WO2024003129A1

WO2024003129A1 - Rotary monobloc engine

Info

Publication number: WO2024003129A1
Application number: PCT/EP2023/067635
Authority: WO
Inventors: Reinhard Wollherr
Original assignee: Tv-Design U. Fs-Produktions Gmbh
Priority date: 2022-06-28
Filing date: 2023-06-28
Publication date: 2024-01-04
Also published as: EP4299878A1

Abstract

The invention relates to a rotary monobloc engine comprising: an engine block (11) with a receiving chamber (12) for a rotor (1), wherein the receiving chamber (12) has two lateral surfaces which are arranged in a mirror-symmetrical manner relative to each other and a circumferential surface (13) which connects the two lateral surfaces, and the circumferential surface (13) has an elliptical curvature in a direction parallel to the lateral surfaces, having a long ellipse axis and a short ellipse axis which runs perpendicularly thereto and which intersects the long ellipse axis at an intersection. Furthermore, axle receiving areas are provided centrally in the lateral surfaces at the intersection of the ellipse axes, and the lateral surfaces are equipped at least with openings of a channel (20) for supplying a combustion gas and a channel (21) for discharging exhaust gases as well as an ignition (22).

Description

The invention relates to a monoblock rotary engine.

Internal combustion engines, such as those used to drive vehicles such as automobiles, or as independent drive units, are predominantly designed as reciprocating piston engines. A piston arranged in a piston bore carries out a translational movement with a lower and an upper dead center. Essentially, a distinction is made between engines that are operated according to the Otto principle or the diesel principle. What both principles have in common is that an ignitable mixture is generated in a combustion chamber and compressed by the movement of the piston. The compressed ignitable mixture is then ignited. When the ignitable mixture is burned, the pressure in the combustion chamber increases, causing the piston to move in the opposite direction. The translational movement of the piston is converted into a rotational movement via the crankshaft, which can then be used to drive a vehicle, for example.

A translational movement is usually not usable for the continuous operation of devices, but must first be converted into a rotational movement. However, a great deal of mechanical effort is required to convert the translational movement of the piston into a rotational movement. Furthermore, the upward and downward movement of the pistons creates mass forces that must be balanced. This is done using balancing weights that, for example, rotate in the opposite direction to the movement of the piston. Furthermore, the arrangement of the cylinders can compensate for the mass forces. In a boxer engine, the mass forces cancel each other out. For in-line engines or In engines in which the cylinders are arranged in a V arrangement, the pistons are moved in a defined sequence at a time offset from one another in order to balance the mass forces and ensure that the engine runs very smoothly. Reciprocating engines have been known for more than 100 years, so there is a lot of experience in their design.

In the Wankel engine, the basic mode of operation of which is described in DE 952903, rotating rotors are used to convert the energy released during the combustion of an ignitable mixture into a rotational movement. Wankel engines are characterized by very smooth running, as only very low mass forces are generated by the movement of an eccentric. Furthermore, the Wankel engine requires significantly fewer moving parts than a reciprocating piston engine and can be designed to be very compact. The disadvantages of the Wankel engine are its high consumption and the sealing of the combustion chambers.

Trucks, cars, buses and construction vehicles need new solutions. Electric motors require a power supply. Batteries and fuel cells are suitable, but each also has clear disadvantages. One obstacle is that completely new value chains have to be created for them, not only in production, but also in maintenance and service as well as recycling.

The invention was based on the task of providing a motor that is very simple, has a compact structure and in which a rotational movement is generated in a simple manner. This task is solved with a monoblock rotary motor with the features of patent claim 1. Advantageous embodiments of the monoblock rotary motor are the subject of the dependent claims.

The monoblock rotary motor according to the invention essentially consists of an engine block with a receiving space in which a rotor rotates over the axis of which a rotational movement can be recorded. Pistons are provided in the rotor, which carry out an up and down movement, i.e. a translational movement, in piston bores arranged symmetrically opposite one another. One end of the pistons is supported on the wall of the receiving space. The receiving space has an elliptical surface, the curvature of which the piston follows with its adjacent end. In this way, the translational movement of the piston can be easily converted into a rotational movement of the rotor.

The monoblock rotary motor according to the invention comprises: an engine block with a receiving space for a rotor, the receiving space having two side surfaces arranged mirror-symmetrically to one another and a circulating surface connecting the two side surfaces, the circulating surface having an elliptical curvature in a direction parallel to the side surfaces, with a long elliptical axis and a short ellipse axis running perpendicular thereto, which crosses the long ellipse axis at a crossing point, and furthermore axis receptacles arranged centrally at the crossing point of the ellipse axes are provided in the side surfaces, and in the side surfaces there are at least openings of a channel for a supply of a fuel gas, a channel for a Exhaust gases and ignition are provided, a rotationally symmetrical rotor accommodated in the receiving space, the rotor having side surfaces which rest on the side surfaces of the receiving space, as well as a rotationally symmetrical peripheral surface connecting the side surfaces of the rotor, and a rotor axis arranged centrally in the side surfaces and which is accommodated in the axle receptacles of the engine block, where in the rotor at least one pair of piston bores arranged radially opposite the rotor axis are provided, which have an opening on the side of the rotationally symmetrical circumferential surface and are connected at the end region opposite the opening to a channel which leads to one of the side surfaces of the rotor and in an in The connection opening provided on the side surface opens out, the connection opening being arranged in such a way that when the rotor rotates, it coincides with the openings of the channel for supplying the fuel gas, the channel for discharging the exhaust gases and the ignition provided in the receiving space, and further A freely movable piston is provided in the piston bore, which rests on the piston bore with a sliding surface and is designed to carry out a translational movement in the piston bore, the piston further having a combustion chamber surface facing a first combustion chamber and an end of the piston opposite the combustion chamber surface Has a support surface, wherein the piston protrudes in an outward position with a section from the rotationally symmetrical circumferential surface and is supported with the support surface on the elliptical circumferential surface of the receiving space.

The monoblock rotary engine initially includes an engine block. This engine block is made of a suitable material, that can withstand the forces that occur and is sufficiently thermally resistant. Materials that are known from engine construction can be used, i.e. cast materials such as iron or steel or aluminum. However, other materials are also suitable, such as ceramic or carbon-ceramic materials.

According to a preferred embodiment, the monoblock rotary motor is made at least in sections from at least one ceramic or carbon-ceramic material.

A carbon structure made of suitable fine-grain graphite is highly thermally resilient and at the same time increases its strength with increasing temperature. This structure also offers excellent dry-running properties, even with ideal friction partners made from technical ceramics, for example in additive manufacturing, with sufficient humidity in the housing. If the engine is preferably operated with green hydrogen, sufficient humidity is always guaranteed in the engine during combustion.

According to a preferred embodiment, water injection is provided in the intake channel. This measure ensures internal cooling, avoids hot spots, increases efficiency and eliminates the need for your own cooler.

As a further advantage, this enables thermal insulation of the engine against heat losses on the engine walls.

The motoblock can be made massive. However, according to one embodiment, it is also possible to design the engine block in such a way that cavities or recesses are provided are so that a material or Weight savings can be achieved.

The engine block can be traversed by cooling lines to dissipate the heat released when the fuel is burned. Likewise, lubricating devices for lubricating bearings and channels for supplying the lubricating devices can be provided.

According to the invention, the engine block includes a receiving space for a rotor. The receiving space comprises two side surfaces arranged on opposite sides of the receiving space, in the center of which a receptacle is provided for a rotor axis of the rotor. The side surfaces can be flat and arranged parallel to one another. But it is also possible to provide the side surfaces with a curvature. The curvature is then designed in such a way that it is rotationally symmetrical to the axle mount, so that rotation of the rotor accommodated in the receiving space is possible. The side surfaces have an elliptical circumference.

