WO2021176110A2

WO2021176110A2 - Rotary internal combustion engine

Info

Publication number: WO2021176110A2
Application number: PCT/ES2020/000029
Authority: WO
Inventors: Manuel Muñoz Saiz
Original assignee: Munoz Saiz Manuel
Priority date: 2019-04-29
Filing date: 2020-05-27
Publication date: 2021-09-10
Also published as: EP3964688A4; WO2021176110A3; EP3964688A2

Abstract

The invention relates to a rotary internal combustion engine, consisting of two or more interconnected cylindrical chambers inside of which rotate elliptical cylindrical rotors or cylindrical rotors with elliptical lobes or teeth, which mesh or engage interconnectedly with contiguous rotors, or with the lobes or teeth thereof, or with cavities disposed around same, but maintaining a separation of approximately 0.2-3 mm between the rotors and their cases, the rotors being synchronously actuated by gears or toothed belts. The rotors have conical, axial or mixed bearings, tiered support shafts, and seals between the joints of the cases and the joints of the cases with the shafts. The rotors or the lobes of the cylindrical rotors pull and compress the air suctioned and trapped between the rotor or lobes and the case of the main chamber, discharging it into the combustion chamber. The shafts can form a single piece with the rotors.

Description

INTERNAL COMBUSTION ROTARY ENGINES

FIELD OF THE INVENTION.- Thermal engines that use fossil fuels, bi-fuel, hydrogen or mixed, etc. Useful in hybrid vehicles due to its simplicity, low weight and size, being able to use the electric motor only in the city. STATE OF THE ART.- It is documented that up to 1910 more than 2000 rotary engines had been patented, only the Wankel engine having been partially successfully highlighted, which despite its advantages as a rotary presents difficulties in design, manufacture, maintenance, high cost, high oil consumption and is affected by wear, causing loss of fluidity over time, they need a very strict or delicate fuel application timing and the rotors and eccentric rotating elements generate vibrations or oscillations. Its rotational speed is limited to about 9000 rpm. Subsequently they have been studied mainly by Audi, Curtís Wright, Daimler-Benz, Ford, General Motors, John Deere, Mazda, NSU, Nissan and Rotary Power International among others. DESCRIPTION OF THE INVENTION.

Object of the invention.

Obtain a rotary engine useful in all types of vehicles in aviation, marine, rail, road and in general throughout the industry, which improves the characteristics of existing engines. By using a small gap between the casing and the teeth or lobes of the rotors, and high or medium rpm, there are no noticeable leaks, nor is lubrication needed in said internal area, and this engine can be considered as a hybrid, combination or intermediate step between reciprocating engines and gas turbines, providing and improving most of the advantages of both: simplicity, few elements, economy, resistance, reliability, high compression ratio, high power / weight ratio, high power, high performance, high thermodynamic efficiency (consumption / weight ratio), high revolutions, good fuel efficiency, exhaust gas energy recovery is very simple, without overlap between intake and exhaust, avoids mixing of gases with intake air, with a better , more perfect and ecological combustion and low emissions, easy or nil cooling, which admits large and very small dimensions, due to its simplicity, using the shaft and rotor As a single piece, only two pieces would be needed inside the chambers. Fig. 2. If you do not use valves, vanes, cams, alternative elements, or eccentric rotating elements, there are no oscillations, vibrations, knocking or friction, allowing very high rpm and the use of ceramic materials, magnesium and aluminum alloys with anodizing hard. To these advantages are added others typical of rotary engines. The pairs of rotors rotating in the opposite direction counteract gyroscopic effects, avoiding gyroscopic precession and vibrations. Even in the Wankel engine the rotors and other parts rotate eccentrically. For most of the advantages or properties mentioned this engine is unique and hard to beat.

