheel function is being executed by the inner and outer rotors, connected by compaction-exhaust wing-pistol, by the means of sufficient rotational inertia. Filling cog 116 with respective form of air compression channel’s 67 hollow chamfer of outer rotor’s combustion chamber, is located in the I path line of valve timing, on the outer radial cylindrical surface of inner rotor; at the final stage of compression, the cog compresses significant amount of compressed air in combustion chamber (Fig.7). The configuration of the air compression channel, shown on the figures (Fig.2, Fig.6, Fig.7) ensures blocking of the channel 105 at strictly designated moment, in order to prevent leakage of compressed working fluid from the combustion chamber. On the radial cylindrical surface of inner rotor, in the III path line of valve timing, near intake -exhaust wing-piston, we have core plug 117 for the port 85 in outer rotor for filling with atmospheric air the engine’s available capacity. When core plug is placed in the slot 118 (Fig.2, Fig.6) of the stated port, it partially limits air compression in the engine’s intake channel 85 (Fig.2, Fig.6) for filling available capacity with atmospheric air, at initial stage of compaction process, i.e. limits loss of working fluids during compaction process.

Compaction of the engine’s inner and outer rotors’ contact radial surfaces is ensured by usage of wedge mechanism. In case if the play is formed on the rotors’ radial contact surface, for example on cold engine, when there is thermal radial play between the rotor surfaces, wedge mechanism will move inner rotor towards outer rotor, and thus, restore airproofiness of the contact surface. Based on one of the invention examples, wedge mechanism consists of the following details: wedge mechanism sleeve pipe 81, one wedge 21, sleeve roll friction bearings 108, which are placed on engine’s shaft 24. Second wedge 46 of the mechanism, is prepared as an individual detail, in order to install intake -exhaust wing-piston on mechanism sleeve pipe 81, and placement in mechanism’s inner rotor case; the wedge is fixed in strictly designated position on sleeve pipe 81, by using existing three ring segment shaped cogs 109. Transfer of the actuator linear force to the sleeve pipe and the wedge 21, is being done by cogs. Wedge 46 is being fixated on the sleeve pipe by screw 102. The wedge mechanism’s sleeve pipe 81 is protected from rotation around engine’s shaft, by the rectangular slot 155 in the housing-stator’s roof 36, in which rectangular hump of the wedge 46 is linearly moving. Mechanism’s actuator is connected with the wedge 46, linear helical actuator with stepper motor 48, its beams cylindrical part is placed in the corresponding cylindrical diller of the wedge 46 and is rigidly coupled with jowel joint 47. Wedges 21 and 46, during the linear movement, interact with wedge mechanism’s two pushers 45, on the radial cylindrical surface of which, radial thrust roller bearing 11 is the roller path, pushers simultaneously play the role of axle supports for the linearly moving inner rotor’s rotation. Two bracket rings 25 and 50 are used for roller bearings, which are being screwed in the inner rotor case, in the rotor rotation direction, in order to prevent their arbitrary unscrewing. Lubrication of the wedge mechanism and roller bearings is being done by the means of existing channels in wedges and pushers, which are connected to the oil supply channels in engine shaft 24. In order to control wedge mechanism, we have piezo sensor depicting the acting force on the inner and outer rotor’s contact radial surface, which is places on the outer radial cylindrical surface of the inner rotor, alongside with electric signal amplifier 38, which is mounted in the inner rotor by rectangular stud 107. We have hole in the butt wall of the inner rotor case, in which is placed piezo sensor’s and electric signal amplifier’s cable 40, cable will be connected to the conductor ring 42 of inner rotor case, which is placed on the hollow axle