Openings are also provided in the side surfaces, into which channels open, which serve to supply a fuel gas or to remove an exhaust gas produced after the combustion of the fuel gas. The channels are led through the engine block to the outside and, in the case of the exhaust gas, open into an exhaust pipe with which the exhaust gas is released into the environment and, in the case of the fuel gas, into a device in which the fuel gas is provided. Fuel gas is understood to mean a gaseous mixture of an oxygen-containing gas, for example air, and a gaseous fuel. A device in which the fuel gas is provided can, for example, be an injection with which liquid fuel is finely distributed in an air stream so that rapid evaporation occurs and. an ignitable fuel gas is obtained. It is also possible to use a carburetor in which air and liquid fuel are mixed to produce a fuel gas. If a gaseous fuel is used, such as natural gas or hydrogen gas, the fuel is mixed with air. For this purpose, for example, a swirl chamber can be provided in which the gaseous fuel and air are swirled.

The openings for supplying the fuel gas and discharging the exhaust gas can be arranged on the same side surface of the receiving space. However, it is also possible to arrange one of the openings on one side surface and the other opening on the opposite side surface.

Furthermore, an ignition is provided with which the fuel gas can be ignited. The ignition is arranged in a recess in the engine block, which ends with the side surface and extends into the engine block.

The ignition can be designed, for example, as a plasma pulse ignition with a capacitive spark plug or plasma jet ignition with a microwave technology spark plug or laser plasma ignition.

According to one embodiment, an antechamber can be provided, in which an injector for supplying the fuel gas and ignition, for example in the form of a spark plug, is provided. The ignition then takes place in the antechamber and The flame front then spreads into the combustion chamber filled with fuel gas.

According to a further embodiment, nozzle-shaped openings can be provided at one end of the antechamber, with which fan-shaped plasma jets can be generated, which open into an ignition channel which is connected to the combustion chamber. Openings for supplying the fuel gas and for discharging the exhaust gas and ignition are preferably arranged at the tips of a right-angled triangle, with the hypotenuse running between the inlet opening and the ignition and the outlet opening being arranged at the tip of the triangle.

According to one embodiment, inlet and outlet openings as well as ignition are arranged at the corners of an isosceles triangle, with the base running between the outlet opening and inlet opening and the ignition being arranged at the tip of the triangle.

The openings are arranged in such a way that when the rotor rotates, they are in line with the openings in the rotor for the inlet of the fuel gas or the outlet of the exhaust gas or The openings provided for the ignition are covered.

The two side surfaces of the receiving space are connected by a circulation surface. The circumferential surface is arranged essentially perpendicular to the side surfaces. The circumferential surface has a curvature in a direction parallel to the side surfaces, preferably the curvature of an ellipse. The curvature of the rotating surface corresponds to the movement of a piston during one revolution of the rotor in the

Piston bore. Like the ellipse, the circle as its special shape is completely symmetrical with the rotor axis at the intersection of the long and short axes as the basis for complete mass balance in rotation.

The circulation area can be flat. However, according to one embodiment, it is also possible to design the circumferential surface with a profile or a curvature perpendicular to the circumference of the circumferential surface. The curvature of the circulating surface corresponds at least in sections to the profile of a contact surface at one end of the piston, which is arranged in the rotor and carries out a translational movement. In this way, the piston can be guided and forces that can occur perpendicular to the direction of rotation of the rotor can be absorbed.

According to one embodiment, the sliding friction that occurs between the piston end and the circulating surface can be caused by a bearing ball on or in the piston end can be replaced by reduced rolling friction.

Particularly advantageously, according to one embodiment, the curved circumferential surface can be designed with coils for a magnetic field, the piston ends being equipped with a permanent magnet with the same polarity as in the circumferential surface. As a result, the piston ends float on the magnetic field without contact over the circulating surface. A particular advantage is that this configuration can be turned into a starter generator.

The recording space can be of any size. The dimension is determined by the intended use of the monobloc rotary engine, i.e. by the power that comes through the monoblock rotary motor should be made available.

The available power is determined, among other things, by the size of the combustion chambers. the size of the piston bores in which the freely movable pistons are accommodated is determined.

If the monoblock rotary motor is used, for example, to drive a passenger vehicle, e.g. B. a vehicle with a mass of up to approximately 2 tons, the receiving space measured in the direction of the longer axis of the ellipse suitably has a length in the range of 400 to 450 mm, according to a further embodiment in the range of 500 to 550 mm and according to yet another Embodiment has a length in the range of 600 to 650 mm. According to a further embodiment, the receiving space measured in the direction of the shorter axis of the ellipse has an extent in the range from 500 to 550 mm, according to a further embodiment an extent in the range from 400 to 450 mm and according to yet another embodiment an extent in the range from 300 to 350 mm on .

The difference in expansion in the direction of the longer and shorter axes of the ellipse corresponds to the stroke of the freely movable pistons arranged in the rotor.

The extent of the receiving space in a direction perpendicular to the side walls, i.e. in the direction of the axis of a rotor accommodated in the receiving space, essentially corresponds to the width of the rotor. According to one embodiment, the receiving space has an extent in the direction perpendicular to the side walls in the range of 310 to 360 mm, according to a further embodiment in the range of 250 to 300 mm, and According to yet another embodiment, an extent in the range of 170 to 220 mm.

The receiving space can be open to the outside of the engine block, so that pressure equalization between the receiving space and the environment is possible. In this way, an excess pressure that is in a closed recording room, for example. B. Easily avoid build-up due to temperature changes. For this purpose, corresponding holes can be provided in the engine block, which lead to expansion tanks or are connected to the environment.

According to one embodiment, a particularly small, compact embodiment of the engine can be connected to a hydrostatic accumulator via a hydraulic pump. The hydrostatic accumulator can in turn be connected to a drive and braking system that has hydraulic wheel motors for propulsion. When braking, the hydraulic wheel motors work as hydraulic pumps, so that almost all of the braking energy can be recuperated in the hydrostatic storage. The engine can then work at a constant speed and constant torque at the best point, intermittently without load changes, and recharge the hydrostatic accumulator as required. Modern hydraulic motors achieve efficiencies of 97 percent and can be controlled much more easily than electric motors using hydraulic transformers, while at the same time having a higher power density, which enables them to be used as wheel hub motors on all four wheels while reducing the unsprung masses compared to a conventional braking system. The compact, lightweight design of the engine can preferably be combined with a hydrogen solid fuel storage system. A rotor is accommodated in the receiving space of the engine block and can carry out a rotational movement about its axis in the receiving space.

The rotor is designed to be rotationally symmetrical about its axis and, according to a preferred embodiment, has the shape of a disk.

The rotor can be solid, i.e. constructed entirely from a suitable material. Suitable materials are materials known from engine construction, such as steel or aluminum. Ceramic materials, for example, are also suitable, in particular ceramic materials that have low thermal expansion and carbon ceramic materials with self-lubricating properties for dry running.

According to a preferred embodiment, the rotor is made at least in sections from ceramic and/or carbon-ceramic materials.

It is provided that at least the surfaces of the rotor that are in contact with other surfaces, in particular forming sliding surfaces, are made of the ceramic and/or carbon-ceramic material.

Such surfaces are in particular the side surfaces of the rotor, which come into contact with corresponding surfaces of the receiving space of the engine block, the surfaces of the piston bores in which the pistons are accommodated and carry out a lifting movement. According to a preferred embodiment, the rotor is constructed entirely of the ceramic and/or carbon-ceramic material. According to a further embodiment, the rotor can also have recesses, bores or cavities in its interior to save weight.

The rotor is dimensioned so that it can be accommodated in the recording room. Its width, i.e. the extent in the direction of the rotor axis, is essentially determined by the dimensions of the cylinder bores that are made in the rotor. The wall thickness of the cylinder bore is preferably chosen so that sufficient stability is ensured at the thinnest point in order to be able to absorb the forces that occur during operation of the monoblock rotary engine.