Problems to solve

Today's engines are noisy, they produce vibrations, they have a lot of losses, they are heavy, they need many parts and maintenance, they produce a lot of pollution and therefore they are not very ecological. Rotaries such as the Wankel are highly affected by wear and tear and produce vibrations

The rotary internal combustion engine of the invention consists of using two or more interconnected cylindrical chambers, inside which cylindrical elliptical rotors rotate, or cylindrical rotors with elliptical, semi-elliptical, circular, semi-circular, or elliptical lobes, lobes or teeth, semi-elliptical, circular or semi-circular whose outermost peripheral zone has a curvature equal to that of the casing, trapezoidal or trapezoidal with their curved side faces, partially annular or cam-like, which mesh or interrelated with the rotors, or with the lobes or teeth of the rotors, contiguous or with cavities arranged around them, but maintaining a separation between them and their casings of between 0.2 and 3mm. approximately, actuated synchronously by means of gears, toothed belts or chains, located in an adjacent and independent gearbox external to the cylindrical chambers. With conical, axial or mixed bearings, stepped support shafts, and seals between the joints of the casings and of these with the shafts. The rotors or lobes of the cylindrical rotors drag and compress the air drawn in and trapped between said rotors or lobes and the main chamber casing, discharging it into the combustion chamber. The shafts can form a single piece with their rotors.

The teeth of the partially annular rotors mesh in cavities that are also partially annular of the adjoining rotors whose forward and / or reverse faces have a concave or convex curvature, that of the teeth of a conventional gear, the curvature reversed to that of the teeth. of said conventional gears, hook or claw shape, dovetail corner or circle segment.

Engines can be made up of:

One or more pairs of cylindrical chambers, of equal or different size with two rotors driven by two gears or toothed belts, one or more pairs of admission-compression, which can provide high pressures, which discharge in one or more exhaust expansion couples, said couples being interconnected: a) By a partition (29) with a through hole between both faces (29a), which serves for housing and / or transfer of the compressed fluid and to determine the moment of its phase shift and discharge in the next couple. One face carries the inlet orifice and the other the outlet of said orifice or housing chamber. The partitions can be formed by two halves inside which the hollow chamber with an inlet and an outlet orifice, b) Through external conduits sending continuous flow Fig. 9-14 and c) An opening or communication between the two chambers in its area central or similar to the motor of figural, I, 12, etc. A variant carries only one pair of chambers, figures 2 and 3, there is no partition, the two upper halves or portions produce the admission and compression of the mixture or air and at the end of the compression it is applied to the two lower halves or portions of expansion and escape at the time of the explosion and when the expansion begins. In the one in figure 2, the right hook produces the admission and the right following the compression. Similarly in the lower half one hook provides the expansion and the other the escapement. In this case, since they are single-lobe rotors, it is emptied and compensated internally.

Elliptical or cylindrical rotors with one or two peripheral lobes or cylindrical rotors with partially annular lobes that dovetail with other lobe rotors or with peripheral cavities can be used. Fig. 1 and 9 to 14. The rotors of every two pairs of rotors use two axes common to them.

The pressurized air can be sent through a conduit to a carburetor or mixing chamber at high or medium pressure from the compression chamber, discharging it into the combustion chamber through an intermediate chamber that acts as a valve. Preferably, pairs of rotors of different sizes will be used. The two pairs of each motor can be of a different type.

The discharge of the fluid under pressure from the first pair of rotors is done through one of the rotors that acts as a valve, it opens when the peripheral cavity of one of the rotors coincides or passes over the mouth of the outlet conduit. The second pair is out of phase so that the initial expansion-exhaust chamber coincides with the maximum compression flow outlet of the first. It can also have a selector valve between both pairs, or the discharge moment can be regulated through a channel made in one of the rotors of the second pair, which will allow discharge when the combustion-expansion chamber is of minimum dimensions. In all cases, the compressed air or mixture can be stored in an external chamber from which it is discharged into the combustion chamber at the moment when it is created or unblocked by the rotor.

The shafts are supported at each of their ends by a bearing. These bearings are supported axially on the steps of the rotor shafts and may protrude from the lateral faces of the chambers or may be internal to them.