butt surface of the inner rotor. Inductive receiver 43 will receive electronic signal amplified by the piezo sensor. Receiver will transfer the received electronic signal to the rate block, from which wedge mechanism’s actuator is being controlled, by the means of 1 linear helical actuator with stepper motor 48. In inner rotor’s case hollow, we have intake-exhaust wing-piston 28, which is rotating on wedge mechanism sleeve pipe 81 surface by the means of friction bearing 88 and is supplied with oil by the channels existing in engine’s shaft 24. For balancing the wing -piston we have balance beam 13. Compaction of the intake -exhaust wing-piston functional surfaces, outer rotor’s inner radial cylindrical and two butts is being ensured by the means of linear multiplexer elements 74 (Fig.2, Fig.3), located on rectangular profile bearing tangs on both edges of wing-piston case; as we can see from Fig.2 and Fig.3, multiplexers work in two directions, i.e. butt and radial directions, which is ensured by the radial direction wave flat spring 77 and butt direction wave flat spring 89 (Fig.3) of the multiplexer element 74. In order to limit oil leak in engine’s rotating functional chambers of inner rotor hollow and during compaction of wing-pistol’s both butts with outer rotor’s inner butt, we have one transverse multiplexer element 75 with wave flat spring on both butts of the wing-pistol. In intake-exhaust wing-piston case, we have oil supply channel 27 for friction surfaces near outer rotor, butt and radial surface slot 30 (Fig.l, Fig.2, Fig.3). As we can see on Fig.l and Fig.2, oil supplying channel 27, which is parallel to engine shaft, is located on upper (towards wing-piston rotation center) part of both butts. Centrifugal force, produced by the rotation of wing-piston around engine shaft, forces oil flow, coming from channel 27, to move alongside the oil passage 30 in radial direction, thus lubricates both wing-pistol’s two butts and its radial surface. Pumping of excessive oil from the radial surface is being done by the means of channel 29. For removal of oil layer from outer rotor friction surface, intake -exhaust win-piston is equipped with oil plates 76 (Fig.2, Fig.3), which consists of metal corrugated elements. These elements pressure the outer rotor’s inner radial cylindrical and inner two butts by the means of wave flat springs 92 (Fig.3), placed under the metal corrugate elements. Analogue to the oil rings used in modern internal piston combustion egnines. Excessive oil layer removed from fraction surface by the oil plates, gets into wing-piston oil passage 30, on the radial section of which, is placed oil layer pump channels 29 for removal of the excessive oil layer from the fraction surface. The given scheme of lubrication system will significantly reduce oil loss from fraction surface of wing-piston outer rotor. The oil flows from oil pump channel 29 through ejector channel 49 and then through ejector pipe 83, to the ejector 56, from where it goest to engine lubrication system’s oil sump 33, through static air separator 86. In the inner rotor’s case hollow, in order to lubricate compaction-expand and intake-exhaus wing-pistols’ half cotters 94 surfaces and for cooling of inner rotor and intake -exhaust wing-pistol, we have oil spraying pipe 44 for inner rotor’s hollow case’s inner surface, which, by the means of pipe 84 is being supplied with oil, from oil pump 69 placed in oil sump 33. Pumping of the oil from the inner rotor’s inner hollow surface is being conducted by Pito pump pipe 55 of which is mounted to the fastener detail 119 on the wedge mechanism sleeve pipe 81. The detail also has oil spraying pipe’s 44 fastener. The fastener is protected from rotation on the wedge mechanism’s sleeve pipe surface, by fixed spline 91. The oil flows to the ejector 56, from pito pipe 55, through pito pump pipe 82, for which, it is operating flow, as for the ejected flow, it is excessive oil flow pumped from the fraction surface, near outer rotor of intake-exhaus wing-pistol.