Furthermore, the width of the rotor is selected such that the rotor rests with its side surfaces on the side surfaces of the receiving space. A gap can be provided between the side surfaces of the rotor and the side surfaces of the receiving space into which lubricant or coolant can be introduced.

The diameter of the rotor, i.e. its extent perpendicular to the rotor axis, is chosen to be smaller than the shorter axis of the ellipse, which describes the curvature of the circumferential surface of the receiving space in the engine block.

According to one embodiment, the diameter of the rotor is chosen to be smaller than the shorter axis of the ellipse. According to one embodiment, the diameter of the rotor is 5 to 10% smaller than the shorter axis of the ellipse, according to a further embodiment, 7 to 15% shorter than the shorter axis of the ellipse, and according to yet another embodiment, 8 to 20% shorter as the shorter axis of the ellipse. Pistons are accommodated in the piston bores of the rotor, which carry out a translational movement, with a bottom dead center at which the piston is at the shortest distance from the rotor axis, and a top dead center at which the piston is at the greatest distance from the rotor axis.

The diameter of the rotor is selected so that the piston is guided securely in the piston bore at top dead center.

The side surfaces of the rotor are connected by a peripheral surface. The peripheral area corresponds to the circumference of the rotor. It is arranged essentially parallel to the rotor axis.

It is designed to be rotationally symmetrical, so that a uniform rotation of the rotor is achieved.

In the simplest case, the peripheral surface has a circular curvature in the direction of rotation. However, the peripheral surface can also have a profile in the direction of rotation, for example a wave profile.

In the simplest case, the peripheral surface can be flat perpendicular to the direction of rotation. According to one embodiment, the circumferential surface can also have a profile perpendicular to the direction of rotation. For example, the peripheral surface can have a curvature perpendicular to the direction of rotation, for example a circular or a parabolic curvature.

A rotation axis is provided centrally in the side surfaces of the rotor and is accommodated in the axle mounts of the engine block. The axis of rotation can be formed in one piece with the rotor. However, according to one embodiment, it is also possible to design the axis of rotation separately from the rotor and to fit the axis into a corresponding receiving opening in the rotor. Bearings can be provided in the axle mount, for example rollers or ball bearings, so that the rotor rotates in the axle mount without significant friction.

The rotor can rotate evenly and has no imbalance.

At least one pair of piston bores arranged radially to the rotor axis is provided in the rotor.

According to one embodiment, the piston bores lie on a common axis which runs perpendicular to the axis of rotation through the center of the rotor. The translational movement of the freely movable pistons accommodated in the piston bores then also takes place along this axis. The mass forces that result from the movement of the pistons in the piston bores cancel out when the pistons move in opposite directions. This ensures that the engine runs extremely smoothly.

According to one embodiment, the axes of the piston bores, along which the translational movement of the pistons takes place, are tilted relative to an axis that runs perpendicularly through the rotor axis and lies in the plane of rotation of the rotor. Only a small tilt angle is required. The tilt angle included between the two axes is selected in a range from 0.1 to 10° according to one embodiment, in the range from 0.5 to 5 according to a further embodiment, and in the range from 1 to 4° according to yet another embodiment.

The piston bores are each arranged in pairs, so that there is an even number of piston bores. According to a first embodiment, two piston bores are provided. The piston bores are arranged rotationally symmetrically to one another.

With two piston bores, the piston bores have swapped places after a rotation of 180°.

According to a further embodiment, 4 piston bores are provided. In this embodiment, the rotor must be rotated through an angle of 90° in order to align the position of the piston bores. If 6 piston bores are provided in the rotor, the rotor must be rotated by an angle of 60°. It is also possible to provide an even higher number of piston bores, for example 8, 10, 12 or 16 piston bores.

A design with four radial piston bores halves the distance from piston center to piston center. This allows smooth running to be increased and the torque curve to become even more even. This effect increases when an even higher number of piston bores are used and ensures extremely smooth running.

The piston bores can have a circular cross section. However, it is also possible to provide other cross sections, for example an oval cross section or an ellipsoidal cross section. The piston bores each have a constant cross section, so that a piston accommodated in the piston bore can carry out a translational movement in a freely movable manner. At the end facing the axis of rotation, which is exempt from the movement of the piston, the cross section of the piston bore can change and, for example, taper. As well the piston bore can taper at the end facing away from the axis of rotation.

The piston bores have an opening at the end facing away from the axis of rotation, i.e. on the side of the rotationally symmetrical peripheral surface.

According to one embodiment, the shape of the opening corresponds to the cross section of the piston accommodated in the piston bore. The piston can thereby protrude beyond the peripheral surface of the rotor at the top dead center of the translational movement, i.e. when the piston is at the greatest distance from the axis of rotation of the rotor.

However, it is also possible to make the opening smaller than the cross section of the piston. This is advantageous, for example, if the piston has a tapered section on the side facing away from the axis of rotation of the rotor, which is guided through the opening. The cross section of the opening then advantageously corresponds to the cross section of the tapered section. At the end of the tapered section, the support surface of the piston is arranged, with which the piston is supported on the circumferential surface of the receiving space arranged in the engine block.

Furthermore, the piston bore has an opening at an end section facing the axis of rotation, which leads to a channel which establishes a connection to an opening in the side surface of the rotor.

The opening provided in the piston bore is arranged in such a way that it is not closed by the piston when the piston arranged in the piston bore is at its bottom dead center, i.e. at the shortest distance from the axis of rotation. The opening can be in the side wall be arranged in the piston bore or in the terminal surface of the piston bore, which is arranged on the side of the rotation axis.

The connecting opening arranged in the side wall of the rotor, which is connected by a channel to the opening in the wall of the piston bore, is positioned so that when the rotor rotates, it communicates with the openings of the channel provided in the side wall of the receiving space of the engine block for the supply of the fuel gas, the channel for the removal of the exhaust gases and the ignition.

The opening in the side wall of the receiving space and the opening in the rotor therefore act as a rotary valve, which releases the passage of the channels at defined times in the work cycle, i.e. during the rotation of the rotor. At these times, fresh fuel gas can then flow into the combustion chamber, be ignited, or Exhaust gas is emitted.

If the opening in the side surface of the rotor coincides with the ignition, the compressed fuel gas contained in the combustion chamber is ignited. The ignition can be provided in the engine block. In this embodiment, only one ignition device or prechamber ignition is required for all pistons. But it is also possible to provide ignition in the rotor. In this case, contacts are provided on the side of the engine block, i.e. in the side wall of the receiving space, and on the side of the rotor, which come into contact during the rotation of the rotor and thus establish contact for ignition in the rotor. The monoblock rotary engine can also operate on the principle of a diesel engine. In this case there is no ignition or the devices intended for ignition.

A freely movable piston is arranged in the piston bore provided in the rotor. The piston rests with a contact surface on the wall of the piston bore. The contact surface is formed by the peripheral surface of the piston, with which the piston slides along the wall of the piston bore. The gap between the piston bore and the contact surface of the piston is designed to be gas-tight. A seal can be provided for this purpose. This can encompass the piston and run close to the wall of the piston bore. Alternatively, the gap can be chosen so narrow that a seal is achieved,

The piston is preferably made of a ceramic and/or a carbon-ceramic material. Such materials are, on the one hand, light and, on the other hand, show only little thermal expansion. Lubrication in the gap between the piston and the piston bore may therefore be possible. be waived.

The piston has a combustion chamber surface that faces a combustion chamber. The combustion chamber area corresponds to the area of the piston that faces the rotor axis. The combustion chamber is formed by the wall of the piston bore and the combustion chamber surface. Fuel gas can be introduced into the combustion chamber via the opening provided in the piston bore. Exhaust gas can be removed from the combustion chamber.