The exit of gases from the exhaust chamber can be carried out a) Directly through some ports, b) Through the rotor that acts as a valve during its rotation or c) Through a conduit and through the intermediate storage chamber integrated in the rotor.

Secondary chambers can use cams instead of cylindrical rotors with peripheral cavities.

The engines can use fans or turbines in the uncovered inner central area of the chambers and rotors, useful to support and / or propel the aircraft, the blades of the fans act as support for the rotors, being attached to these and to the shafts.

Conventional, electronic, laser or glow plug ignitions are used in or next to the combustion chamber which can be blocked by the rotor itself, leaving them uncovered when the combustion chamber is created and / or the fuel is injected. . Instead of the filament plug, a filament whose material remains incandescent as a result of intermittent combustion can be used.

Materials with low coefficient of expansion, invar., Etc., and magnesium or aluminum alloys with small amounts of copper, silicon, magnesium and / or zinc can be used to which hard anodized aluminum oxide is applied, of approximately from 50 to 150 microns, these anodized ones produce one half integrated with the aluminum material and the other half as an external layer, providing in addition to its low weight, ease of manufacture and machining, great hardness, great resistance to abrasion and valid up to temperatures 2000 ° K. Advanced ceramic materials of high temperature, toughness and hardness can be used such as: Alumina (A2O3), Zirconia, (ZrO ?.), Silicon Carbide (SiC), Aluminum Titanate (AI2TIO5), Silicon Nitride, (SÍ3N4), etc. alloys of these with metals and for coatings. Aluminum, Silicon and even Zirconium will be used for their abundance and low cost. Hard anodized or ceramic coatings can be reinforced or thicker in higher temperature areas.

Asymmetric or single lobe rotors are fitted with higher density holes, drills or bolts for internal balancing or compensation, avoiding oscillations or vibrations, this can be done during manufacture.

Generally helical gears can be made of steel or thermoplastic materials and for higher temperatures thermosetting plastics reinforced and mixed, or not, with synthetic fibers, which reduce weight and noise.

Engines can use an overpressurized chamber between rotors and housings, and / or add a rotary valve over the intake and / or exhaust port, reducing leakage when the ports are plugged. Said overpressure chamber is especially useful on the rotor and intake port.

Rings, projections or projections of metal or semi-rigid material or high temperature polymer can be added around the intake port that act as gaskets, of the orifices at the ends of the ducts for the transfer of air or compressed mixture, in the sides and tangential edges of the teeth or lobes of the cylindrical rotors and in the vicinity of the edges of the rotors, and in the generatrices of the rotors and radially or diametrically at their bases, embedded in circular or shaped channels dovetail. In the case of rubbing, these wear without causing deterioration of the rubbing areas. These projections can be made of the same material as the rotors or ducts. They are very useful in compressor elements and between the ends of the ducts and the surface of the rotors where less separation can be allowed and can be manually adjustable from the outside making them mobile.

Engines that use a single valve or peripheral chamber and can produce intake-compression and expansion-exhaust in alternating cycles.

F.I high thermal insulation allows adiabatic operation, without heat transfer, which makes better use of the heat produced and does not need or reduces cooling, achieving higher performance.

Liquid or air cooling can also be used by adding fins.

The separation between the rotors and their casings can be set according to the materials used so that as the temperature increases the separations are adjusted to values between 0.2 and 3mm, for this, different materials can be used in the rotors and in their casings or by applying more cooling at certain points.

In engines, the pairs of rotors rotate in the opposite direction, compensating or balancing, and avoiding or counteracting their gyroscopic effect.

The bearings can be placed in the external zone of the main chambers separated by seals, retainers or gaskets.

In the lobes or teeth of the rotors and gears that are tongue-and-groove the lengths of its arches will be equal, being carried out in accordance with the Artobolevskí treatise. In this way, even if there is contact, there will be no friction.