The engine works in the following manner: outer rotor 6, is connected to inner rotor 9 which is placed eccentricitly towards outer rotor, by the means of compaction-expand wing- pistol, and the rotors are rotating by the same angular velocity. By the means of outer rotor’s inner radial cylindriac and inner two butts, inner rotor’s outer radial cylindriac surface, compaction- expand 65 and intake -exhaust wing-piston 28 surfaces, the rotation center of which also matches the outer rotor’s rotation center, we get engine’s variable displacement compaction-expand functional chambers, which rotate in the shaft direction, and ensure execution of combustion processes in the engine. Engine output shaft 24 connected rigidly to the outer rotor, rotates in two friction bearings 101 in housing-stator 2, in housing-stator we have engine combustion chamber 1. Engine’s outer 6 and inner 9 rotors’ radial cylindriac surface contact point, further will be conditionally marked by zero point (Fig.9). The processes and operations characteristic to the engine work, is being conducted in the following sequence:

Intake-exhaus wing-piston 28, starts movement from zero point to the engine shaft rotation direction, at this moment the volume of rorating functional chamber filled with atmospheric air increases, atmospheric air intake channel 96 located on III path of the valve timing, in housing-stator and compactor floating ring, matches with the air intake channel 85 which is also located on III path of the valve timing in outer rotor; by increase of functional chamber volume cause by depression, engine’s intake rotating functional chamber (i.e. available capacity) is filled with atmospheric air. Simultaneously to intake process, combustion gas cleaning (scavenging) process is being conducted in the engine air compaction rotating functional chamber, by the means of compaction-expant wing-piston 65. In order to conduct the process in housing- stator and compactor floaring ring, the channel 58 and 105, connecting the existing combustion chamber and outer rotor on path I of valve timing, will match with the air compressor channel 67 in the combustion chamber on path I of valve timing of outer rotor. As for the scavenging channel 57 of the combustion chamber on path II in the housing-stator and compaction floaring ring, it will match with the scavenging channel 87 of the combustion chamber on path II of valve timing of outer rotor. Scavenging products are transefer to intake functional chamber by the means of armospheric air. The process of filling the engine’s available capacity with atmospheric air and air compaction is completed when the compaction-expand wing-piston 65 reaches zero point (Fig.8). At this moment, by the means of injecting the fuel into compacted air (diesel cycle), or by injecting the fuel during compaction process and ignition after combustion chamber is closed (Otto cycle), in closed combustion chamber the combustion processes are being executed. After the compaction-expand wing-piston 65 starts movement from zero point in the shaft rotation direction, when in the channel 58 and 105 connecting the existing combustion chamber and outer rotor on path I of valve timing, will match with the expansion rotating functional chamber channel 63 deliverying the high pressure working fluid, on path I of valve timing, the power stroke begins. Simultaneously to power stroke process, intake -exhaust wing-piston 28 starts exhaustion of the combustion gasses into atmosphere by the means of combustion gas exhaust channel 95 on path IV of valve timing, matching with combustion gas exhaust channel 70 (Fig.9). Engines power stroke and combustion gas exhaustion process ends, when intake- exhaust wing-piston 28 reaches zero point (Fig.6). After the intake -exhaust wing-piston starts movement from zero point towards engine shaft movement direction, the engine’s intake rotating functional chamber is being filled with atmospheric air, air compaction (Fig.7) renewes in intake rotating functional chamber by the means of compaction-expand wing-piston and power stroke reocures. One power stroke cycle is being completed during one 360° shaft rotation. It shall be noted that in traditionall four stroke piston internal combustion engines, during 360° rotation of the crankshaft only two strokes are being completed (two piston strokes), as for the presented engine, during during 360° rotation of the shaft, all five strokes are being completed.

(US9528433B2, 04.04.2012 US 3451381A, 24.06.1969, US 3215129A, 15.02.1965 US3266470A, 13.09.1963 US 3132632A, 12.06.1961 RU2123123, 10.12.1998 RU2511812, 10.04.2014 RU2422652C2, 27.06.2011 RU2371586, 27.10.2009)

Claims

1. Rotary combustion engine, which consists of housing-stator with inner cylindriac surface and cover, with liquid cooling system channels, in housing we have two inner and outer rotors with rotation capacity, furthermore, the engine is equipped with combustion chamber, functional chamber, intake and exhaust manifold channels, the channel connecting combustion and functional chambers, the combustion gases from combustion chamber is being transferred to functional chamber by the exhaust channel and output shaft, is different from other engines by the fact that the outer rotor is placed in the housing centrally, and inner - out of round, also the number of pistols is two which are design as wing-pistols, one of which is designated for compaction-expansion, is mounted to the outer rotor and simultaneously by the means of dynamic coupling, is connected to internal rotor, another one is designated for intake - exhaustion, is placed on the output shaft and goes through internal rotor via ensured dynamic coupling and adjoined on the outer rotor’s internal surface by the means of slide capacity; moreover, the stated functional chamber is designed in the manner, which enables movement by the means of volume change in different zones and is formed by the space between outer rotor’s internal cylindrical surface, part of internal rotor’s outer cylindrical surface and pistols. The engine is additionally equipped with channeled floating ring, which is placed between outer rotor and housing-stator’s internal cylindrical surface space. Thermally expanded graphite elastic multiplexer element is located between housing-stator’s internal cylindrical surface and floating ring, moreover, between the cellular compaction element and outer rotor’s ouster surfaces is formed, at least, one path in order to ensure valve timing. The engine is also equipped with wedge mechanism, for compaction of radial cylindrical surface by the means of outer and inner rotor contact.

2. Engine based on Art.l is different by the fact that ouer and inner rotors are designed with same angular velocity rotation capacity.

3. Engine based on Art.1 is different by the fact that rotation centers of the kinematic couples of dynamic coupling between compaction-expansion and intake -exhaust wing-like pistols and internal rotors, are places at oc=90° angle to each other.

4. Engine based on Art.1 is different by the fact that it is equipped with four valve timing path, which are formed by five round slots on the outer rotor’s outer cylindrical surface, five humps with cellular structure are placed on the internal cylindrical surface of cellular compactor elements is placed in those slots, here more, valve timing is ensured when the ports and slots of outer rotor housing and its outer cylindrical surface matches with the corresponding ports on the housing-stator.

5. Engine based on Art.l is different by the fact that the compaction-expansion wing-like piston is hollow and connected to the outer rotor’s liquid cooling jacket.

6. Engine based on Art.l is different by the fact that the self-braking wedge mechanisms consists of transducer (definer) wedge mechanism actuator which transmits acting force, in order to ensure constant compaction of the outer and internal rotor’s radial contact surfaces of the assessment and control units.

7. Engine based on Art.l and 6 is different by the fact that the wedge mechanism force transducer (definer) is designed in the form of piezo element.

8. Engine based on Art.1 and 6 is different by the fact that the wedge mechanism is equipped with piezo element’s electric signal amplifier.

9. Engine based on Art.l and 6 is different by the fact that the wedge mechanism actuator is designed in the form of linear helical actuator and stepper electro motor.