A support surface is arranged at the end of the piston opposite the combustion chamber surface. With the support surface, the piston can be supported on the circumferential surface of the receiving space formed in the engine block. Since the piston is freely movable in the piston bore, it can carry out a translational movement. This also changes the volume of the combustion chamber.

The piston is moved outwards by the centrifugal forces that occur when the rotor rotates and its support surface rests on the circumferential surface of the receiving space. The support surface of the piston can have a smaller size than the cross section of the piston. The support surface can also take the form of a line or a point.

The rotation of the rotor moves the support surface of the piston along the circumferential surface of the receiving space. Since the circulating surface has an elliptical curvature, meaning that the distance between the rotor axis and the circulating surface changes during the rotation of the rotor, a translational movement of the piston is also induced in the piston bore. The piston reaches a bottom dead center when the rotor is positioned in such a way that the support surface is at the location of the smallest diameter of the ellipse. The combustion surface of the piston is then at the smallest distance from the axis of rotation of the rotor and the combustion chamber is at its smallest volume. If the rotor continues to move, the support surface of the freely movable piston follows the curvature of the circumferential surface of the receiving space in the engine block. The distance of the piston's combustion surface from the rotor axis increases. This also increases the volume of the combustion chamber until the rotor is finally positioned so that the support surface of the piston reaches the location of the largest diameter of the elliptical circulating surface. This means that the combustion surface reaches its greatest distance from the axis of rotation and thus the combustion chamber reaches its largest volume and the piston reaches its top dead center. If the rotor continues to rotate, the distance between the rotor axis and the rotor axis increases The support surface of the piston, with which it rests on the elliptical circumferential surface of the receiving space, decreases again until a minimum of the volume of the combustion chamber is reached at the bottom dead center of the piston, that is, when the support surface of the piston reaches the location of the smallest diameter of the ellipse of the circumferential surface is . With a further rotation of the rotor, the volume of the combustion chamber increases again until the piston reaches its top dead center again, i.e. the combustion surface is once again at the greatest distance from the axis of rotation of the rotor and the combustion chamber reaches its maximum volume.

A rotation of the rotor can therefore be broken down into four work cycles. The combustion chamber reaches its minimum volume in two cycles and the piston reaches the bottom dead center of its translational movement and in two cycles the combustion chamber reaches its maximum volume and the piston reaches the top dead center of its translational movement.

The first work cycle begins when the piston reaches its bottom dead center. The support surface is located at the location of the circulating surface where the diameter of the ellipse has a minimum. At bottom dead center, the direction of movement of the piston in the piston bore reverses. If the rotor continues to move in the direction of rotation, the piston moves outwards away from the axis of rotation of the rotor, driven by the centrifugal force. The connecting opening of the channel to the combustion chamber provided in the side surface of the rotor coincides with the opening of the channel provided in the connecting space for supplying a fuel gas. This allows fuel gas to enter the combustion chamber from outside. The movement of the piston increases the volume of the combustion chamber and fuel gas flows into the combustion chamber. The fuel gas can be actively introduced into the piston, for example by the fuel gas or Parts of the fuel gas are previously compressed, for example by means of a compressor or a turbocharger, or are sucked into the combustion chamber by the movement of the piston.

Once the rotor has rotated through 90°, the support surface of the freely movable piston reaches the maximum distance from the rotor axis. The connecting opening of the channel to the combustion chamber provided in the side surface of the rotor has passed the opening of the channel provided in the connecting space for supplying a fuel gas and the supply of the fuel gas is therefore closed. The combustion chamber is now sealed from the outside. The second work cycle begins.

If the rotor continues to rotate, the connecting opening of the channel to the combustion chamber provided in the side surface of the rotor remains closed while the piston moves towards the rotor axis. The volume of the combustion chamber decreases until the support surface of the piston reaches the place on the elliptical path of the circulating surface at which the ellipse has its smallest diameter. The combustion chamber now has the smallest volume and the fuel gas reaches its maximum compression. The rotor has rotated another 90°. The third work cycle begins.

The connecting opening of the channel to the combustion chamber provided in the side surface of the rotor now reaches the ignition or ignition provided in the engine block. with the corresponding contacts, if the ignition device is provided in the rotor. An ignition is triggered and the fuel gas present in the combustion chamber explodes.

The explosion increases the pressure in the combustion chamber and the piston is pressed outwards away from the rotor axis. The pressure is passed on so that the pressure that the support surface of the piston exerts on the elliptical circumferential surface of the receiving space increases. As a result, the support surface of the piston moves on the elliptical circumferential surface of the receiving space towards the point at which the ellipse has a maximum diameter. Since the rotor has an inert mass, it moves past the bottom dead center of the piston and is accelerated. This acceleration is transferred to the rotor axis and can be picked up there.

The rotor continues to rotate through 90° until the support surface of the rotor reaches the point on the circumferential surface of the receiving space provided in the engine block at which the ellipse has the maximum diameter. The piston reaches its top dead center, where the combustion surface reaches its maximum distance from the rotor axis. The combustion chamber has reached its maximum volume. The fourth work cycle begins.

If the rotor continues to rotate in the direction of rotation, the support surface of the piston continues to move on the elliptical path of the circumferential surface of the receiving space provided in the engine block. As the diameter of the ellipse decreases, the piston is moved in the piston bore towards the rotor axis and the volume of the combustion chamber decreases.

The connecting opening of the channel to the combustion chamber provided in the side surface of the rotor now communicates with the opening of the channel provided in the engine block Removal of exhaust gases for cover. The connection between the combustion chamber and the channel for exhaust gases is released and the exhaust gas present in the combustion chamber can be expelled. The piston finally reaches bottom dead center, where the combustion surface has the smallest distance to the rotor axis and the combustion chamber has the smallest volume. This completes the fourth work cycle. The rotor has rotated through 360° and returns to its original position. A new work sequence begins with a first work cycle.

During operation, the pistons rotating in the piston bores in the rotor carry out opposing piston movements in pairs opposite each other by guiding the, preferably hemispherical, piston ends on the elliptical housing inner contour. Thanks to the symmetry, this ensures complete automatic mass balancing and extremely smooth running during rotation. During one rotor revolution, all cylinders and their pistons go through the four cycles one after the other according to the principle of the gasoline engine or diesel engine. This happens one after the other in a sequential order, i.e. H . in a configuration e.g. B. With four cylinders in the monoblock rotor, each cylinder has its piston in a different one of the four strokes. This means that in this case four work cycles take place within one rotor revolution. All that is required is a spark plug in the ignition channel and a gas injector in the intake channel with external mixture preparation. Direct gas injection for internal mixture preparation is also possible with an opposite axial bore for each cylinder for a gas direct injector in the gas injector channel on the opposite side of the housing. In the simplest embodiment, two piston bores are provided in the rotor. These can be converted into one another by rotating the rotor through an angle of 180°. The pistons of the pair move uniformly towards or away from the rotor axis.

This cancels out mass forces generated by the movement of the pistons. This means the engine runs very smoothly.

However, it is also possible to provide more than one pair of oppositely arranged piston bores in the rotor.

According to one embodiment, 4 piston bores are provided in the rotor, in each of which freely movable pistons are accommodated. According to one embodiment, the piston bores are arranged in the shape of a cross, i.e. H. Adjacent piston bores can be merged into one another by rotating the rotor through an angle of 90°.

The engine block can be designed as described above and does not require any additional channels for supplying the fuel gas, discharging the exhaust gas or the ignition.

A channel is provided on the rotor for each bore, which opens into a connection opening arranged on the side surface of the rotor.

But it is also possible to provide 3, 4 or even more pairs of piston bores. The piston bores are arranged in a star shape in the rotor. The piston bores are arranged rotationally symmetrically to one another.

The piston bores preferably have a circular cross section. But it is also possible to realize other cross sections, for example an oval cross section. The combustion chamber surface of the freely movable piston accommodated in the piston bore can be designed to be flat. However, it is also possible to make the combustion chamber surface curved or to provide raised structures on the combustion chamber surface, for example in order to induce a certain movement of the fuel gas in the combustion chamber.