At the junction of the gears or toothed belts with their shafts or of the teeth or lobes with their rotors, they may carry dovetail elements or fusible keys, which are divided or fractured in the event of seizure of the rotors or other elements.

The ducts can carry a check valve which opens by pressing the pressurized flow on a ball, bulen or reed, and closes by the effect of centrifugal force instead of a spring, for this it is convenient to direct the ducts radially or with a small inclination with respect to said radial direction.

Pressurized air can be transferred to the combustion chamber through the rotor and inside the shafts.

High temperature semi-liquid or pasty lubricants can be used in some areas between rotors and housings.

The ports are located peripherally and radially or on the sides of the chambers. The energy of the exhaust gases is recovered with turbines or turbochargers. A variant uses two pairs of cylindrical chambers, each with a rotor with a single tooth, both teeth are tongue-and-groove synchronously driven by two gears.

Two-stroke engines can be made, but it is not very practical since the four-stroke engines used in the present invention are very simple. You can add a flywheel. The system can be applied to engines with eccentric cylindrical rotors, to the Wankel engine and to the piston or reciprocating engines, removing segments, lubrication, etc. but it is not useful since the motors of the invention are simpler.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows a schematic and partially sectioned view of the body of an engine with improvements to the system of the invention.

Figures 2 to 3, 4, 5, and 9 to 14 show schematic and partially sectioned views of variants of pairs of intake-compression or expansion-exhaust chambers. Figure 3a shows a schematic and perspective view of the motor of Figure 3.

Figures 6, 7 and 8 show schematic views of rotary motor diagrams with external feedback circuits.

Figure 15 shows a schematic elevation view of a variant of motor as part of a fan

Figure 16 shows the duty cycle of one of the engines.

Figure 17 shows a schematic view of a variant with two pairs of chambers and their rotors.

MORE DETAILED DESCRIPTION OF THE INVENTION Figure I shows an embodiment of an engine with two pairs of chambers each with two cylindrical rotors with lobes and peripheral tongue and groove cavities, one for admission-compression (la and Ib) and the other for explosion-expansion-escape, (lf and Ig), separated by the partition (29) with a through hole between both faces, between the inlet hole (s) and the outlet hole (z) that serves for accommodation and / or transfer of the compressed fluid and to determine the moment of discharge in the next couple. Rotors or lobes are used as valves. The transfer between pairs can also be done through external conduits. Shows spark plug (7) and injector (18). The two gears (4) that support the two shafts of the four rotors, carry the cover (87) and the lower bearings in the figure, are covered with the casing (87a) and are valid for all motors with two chambers or pairs. of cameras. With such covers, only the retainer (91) may be required. The shafts carry the steps (20) and are supported on the bearings (19) and these on the covers (87, lf, lg) avoiding axial displacement of the rotors.

In order not to repeat, in all engines the rotors, lobes or teeth of the rotors drag and compress the air sucked in and trapped between the rotors or lobes and the main chamber casing, discharging it into the combustion chamber.

Figure 2 shows a motor similar to that of figure 1, it differs in that it carries two equal chambers (Im and In) and a double rotor in each one and without a separating partition. The rotor on the left consists of the upper cylindrical section (Rml) with the tooth (2p) that meshes in the upper section of the right or adjacent rotor (Rnl) between them, the compression intake chamber is created, and its lower cylindrical section (Rm2 ) in which the tooth (2q) of the lower section of the right or adjacent rotor (Rn2) engages between them, the expansion-exhaust chamber is created. The compressed air in the cavity by the tooth passes from the compression chamber to the explosion or expansion chamber through an opening in the central area as in Figures 10, 15 or 19, with the corresponding phase shift.