As described above, the combustion chamber is filled with fuel gas or the removal of the exhaust gas from the combustion chamber is controlled via a rotary valve control in that the connection opening provided in the rotor is guided past the openings of the channel for the supply of the fuel gas and/or the channel for the removal of the exhaust gas provided in the side surfaces of the receiving space and thereby the connection to the combustion chamber.

This also applies to the ignition channel in which the active pre-chamber ignition with the possibly. At their end, plasma jets are fanned out over nozzle openings, which extend laterally far into the combustion chamber in order to ignite as many clusters as possible at the same time, in order to approach the ideal of constant-space combustion, especially for operation with hydrogen gas.

According to one embodiment, the openings in the side wall of the receiving space or the connecting opening in the side surface of the rotor are designed to be circular.

However, it is also possible to design the openings in a different shape. For example, the openings can be designed with a rectangular or oval circumference.

According to one embodiment, the openings of the channel provided in the side surfaces of the receiving space of the engine block are for the supply of the fuel gas and/or the channel designed as arcuate elongated holes for the removal of the exhaust gas.

According to one embodiment, the curvature of the elongated holes is circular. In this way, the opening provided in the rotor follows the shape of the elongated hole in the side wall of the receiving space.

However, it is also possible to design the connection opening of the rotor as an arcuate elongated hole. In this way, a longer period of time is also available per revolution for the supply or removal of the fuel gas or the exhaust gas.

The freely movable piston can be designed in such a way that the support surface is designed as a sliding surface that slides along the circumferential surface of the receiving space.

The friction between the support surface and the circulating surface can be reduced by providing a receptacle for a rotating body on the side of the supporting surface of the piston, in which a rotating body is accommodated and the piston is supported via the rotating body on the circulating surface of the receiving space in the engine block.

The rotating body then rolls along the circumferential surface of the receiving space.

The body of revolution can be a roller or a ball.

The spherical shape also allows the piston to move around its longitudinal axis. This causes the freely movable piston to “run in”.

The axis of the rolling body, around which it moves when moving on the circumferential surface of the receiving space, can lie on the longitudinal axis of the piston. The longitudinal axis of the piston and the rotation axis of the rotating body then intersect.

According to a further embodiment, the axis of rotation of the rotating body, viewed in the direction of rotation of the rotor, can also be arranged in front of or behind the longitudinal axis of the piston.

The piston is freely movable in the piston bore and is driven by the centrifugal force of the rotating rotor or pressed against the elliptical circumferential surface of the receiving space by the pressure created in the combustion chamber.

According to one embodiment, the longitudinal axis of the freely movable pistons, along which the translational movement of the pistons takes place, is tilted relative to the normal of the circumferential surface of the receiving space of the engine block.

If the support surface of the piston is pressed onto the circumferential surface of the receiving space provided in the engine block by the pressure developed during the combustion of the fuel gas in the combustion chamber, a force component tangential to the circumferential surface of the receiving space is obtained. This sets the rotor in rotation.

Only a small tilt angle is necessary to ensure placement and storage, for example. B. the ball as a rolling body at the end of the piston to support the rotational movement of the rotor in the direction of rotation.

If the motor is operated at a constant speed and constant torque at the best point, the tilt angle can be optimized with regard to the Coriolis force that occurs.

According to one embodiment, the tilt angle to the normal of the circulating surface is in a range of 0.1 to 10 °, according to one in a further embodiment in the range from 0.5 to 5, and according to yet another embodiment in the range from 1 to 4°.

Spark plugs can be used to ignite the fuel gas, as are known from conventional gasoline engines. According to a further embodiment, the ignition is designed as a plasma ignition.

Candles with an integrated capacitive subsystem are used in order to trigger an additional plasma pulse of preferably two to three nanoseconds with preferably around five megawatts thanks to the stored energy after reaching the flashover voltage with the ignition spark. Particularly advantageously, the ignition can also be carried out practically without wear as an already known pure plasma ignition. With the wide ignition limits, this engine can be operated lean and unthrottled.

According to one embodiment, the ignition arranged in the engine block can comprise an ignition channel in which the ignition is arranged. According to one embodiment, the ignition is designed as an active prechamber plasma ignition. According to one embodiment, the ignition is carried out with a capacitive plasma pulse spark plug or equipped with a plasma spark plug designed using miniaturized microwave technology, which sends the plasma jet fanned out in a jet shape at the end of the antechamber deep into the combustion chamber. In this way, complete, equispace-like combustion can be achieved in lean operation.

According to one embodiment, the antechamber contains ignition, for example a spark plug, and gas injector for the low Gas quantity of the pre-chamber ignition arranged close to one another in the pre-chamber.

According to a particularly preferred embodiment, the engine block and the rotor are constructed at least in sections from a diamond-like carbon material, with at least the surfaces of the receiving space, the rotor and the pistons, which rest on another surface, being formed from the diamond-like carbon material.

According to a further embodiment, the rotor and/or the engine block is constructed from the diamond-like carbon material.

The preferred diamond-like carbon material is also referred to as “isostatic graphite”.

Isostatic graphite is a fine-grain graphite for specific areas of application where the mechanical properties of other fine-grain graphites are not sufficient.

The term “isostatic graphite” stands for isostatically shaped graphite. This means that the raw material mixture is compacted into, for example, rectangular or round blocks in a so-called cold isostatic press (CIP).

Compared to other techniques, this technology can produce the most isotropic form of synthetic graphite. In addition, isostatic graphites generally have the smallest grain sizes of all artificial graphites.

Production of isostatic graphite began in the 1960s. This isostatic graphite is known, for example, from applications in the nuclear and metallurgical industries. Typical properties of isostatic graphite are:

- Extremely high thermal and chemical resistance

- Excellent resistance to temperature changes

- High electrical conductivity

- High thermal conductivity

- Increasing strength with increasing temperature

- Easy to edit

- Can be produced in very high purity < 5 ppm

Such a material is offered, for example, by SGL Carbon under the name SIGRAFINE®.

The density of isostatic graphite is preferably in the range of 1.7 to 1.86 kg/m ³ .

Isostatic graphite has a characteristic appearance. This can be done e.g. B. determine with the help of supervision microscopy

Isostatic graphite has a very high heat resistance and can be subjected to high thermal loads. Furthermore, it practically does not expand when heated. Surfaces made of isostatic graphite that slide past each other require no lubrication or cooling.

If both the walls of the piston bores and the contact surfaces of the pistons on the piston bores consist of isostatic graphite, the pistons can advantageously be designed without piston rings or oil scraper rings.

Lubrication is unnecessary when designed as a thermally insulated multiple expansion hydrogen engine as a zero-emission unit. According to one embodiment, the monoblock rotor and piston are therefore designed without lubrication.

The monoblock rotary engine can also be operated as a double-acting hot gas engine based on the Stirling principle analogous to Sir William Siemens' arrangement. For this purpose, double-acting pistons are each provided with piston rods that protrude radially from the monoblock rotor in a sealed manner and are guided by the inner contour of the elliptical housing. Further axial bores in the cylinders near the circumference of the rotor ensure gas guidance also on the underside of the double-acting pistons in cooperation with the corresponding additional inlet and outlet channels with the pocket-shaped recesses in the housing cover. The undersides of the pistons always work with the cool gas, which makes it easier to seal the piston rods leading out of the rotor. In the proven rotary valve control, each piston underside is now connected to the piston upper side of its neighboring cylinder via a cooler, regenerator and heater on the housing cover. This results in a perfect interaction with four cylinders with a 90 degree distance from cylinder center to cylinder center, whereby the common heater on the top of the housing can be operated with green hydrogen and/or very advantageously directly using solar thermal energy.

According to a further embodiment, it is provided that the piston on the side of the support surface tapers into an extension section, which is guided in a gas-tight manner through the peripheral surface of the rotor and which is supported with its end on the elliptical circumferential surface of the receiving space of the engine block. In particular, it is provided that on the side of the extension section a second combustion chamber, i.e. an expansion and compression space, is formed in the piston bore and the second combustion chamber, i.e. the expansion and. Compression space, connected to a transfer channel, which is preferably with a cooler or heater or Regenerator is connected to carry out the gas exchange, whereby a common heat source in the form of a pore burner can advantageously be used.

Thanks to its compact, lightweight design, smooth running, quiet operation and high efficiency, the monoblock rotary motor is ideal for use in road vehicles. The robust yet compact design of the monoblock rotary motor also offers itself as a cost-effective alternative to fuel cell heating and for combined heat and power in midi, mini and micro cogeneration plants. The advantageous use of additive manufacturing methods and the final shape production such as the pressed-to-size process (PTS) of the few moving engine components lead to major cost advantages even at relatively low quantities. This makes it possible to use the monoblock rotary engine to create mini and micro cogeneration plants that compete with gas condensing boilers and can replace them in the short to medium term with a steadily growing proportion of green hydrogen in the existing natural gas network for operation.

A further subject of the invention is therefore a method for providing a rotational movement, wherein a monoblock rotary engine as described above is provided, a fuel gas is introduced into the combustion chamber of the monoblock rotary engine and exploded. The fuel particularly preferably contains hydrogen gas.

It is particularly advantageous if pure oxygen is used to burn the fuel. For this purpose, already known MIEC membranes (Mixed Ionic Electronic Conductor) can be connected to the engine, which enable the selective separation of oxygen from the air. This means that only pure water vapor is produced as exhaust gas during combustion. In addition, there is always enough oxygen available for combustion. The hydrogen monoblock rotary engine is therefore the climate-neutral combustion engine.

The hydrogen engine fits almost perfectly into existing structures and replaces diesel and gasoline engines. While batteries and fuel cells increasingly wear out after a few years, the H2 engine can provide reliable service for decades. Dust, temperature fluctuations and harsh everyday use cannot harm it. For most applications, all of this should be the deciding factor in favor of the H2 engine, which also reaches and even exceeds the efficiency of the mobile fuel cell at high loads.

If the monoblock rotary motor is made of isostatic graphite, the operating temperature can be reached quickly.

Due to the sequential sequence of all cycles in the piston bores with their pistons, according to one embodiment, water can be injected into each cylinder after each exhaust cycle, which is immediately converted into steam, which expands while working and moves the pistons and the monoblock rotor. The water condensate from hydrogen combustion and water injection can be advantageously reused. The water injection also ensures that this “internal cooling” avoids hot spots where hydrogen gas could self-ignite when used.

A sensor for internal engine temperature monitoring can advantageously be coupled with the water injection in order to keep the temperature below the relatively high hydrogen ignition temperature.

Thermal insulation of the motor housing provided according to one embodiment can be very advantageous in order to minimize heat losses to the outside and further increase efficiency.

According to a further advantageous embodiment, particularly if complete thermal insulation of the motor housing is provided, a second monoblock rotary motor can be coupled to the shaft of the first as a pure expansion motor in such a way that the exhaust duct of the first motor is connected to the inlet duct of the second motor for additional expansion and to increase overall efficiency.

This makes it very advantageous to realize a thermally insulated multiple expansion engine (“TIME Engine”) for the first time.

The invention therefore also relates to a drive unit comprising two coupled monoblock rotary motors, as described above. A first monoblock rotary motor is designed as a high-pressure rotary motor and a second monoblock rotary motor is designed as a low-pressure rotary motor. The high-pressure motor is designed as a monoblock rotary motor, as described above. The low-pressure rotary engine is designed as a pure expansion engine.

The low-pressure rotary engine is essentially identical in construction to the high-pressure rotary engine. However, no fuel gas is supplied to the low-pressure engine but only the exhaust gas that was generated in the first monoblock rotary engine (high-pressure rotary engine) and which is still under a certain residual pressure. This residual pressure of the exhaust gas is used in the second monoblock rotary engine to convert the energy contained in the exhaust gas into rotation of the rotor of the second monoblock rotary engine. The second monoblock rotary engine therefore requires no ignition and no supply of fuel gas.

The first and second monoblock rotary motors are connected via a common drive shaft. The dimensioning of the expansion spaces of the second monoblock rotary engine results from the exhaust gas quantity of the first monoblock rotary engine and the residual pressure of the exhaust gas.

For this purpose, the exhaust gas discharge of the first monoblock rotary engine is connected to a gas supply of the second monoblock rotary engine, so that the exhaust gas from the first monoblock rotary engine is introduced into combustion chambers of the second monoblock rotary engine, which are designed as pure expansion spaces.

In this embodiment, together with a second rotor on the same shaft of the first, multiple expansion of the introduced exhaust gas flow advantageously takes place. These measures lead to an overall efficiency of well over 70 percent in this zero-emission hydrogen combustion engine. This makes it better than all known combustion engines and better than the fuel cell. According to a preferred embodiment, at least the first monoblock rotary engine is provided with thermal insulation, so that the heat generated in the monoblock rotary engine remains primarily in the exhaust gas and can be used to increase the residual pressure of the exhaust gas.

The invention is explained in more detail with reference to a drawing. The figures in the drawing show:

Fig. 1: a schematic three-dimensional representation of a rotor of the monoblock rotary motor;

Fig. 2: a schematic three-dimensional representation of a rotor of the monoblock rotary engine with pistons inserted;

Fig. 3: a schematic representation of a section through the engine block of the monoblock rotary engine with the rotor inserted;

Fig. 4: a schematic representation of a section through the engine block of the monoblock rotary engine with the rotor inserted, with parts of the side wall of the engine block with supply and discharge lines as well as ignition being shown;

Fig. 5: a schematic perspective view of the engine block of the monoblock rotary engine with the rotor inserted and parts of the side wall of the engine block with inlet and outlet lines as well as ignition in a partially exploded view;

Fig. 6: a schematic representation of a section through a rotor of the monoblock rotary engine with four pistons, the axis of a piston being tilted; Fig. 7: a schematic representation of a section through a rotor of the monoblock rotary engine with six pistons, the axis of a piston being tilted;

Fig. 8th: a schematic representation of a section through an antechamber ignition device

Fig. 9: a schematic representation of an embodiment as a Stirling engine;

Fig. 10: a schematic representation of the process for producing isostatic graphite.

Fig. 1 shows a disk-shaped rotor 1 with a circular circumference. The rotor has a peripheral surface 2 and side surfaces 3. Circular openings 4 of piston bores 5 are made in the peripheral surface 2. In the case shown in Fig. 1 illustrated embodiment, 4 piston bores are provided, of which in Fig. 1 two openings are visible.

Four openings 6 are provided in the side surfaces 3, which lead to a channel which is connected to the piston bores 5. A rotor axis 7 is provided centrally in the side surface 3, around which the rotor 1 can rotate.

Fig. 2 shows the rotor from Fig. 1, but pistons 8 are inserted into the piston bores 5. The pistons 8 have a circular cross section and are fitted precisely into the piston bores 8. The pistons 5 slide along the wall of the piston bore 5 with the sliding surfaces 9. In the case shown in Fig. 2, the pistons 8 can protrude beyond the peripheral surface 2 of the rotor 1. Support surfaces 10 are arranged on the end face of the pistons 9.

Rotor 1 and piston 8 are made of isostatic graphite. This means that there is no lubrication of the pistons 8 in the Piston bores 5 are required and the gap between the peripheral surface of the piston 8 and the piston bores 5 can be made very small.

Fig. 3 shows a longitudinal section through the engine block 11. A receiving space 12 is arranged in the engine block 11, which is delimited by an elliptical circumferential surface 13.