Figure 3 has only one couple of attached chambers, (lm and In) there is no separating partition between the intake-compression and expansion-exhaust zones, the two upper halves or portions (Rpl and Rql produce the admission and compression of the mixture or air and at the end of compression it is applied to the two lower halves or expansion portions and escape. The hook next to the intake chamber (Ca) produces the intake and the opposite of the same rotor the final compression (Fe) of the compression chamber (Ce). In a similar way in the lower half and with a phase shift with respect to the intake ones, one hook provides the expansion and the other the exhaust. In this case, since the rotors are single lobe, their masses are compensated internally and it is emptied to reduce weight or holes (30) are made. It shows the inlet nozzle (8) and the outlet nozzle (9) is in the exhaust expansion zone. The lobes can be similar to those of Figure 2A, even without the hooks at their ends.

Figure 3a shows the couple of attached chambers, (lm and In) of figure 20A, also without a separating partition, the two upper halves or portions (Rpl and Rql) produce the admission and compression of the mixture or air and at the end of the compression is applied to the two lower halves or portions Rp2 and Rq2). Shows the phase shift between the compression intake part and the exhaust expansion part.

The rotors of Figures 2 to 3a may be twisted in order to vary the final moment of compression with that of explosion or start of expansion.

Figure 4 shows a motor formed by two pairs of chambers with the bearings inside the rotors. The compression chamber is larger or larger than the exhaust expansion chamber, but it may be smaller. The partition wall carries the inlet (s) and the outlet (z) of the duct that connects the two pairs of rotors. You may only need the retainer (91).

Figure 5 shows a motor made up of two pairs of chambers with the bearings on the outside of the rotors. The compression chamber (la and Ib) is of greater dimension or volume than the exhaust expansion chamber (lf and lg). The partition wall carries the inlet (s) and the outlet (z) of the duct that connects the two pairs of rotors. The rotors (4) of the compression chamber act simultaneously as drive gears and together with their shafts (3) synchronize the movement of the four rotors. The bearings (19) are covered by the casing (87a) and rest on the steps or stops (20) of the shaft. The pair of rotors of the exhaust expansion chamber can be any of those used in the rest of the patent. Add the spark plug (7) and the injector (18). These need greasing in the gears or rotors of the compression chambers but they are not high temperature.

Figure 6 shows the cylindrical chambers of an engine (85) and the independent cover (87) of the gears (4) of an engine whose exhaust gases are applied to the centrifugal turbine (81) through the conduit (80) and with the axis (3a) common to both, is They reheat by recovering the energy of the gases.

Figure 7 shows the cylindrical chambers of an engine (85) and housing (87) of the toothed belt (24) of an engine whose exhaust gases are applied to the axial turbine (86) and through the shaft (3a) common to both are fed back, recovering the energy of the gases.

Figure 8 shows the cylindrical chambers of an engine (85) and the cover (87) of the gears (4) the exhaust gases (80) are applied to a turbocharger formed by a turbine (81) that drives the compressor (82) , which sends pressurized air through the duct (83) to a heat exchanger (84) and from this to the combustion chamber or carburetor (72), the energy of the exhaust gases compresses and sends the air to the intake the motor.

Figure 9 shows an engine formed by two pairs of chambers, the intake-compression pair with the main chamber (la) with a cylindrical rotor with one or two lobes and these the semi-rigid joints (2p) and a minor or secondary one (Ib ) with a rotor that has one or two peripheral cavities where the main chamber rotor lobe is housed during its rotation. The mixture or compressed air is discharged when the discharge duct is uncovered through the peripheral cavity of the chamber rotor (Ib), leading to the second pair of explosion-expansion-exhaust chambers (lf and lg), where ignition occurs with the spark plug (7). The rotors are compensated with bores (30) Figure 10 shows an engine formed by two pairs of chambers, the intake-compression pair (la. Ib), with a cylindrical rotor with two hook or claw-type lobes in chamber (la) with the gaskets (2q) and the other rotor with the cavities complementary to said hooks. The mixture or compressed air is discharged into the second pair of expansion-exhaust chambers, (lfy 1g) where ignition occurs by means of the spark plug (7).