A rotor 1 is arranged centrally in the receiving space 12. Rotor 1 has a circular cross section and is delimited by peripheral surface 2. Rotor 1 rotates in the receiving space 12 about its rotor axis 7. Four piston bores 5 are provided in the rotor 1, the longitudinal axes of which each enclose an angle of 180° in pairs. Channels lead from the piston bores 5 to the side surfaces of the rotor 1 and open there into openings 6. Freely movable pistons 8 are inserted into the piston bores 5 and can carry out a translational movement in the piston bores 5 . The freely movable pistons 8 rest with their support surfaces 14 on the peripheral surface 13 of the receiving space 12 on the outer side facing away from the rotor axis 7. At the end of the piston 8 opposite the support surface, a combustion surface 15 is arranged, which forms a combustion chamber 16 with the piston bore 5.

The four pistons 8a, 8b, 8c and 8d are each in different work cycles. For further description it is assumed that rotor 1 rotates clockwise.

Piston 8a is at the beginning of the first work cycle. The piston 8a rests with its support surface 10 on the circumferential surface 13 of the receiving space 12, which is provided in the engine block 11. The combustion surface 15 has the smallest distance from the rotor axis 7 and the volume of the combustion chamber 16 has a minimum. The opening 6 is arranged so that it communicates with the channel provided in the engine block 11 for supplying the fuel gas (not shown).

If the rotor 1 rotates clockwise, i.e. H. in the representation of Fig. 3 to the right, the piston 8 in the piston bore 5 is pushed outwards by the centrifugal force, i.e. H . moves away from the rotor axis 7 and rests with its support surface 10 on the circulating surface 13 and slides along it. Since the distance between the rotor axis 7 and the circulating surface 13 increases, the piston 8 carries out a translational movement which is directed away from the rotor axis 7. This also increases the volume of the combustion chamber 16 and fuel gas is sucked into the combustion chamber 16 through the opening 6 and the adjacent channel (not shown).

Piston 8b shows the position in which piston 8b with its combustion surface 15 has reached the maximum distance from the rotor axis 7 or the combustion chamber 16 has its maximum volume.

The opening 6 of the channel running inside the rotor 1 to the combustion chamber 16 has passed the opening provided in the receiving space (not shown) for supplying fuel gas (not shown) and the opening 6 rests on the side wall of the receiving space (not shown) and is locked . If the rotor continues to move clockwise, the opening 6 slides further along the side wall of the receiving space and remains closed. The piston 8 continues to slide with its support surface 10 along the circumferential surface 13 of the receiving space in the engine block. As a result, piston 8 moves towards the rotor axis 7 and the volume of combustion chamber 16 decreases, i.e. H . The fuel gas contained in the combustion chamber 16 is compressed. Through the im As pressure increases in the combustion chamber 16, the support surface 10 is pressed more firmly against the circulating surface 13 until the piston finally reaches the position of the piston 8c.

In the position of the piston 8c, the piston and thus also the combustion surface 15 have again reached the smallest distance from the rotor axis 7. The volume of the combustion chamber 16 reaches a minimum and the fuel gas contained in the combustion chamber 16 is at its highest compression. The opening 6 of the channel leading to the combustion chamber 16 slides along the side surface of the receiving space arranged in the engine block 11, so that the combustion chamber 16 remains closed.

During further clockwise rotation, opening 6 coincides with the ignition (not shown) arranged in the engine block 11 and the compressed mixture contained in the combustion chamber 16 is ignited and exploded. As a result, the pressure in the combustion chamber 16 increases sharply and the piston 8 is pressed with its support surface 10 against the circulating surface 13. Due to the component of the force running tangentially to the rotating surface, the rotor is accelerated clockwise and moves into a position that is represented by the piston 8d.

In the position represented by piston 8d, the combustion surface 15 again reaches its greatest distance from the rotor axis 7 and the combustion chamber 16 reaches its maximum volume. The opening 6 of the channel (not shown) running inside the piston 8 to the combustion chamber 16 is closed.

If the rotor 1 continues to rotate clockwise, the opening 6 coincides with the opening (not shown) of the exhaust gas duct arranged in the side surface of the receiving space 12 and it A connection is established between combustion chamber 16 and the environment.

The piston 8 rests with its support surface 10 on the circumferential surface 13 of the receiving space 12. Since the distance between the circulating surface 13 and the rotor axis 7 decreases, the piston 8 is moved in the direction of the rotor axis 7 and the exhaust gas produced during the combustion of the fuel gas is expelled until the rotor finally reaches a position again which corresponds to the starting position and in which the piston assumes the position marked by 8a. The opening 6 has moved past the opening for exhaust gas removal provided in the side wall of the receiving space 12 and is closed again by the side wall of the receiving space 12 .

In Fig. 4 shows a section of the side wall of the receiving space 12, which is formed by a side plate 17. Two arcuate elongated holes 18, 19 are provided in the side plate 17, with elongated hole 18 opening into a fuel gas supply 20 arranged in the engine block and elongated hole 19 opening into an exhaust gas outlet 21 arranged in the engine block. Furthermore, an opening 22 is provided for ignition.

The elongated holes 18, 19 are arranged in such a way that they coincide with the openings 6 (not shown) of the rotor 1 during a revolution of the rotor 1 and provide a connection between the fuel gas supply 20, the ignition opening 22 or Exhaust gas discharge 21 and combustion chamber 16 are produced.

Elongated hole 18 is arranged so that it spans the segment of the side surface between positions 8a and 8b of piston 8 . Elongated hole 19 is arranged so that it spans the segment between positions 8d and 8a and Ignition opening 22 is arranged so that in position 8c of piston 8 it coincides with opening 6 of the rotor. In this way, fuel gas is sucked in over the entire piston stroke. Exhaust gas emitted. Ignition of the fuel gas occurs at the point of piston movement when the fuel gas has the highest compression.

Fig. 5 shows a perspective view of the monoblock rotary engine, with the parts of the engine shown in a partially exploded view.

A rotor 1 is inserted into a receiving space 12 of the engine block 11. For better visibility, the rotor 1 is raised slightly and therefore protrudes beyond the surface of the engine block 11, which is aligned with the end of the receiving space. Four openings 6 are arranged around the rotor axis 7 and communicate with the piston bores arranged in the rotor. Channels for the fuel gas supply 20, the exhaust gas discharge 21 and an ignition chamber 22 are arranged around the rotor axis 7 or the rotor axis receptacle (not shown) in the engine block 1 (not shown), via which, as described above, the fuel gas is fed into the combustion chamber and the exhaust gas is discharged the combustion chamber is discharged or the compressed fuel gas is ignited.

Figures 6 and 7 each show a section through rotors 1 as used in the monoblock rotary motor according to the invention.

In the case shown in Fig. 6, a rotor 1 is shown, in which four piston bores 5 are provided. The piston bores 5 are arranged rotationally symmetrically to the rotor axis 7. In three of the piston bores 5a to 5c, the piston longitudinal axis 37 coincides with the normal 36 circulation area together. If pistons (not shown) are inserted into the piston bores 5, they move in a star shape away from the rotor axis 7 or towards it during the translational movement.

The piston bore 5d is arranged, for example, in such a way that the piston longitudinal axis 37 is tilted relative to the normal 36 of the circulating surface and forms an angle with it.

In the case shown in Fig. 7 shown. Embodiment, a rotor 1 is shown, in which six piston bores 5a to 5f are provided. The piston bores 5 are arranged rotationally symmetrically to the rotor axis 7. In five of the piston bores 5a to 5e, the piston longitudinal axis 37 coincides with the normal 36 of the circulating surface. If pistons (not shown) are inserted into the piston bores 5, they move in a star shape away from the rotor axis 7 during the translational movement. towards this.

The piston bore 5f is arranged, for example, in such a way that the piston longitudinal axis 37 is tilted relative to the normal 36 of the circulating surface and forms an angle with it.