Figure 11 shows an engine formed by two pairs of chambers, the intake-compression pair (la, Ib), with a cylindrical rotor with a hook or claw-type lobe in the chamber (la) with the seals (2q) and the other rotor with the cavity complementary to said hook. The mixture or compressed air is discharged into the second pair of expansion-exhaust chambers, (lf and lg) where the ignition occurs by means of the spark plug (7).

Figure 12 shows an engine formed by two pairs of chambers, the intake-compression pair with the main chamber (la) with a cylindrical rotor with a semicircular lobe and a minor or secondary (Ib) with a rotor with a peripheral cavity where the main rotor lobe is housed during its rotation. You can use two lobes and two cavities, the lobes can carry the semi-rigid joints (2r). They carry the balancing holes (30). The mixture or compressed air is discharged by (x) or by (y) when the discharge duct is opened through the peripheral cavity of the chamber rotor (Ib), leading to the second pair of explosion-expansion-escape chambers, (lf and lg). It is very efficient if the discharge is done in the combustion chamber (Ce) shown between the lobe and the rotors. Use two different types of rotor pairs.

In Figures 9 to 12, the compressed air exits from the compressor chamber through the lower left area of the chamber on the right so that the right rotor acts as a bypass valve. Unloading it synchronized in the combustion chamber.

Figure 13 shows an engine made up of two pairs of chambers, the intake-compression pair (la, Ib) with the chamber (la) with a cylindrical rotor with two partially annular lobes, each with faces or ends in the shape of a hook or claw. The compressed fluid is discharged into the second pair of explosion-expansion-exhaust chambers, (If, lg), igniting with a spark plug not shown in the figure.

Figure 14 shows an engine made up of two pairs of chambers, the two-chamber intake-compression pair, one with a four-lobed rotor and the other with six cavities for housing the lobes of the first, main or larger ( la) and minor (Ib). The mixture or compressed air is discharged into the second pair of explosion-expansion-exhaust chambers, (If and lg), where the ignition is produced by means of a spark plug not shown in the figure.

The chamber pairs in Figures 13 and 14 are more typical of continuous flow engines and may have a compression chamber and intermediate storage.

Figure 15 shows a two-chamber motor (Ir and It) similar to that used in figure 1, whose interior areas are uncovered and carry fans (53) whose blades are part of the rotors, being attached to these and to the shafts, rotating on their axes supported on the supports (54). It is valid to support and / or propel aircraft. Chambers and gears are fairings.

Figure 16 shows the duty cycle of these engines as a function of the pressure and volume applied to them, after admission adiabatic compression occurs, continuing the explosion of the applied air-fuel mixture (Qp) increasing the pressure to constant volume and then adiabatic expansion applying motive force and / or work to the rotor shaft. The exhaust yields part of the energy that has not been used (Qo) in the form of heat. Either its energy is fed back to the engine intake by means of a turbocharger or directly and mechanically to the shaft by means of a centrifugal or axial turbine.

Figure 17 shows two contiguous and interconnected cylindrical chambers (1m and 1n) with each other, inside which cylindrical rotors (Rm1 and Rn1) rotate tongue and groove Driven synchronized by two gears, with a single tooth each, in the first chamber the air drawn in through the nozzle (8) is compressed by the intake chamber (Ca), created between the rotor tooth and the casing, between the housing and the opposite side of the tooth compresses the air in the compression chamber (Ce), exiting through (Fe). The compressed air through the check limiting valve (29rs) passes to a temporary storage chamber (35) and from here it is sent synchronously to the explosion, expansion and exhaust chamber where the toothed rotors (Rm2 and Rn2).

Some eccentric or asymmetric rotors without compensation holes carry internal balancing or compensation, and this is done during manufacture.

The compression chambers of the engines of Figures 9 to 14 can be of different dimensions or volumes than those of the exhaust expansion, and in the continuous flow the rotors do not need to be synchronized, they can have an intermediate chamber and the outlet duct compression due to its small size facilitates compression.

The air is transferred from the maximum compression chamber to the combustion chamber or the minimum volume chamber of the exhaust expansion chamber, and its outlet and inlet ports or mouths are applied indistinctly on the front or side of the engines.

The motors use two identical gears. The angular velocity must be the same.

To reduce leakage noise the inlet and outlet nozzles can be covered with an attenuating housing. A manual adjustment can reduce the approach in the critical areas of the rotors. The rotors can be hollow to reduce the weight of the motors.

Claims

1. Rotary internal combustion engine of the type that uses one or more cylindrical chambers, inside which elliptical or cylindrical cylinder rotors rotate, consisting of two or more interconnected cylindrical chambers, inside which cylindrical or elliptical rotors rotate, or cylindrical with lobes or teeth which mesh or interrelated with the rotors, or with the lobes or teeth of the rotors, contiguous or with cavities arranged around them, but maintaining a separation between them and their casings of between 0.2 and 3mm.

2. Engine according to claim 1, characterized in that the teeth of the rotors are partially annular and mesh with cavities that are also partially annular of the adjacent rotors and their forward and / or reverse faces have the concave or convex curvature, that of the teeth of a conventional gear, the curvature reversed to that of the teeth of said conventional gears, hook or claw shape, dovetail corner or circle segment.

3. Engine according to claim I, characterized by using two main cylindrical chambers with two cylindrical rotors with one or two lobes or partially annular teeth, two gears or toothed belts, two ports, transferring the compressed air or mixture through an external conduit and the actuation of the rotors as valves, discharging at one end into cavities that the rotors have at one end of the compression and combustion-expansion-exhaust chambers.

4. Engine according to claim I, characterized by using pairs of chambers which are interconnected with external conduits, and with the appropriate phase shift using rotors or lobes as valves, external cams or through external conduits sending continuous flow.

5. Engine according to claim I, characterized by using a couple of attached chambers (Im and ln) and two rotors, one consists of an upper cylindrical section (Rml) with a tooth (2p) that meshes with the adjacent upper rotor section ( Rnl) providing between both the compression intake chamber, and its lower cylindrical section (Rm2) in which a tooth (2q) of the lower section of the contiguous rotor engages (Rn2) providing between both the expansion-exhaust chamber, the mixture or The compressed air passes from the compression chamber to the explosion or expansion chamber through an opening in the central area.

6. Engine according to claim I, characterized in that it uses only a couple of attached chambers, (Im and ln) there is no partition, the two upper halves or portions (Rpl and Rql) produce the admission and compression of the mixture or air and at the end of the Compression is applied to the two lower halves or portions of expansion and exhaust (Rp2 and Rq2) at the moment of the explosion and when they initiate expansion, a hook next to the intake chamber (Ca) produces the intake and the opposite thereof rotor the final compression (Fe) of the compression chamber (Ce), in a similar way in the lower half and with phase shift with respect to the intake one hook provides the expansion and the other the exhaust, in the single lobe rotors it is they compensate their masses internally and are emptied to reduce weight.

7. Engine according to claim 1, characterized in that the exhaust gases exit through radial peripheral ports or on the side faces of the cylindrical chambers.

8. Engine according to claim 1, characterized in that the exit of the exhaust gases from the expansion-exhaust chamber to the outside is carried out by means of the rotor that acts as a valve blocking the passage during its rotation.

9. Engine according to claim I, characterized in that the exhaust gases exit from the expansion-exhaust chamber to the outside through a conduit and through an intermediate storage chamber.

10. Engine according to claim I, characterized in that the engines use fans or turbines in the open interior area of the chambers and rotors useful to support and / or propel the aircraft, the blades of the fans support the rotors, being attached to these already the axes.

11. Engine according to claim I, characterized by having an internal recess (Ir) in a 30 ° arc of the liner (Ib) next to the combustion chamber.

12. Engine according to claim I, characterized in that balancing holes or bores are applied to the rotors with a single lobe.

13. Engine according to claim I, characterized in that the engines use an overpressurized chamber between the rotors and the casings.