Fig. 8 shows schematically a section through an antechamber ignition, as can be used in the monoblock rotor rotary engine according to the invention. For this purpose, an antechamber 38 is provided, which can be connected to the combustion chamber (not shown) via a channel. For this purpose, the antechamber 38 opens into an opening through which the antechamber can be connected to the combustion chamber formed in the rotor. The nozzle of an injection device 39 opens into the antechamber 38 , via which a small amount of fuel, for example hydrogen gas, can be injected into the antechamber 38 . The amount of fuel injected can be controlled via a piezo element, for example. Next to the nozzle of the injection device, the spark gap of a spark plug 40 is arranged, with which the combustible mixture injected into the antechamber can be ignited. A flame front is created that moves into the combustion chamber.

Fig. 9 shows an embodiment of the monoblock rotary engine as a Stirling engine with a heater with large heating fins, a regenerator as a dark middle part and a cooler with small cooling fins.

Fig. 10 shows the manufacturing process for isostatic graphite, from which the rotor, piston bores, piston and engine block are preferably constructed.

The manufacturing processes for synthetic graphite are comparable to those of ceramic materials. The solid raw materials coke 24 and graphite 25 are ground in a grinder 26 and mixed in mixing units 27 with carbon-containing binders 28 such as. B. Pitch mixed into a homogeneous mass. This is followed by the shaping. There are different methods 29 available for this: isostatic pressing, extrusion, vibration compaction or die pressing.

The pressed "green" shaped bodies are then carbonized in a kiln 30 at 800 to 1200 °C with the exclusion of oxygen at around 1000 ° C and repeatedly impregnated with pitch in an impregnation device 31. In this process, binder bridges form between the solid particles. Graphitization - the second thermal processing step - takes place in a graphitizing furnace 32. The amorphous carbon is at around 3. 000 °C converted into three-dimensionally ordered graphite.

The graphitized molded bodies are then mechanically processed 33 to form complex components. Optionally, these can be carried out by further cleaning processes 34 and coating steps 35 such as. B. can be additionally refined with a silicon carbide (Sie) coating.

Reference symbols

Rotor 30 oven

Circumferential surface 31 impregnation device

Side surface 32 graphitizing furnace

Opening 33 Mechanical

Piston bore machining

Openings 34 cleaning

Rotor axle 35 SiC coating

Piston 36 Normal the

Sliding surfaces circulating surface

Support surface 37 piston longitudinal axis

Engine block 38 antechamber

Receiving space 39 injection device circulating surface 40 spark plug

Support surface

focal surface

combustion chamber

Side plate

Long hole

Fuel gas supply

Long hole

Exhaust gas evacuation

Fuel gas routing

Exhaust gas evacuation

Ignition opening

ignition chamber

coke

graphite

grinder

Mixing unit

Bad luck

Press

Claims

Block rotary engine comprising: an engine block (11) with a receiving space (12) for a rotor (1), the receiving space (12) having two side surfaces arranged mirror-symmetrically to one another and a circumferential surface (13) connecting the two side surfaces, the circumferential surface (13 ) has an elliptical curvature in a direction parallel to the side surfaces, with a long ellipse axis and a short ellipse axis running perpendicular thereto, which crosses the long ellipse axis at an intersection point, and furthermore axis receptacles arranged centrally at the intersection point of the ellipse axes are provided in the side surfaces, and in the side surfaces at least openings of a channel (20) for supplying a fuel gas, a channel (21) for discharging exhaust gases and an ignition (22) are provided, a rotationally symmetrical rotor (1) accommodated in the receiving space, the rotor having side surfaces ( 3), which rest on the side surfaces of the receiving space (12), as well as a rotationally symmetrical peripheral surface (2) connecting the side surfaces (3) of the rotor (1), and a rotor axis (7) arranged centrally in the side surfaces (3). is accommodated in the axle mounts of the engine block (11), with at least one pair of piston bores (5) arranged radially opposite the rotor axis (7) being provided in the rotor (1), which have an opening (4) on the side of the rotationally symmetrical peripheral surface (2). ) and connected to a channel at the end region opposite the opening which leads to one of the side surfaces (3) of the rotor (1) and opens into a connection opening (6) provided in the side surface (3), the connection opening (6) being arranged in such a way that when the rotor ( 1) with the openings provided in the receiving space of the channel (20) for supplying the fuel gas, the channel (21) for discharging the exhaust gases and the ignition (22), and further in the piston bore (5) a freely movable one Piston (8) is provided, which rests with a sliding surface (9) on the piston bore (5) and is designed to carry out a translational movement in the piston bore (5), the piston (8) also having a first combustion chamber (16 ) facing the combustion chamber surface (15) and a support surface (10) arranged at the end of the piston (8) opposite the combustion chamber surface (15), the piston (8) protruding in an outward position with a section from the rotationally symmetrical peripheral surface (2) and supported with the support surface (10) on the elliptical circumferential surface (13) of the receiving space (12). Monoblock rotary engine according to claim 1, wherein the rotor (1) has two pairs of piston bores (5), and the piston bores (5) are arranged crosswise around the axis (7) of the rotor (1). Monoblock rotary engine according to claim 1 or 2, wherein the openings of the channel (20) for supplying the fuel gas and/or the channel (21) for discharging the exhaust gas provided in the side surfaces of the receiving space of the engine block (11) are in the form of arcuate elongated holes (18, 19) are trained. Monoblock rotary motor according to one of the preceding claims, wherein the connection opening of the rotor (1) is designed as an arcuate elongated hole. Monoblock rotary engine according to one of the preceding claims, wherein on the side of the support surface (10) of the piston (8) there is a receptacle for a rotating body, in which a rotating body is accommodated and the piston (8) is located over the rotating body on the rotating surface (13 ) of the receiving space (12) in the engine block (11). Monoblock rotary motor according to claim 5, wherein the rotating body is a roller or a ball. Monoblock rotary engine according to one of the preceding claims, wherein the ignition is designed as a plasma ignition. Monoblock rotary engine according to one of the preceding claims, wherein the engine block (11) and the rotor (1) are constructed at least in sections from a diamond-like carbon material, at least the surfaces of the receiving space, the rotor (1) and the piston (8) being on rest on another surface formed from the diamond-like carbon material. Monoblock rotary motor according to one of the preceding claims, wherein the monoblock rotor (1) and the pistons (8) are designed without lubrication. Monoblock rotary engine according to one of the preceding claims, wherein the piston (8) on the side of the support surface (10) tapers to an extension section which is guided in a gas-tight manner through the peripheral surface (2) of the rotor (1) and which has its end on the elliptical circulating surface (13) of the receiving space (12) of the engine block (11). A monobloc rotary engine according to claim 9, wherein on the extension portion side, a second combustion chamber is formed in the piston bore, and the second combustion chamber is connected to a transfer passage. Drive unit comprising two coupled monoblock rotary motors, a first monoblock rotary motor being designed as a high-pressure rotary motor and a second monoblock rotary motor being designed as a low-pressure rotary motor, the high-pressure rotary motor being designed as a monoblock rotary motor according to one of claims 1 to 11, and the low-pressure rotary motor being designed as a pure expansion motor, the first and second monoblock rotary engine are connected via a common drive shaft and furthermore the exhaust gas discharge of the first monoblock rotary engine is connected to a gas supply of the second monoblock rotary engine, so that the exhaust gas of the first monoblock rotary engine is introduced into combustion chambers of the second monoblock rotary engine, which are designed as pure expansion spaces. Drive unit according to claim 12, wherein at least the first monoblock rotary motor is thermally encapsulated. Method for providing a rotational movement, wherein a monoblock rotary engine is provided according to one of claims 1 to 13, a fuel gas is introduced into the combustion chamber of the monoblock rotary engine and exploded. The method according to claim 14, wherein the fuel gas contains hydrogen gas.