14. Engine according to claim 1, characterized by adding rings, projections or projections of the same material or semi-rigid material, or high temperature polymer around the ports, of the orifices at the ends of the conduits for the transfer of] air or compressed mixture , on the sides and tangential edges of the teeth or lobes of the cylindrical rotors, in the vicinity of the edges of the rotors, and in the generatrices of the rotors and radially or diametrically at their bases, embedded in circular channels or in the shape of a dovetail that make joints.

15. Engine according to claim 1, characterized in that at the junction of the Gears with their shafts or the teeth or lobes with their rotors carry elements, keys or dovetails that act as fuses.

16. Engine according to claim I, characterized in that high temperature lubricants or pastes are used in the areas between rotors and housings.

17. Engine according to claim I, characterized in that the engines have two conduits that communicate sequentially with an intermediate chamber of one of the rotors so that it acts as a valve and separates the compression and expansion chamber.

18. Engine according to claim I, characterized in that the exhaust gases are applied to a turbine (81 and 86) and by means of a shaft (3a) common to both, the energy of the exhaust gases is fed back to the engine.

19. Engine according to claim I, characterized in that the exhaust gases are applied to a turbine (81) that drives a compressor (82), sending the pressurized air through a conduit (83) to a heat exchanger (84) and from this carburetor or combustion chamber.

20. Engine according to claim I, characterized in that pressurized air is sent through a conduit to a carburetor or mixing chamber at high or medium pressure from the compression chamber, discharging it into the combustion chamber through an intermediate chamber that acts as a valve.

21. Motor according to claim I, characterized in that the motors are made of materials with a low coefficient of expansion, invar and / or magnesium or aluminum alloys with small amounts of copper, silicon, magnesium and / or zinc to which they are applied hard anodized from approximately 50 to 150 microns, or by using ceramic materials: Alumina (A2O3), Zirconia, (ZrO2), Silicon Carbide (SiC), Aluminum Titanate (ΑΙ2TiΟ5), Silicon Nitride, (SÍ3N4), their alloys and / or coatings thereof, reinforced or thickened in higher temperature areas.

22. Engine according to claim I, characterized in that the bearings are placed external to the main chambers separated by seals, seals and / or gaskets.

23. Motor according to claim I, characterized in that the lobes or teeth of the rotors and tongue and groove gears have the same arc lengths.

24. Engine according to claim I. characterized in that the lobes or teeth of the rotors are elliptical, semi-elliptical. circular or semicircular.

25. Engine according to claim 1, characterized in that the lobes or teeth are elliptical, semi-elliptical, circular or semicircular, the outermost peripheral area of which has a curvature equal to that of the casing, trapezoidal or trapezoidal with their lateral faces. curved, partially annular or cam-like.

• 26. Engine according to claim 1, characterized in that the transmission means between shafts are: gears, toothed belts or chains located in a gearbox that is contiguous and independent external or internal to the cylindrical chambers.

27. Engine according to claim 1, characterized in that the rotors have their shafts staggered and supported with conical, axial or mixed bearings.

28. Engine according to claims I and 27, characterized in that between the joints of the casings and of these with the shafts, sealing gaskets and retainers are placed.

29. Engine according to claim I, characterized in that the lobes of the cylindrical rotors drag and compress the air sucked in and trapped between said lobes, the main chamber casing and the rotor, discharging it into the combustion chamber where conventional ignition is applied, electronic or laser, then passing to the expansion and exhaust chamber.

30. Engine according to claim 1, characterized in that the elliptical cylindrical rotors drag and compress the air sucked in and trapped between said rotors and the main chamber casing, discharging it into the combustion chamber where a conventional, electronic or laser ignition is applied, passing then to the expansion and exhaust chamber.

31. Motor according to claim 1, characterized in that the rotors consist of two gears, with a single tooth each

32. Engine according to claim 1. characterized in that the compressed air in the compression chamber is sent through a retention limiting valve to a temporary storage chamber and from here it is sent to the explosion, expansion and exhaust chamber.