EP2391801A2 - Rotary engine with a circular rotor - Google Patents
Rotary engine with a circular rotorInfo
- Publication number
- EP2391801A2 EP2391801A2 EP09740176A EP09740176A EP2391801A2 EP 2391801 A2 EP2391801 A2 EP 2391801A2 EP 09740176 A EP09740176 A EP 09740176A EP 09740176 A EP09740176 A EP 09740176A EP 2391801 A2 EP2391801 A2 EP 2391801A2
- Authority
- EP
- European Patent Office
- Prior art keywords
- rotor
- stator
- engine
- compression
- pistons
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C3/00—Rotary-piston machines or engines with non-parallel axes of movement of co-operating members
- F01C3/02—Rotary-piston machines or engines with non-parallel axes of movement of co-operating members the axes being arranged at an angle of 90 degrees
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01C—ROTARY-PISTON OR OSCILLATING-PISTON MACHINES OR ENGINES
- F01C11/00—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type
- F01C11/002—Combinations of two or more machines or engines, each being of rotary-piston or oscillating-piston type of similar working principle
Definitions
- the present invention relates to rotary engines with gasoline or compressed air based on the rotational movement of a rotor, and relates in particular to a rotary motor with a circular rotor.
- the engines of the vehicles used today are internal combustion engines comprising reciprocating pistons in which the engine force is produced by the explosion of a mixture of air and fuel such as fuel. petrol.
- Each piston that is in a cylinder is pushed violently by the explosion ert causes the rotation of a crankshaft via a connecting rod.
- these engines have a major disadvantage that the stroke of the piston in the cylinder is limited to about 8 cm.
- the lever arm of the crankshaft is limited to about 4 cm, and therefore, all the motor force is on these 4 cm of the lever arm, which significantly limits the engine torque.
- the rotary engine has a slightly more complex operation than the traditional piston engine. Unlike an internal combustion engine that operates through pistons, the rotary engine uses a rotor. Unlike the internal combustion engine, the rotary engine has neither crankshaft nor crankshaft. There are advantages to using a rotary engine rather than the reciprocating engine. First, this engine having no reciprocating parts, its balancing is excellent, which ensures a private operation of vibrations, thereby limiting the noise level regardless of the speed of rotation. Then, this engine causes less vibration since all the parts follow the same path, because they turn in the same direction. In addition, since there are fewer moving parts in the engine, the rotary motor is more reliable.
- a known engine of this type includes a rotor that orbits within an oval-shaped housing.
- the main element of this engine, the rotor is a triangular object flanked in the center of the engine. This rotor performs an almost oval orbit inside the housing called stator. At each rotation, the ends of the rotor are always in contact with the stator. These contacts thus form the compression chambers, three in all.
- a crank consisting of two toothed gears: one large and one small. The large gear couples with the small gear to define the rotor path in the crankcase.
- the object of the invention is to provide a rotary rotor rotating motor around a stator and having a perfect seal that does not require the use of a lubricant.
- Another object of the invention is to provide a rotary rotor rotating motor around a stator and allowing a motor torque depending on the diameter of the rotor and much larger than that of existing engines
- the object of the invention is therefore a rotary motor comprising a circular stator, a circular rotor rotating around the stator, the rotor and the stator being separated by a circular cylinder, and at least one element with 2 flanges.
- the rotor comprises two compression pistons attached to the inner surface of the rotor, these two pistons being located at the two ends of a first diameter of the rotor and kept substantially in contact with the outer surface of the stator.
- the stator comprises a recess at each end of a diameter, each recess forming a compression chamber with the compression piston at the end of the recess in the direction of rotation of the rotor and one of the flanges of the element 2 flanges said cheek flange, the motor force being applied to the compression piston when the pressure of the gases inside the compression chamber is suddenly raised to a determined value.
- the engine according to the invention is used as a combustion engine in which each of the recesses comprises a fuel delivery pipe and a spark plug, the fuel being injected into the compression chamber.
- each of the recesses comprises a fuel delivery pipe and a spark plug, the fuel being injected into the compression chamber.
- the fuel delivery pipe when the compression piston is in front of the recess and that the transit flanges and yoke of the flanged element are closed, and the spark plug being activated when the compression piston is at the end of the compression chamber, the transit flange being open, so that the explosion of the mixture of air and gasoline in the compression chamber produces the motor force on the compression piston.
- the motor according to the invention is used as a compressed air motor.
- each of the recesses comprises a compressed air supply pipe, the compressed air being injected into the compression chamber associated with each recess when the compression piston is at the end of the compression chamber, the transit flange being open, so as to produce the same motor force as the explosion of the mixture of air and gasoline of the same engine.
- FIGS. 1A, 1B, 1C and 1D are sectional views of the motor showing each of the components of the invention. motor for 4 successive positions of the engine when the latter has rotated in each position by 90 ° counterclockwise with respect to the previous position;
- Figure 2 is a perspective view of the element with 2 flanges;
- FIGS. 3A, 3B and 3C are sectional views showing the progression of the compression piston in the compression chamber from its entry into the chamber until the explosion of the mixture of air and gasoline;
- FIG. 4 is a sectional view of the motor perpendicular to the section of FIG. 1A showing the rotor surrounding the stator and the 2 flanged elements as well as driving these elements by a belt from the axis of the rotor.
- the rotary engine in which the engine is an internal combustion engine represented in FIGS. 1A, 1B, 1C and 1D comprises a stator 10 around which a rotor 12 rotates. is rotated anti-clockwise about an axis 13. The stator and the rotor are separated by a space constituting the cylinder.
- the engine comprises four pistons fixed to the inner surface of the rotor 12: two compression pistons 16 and 18 located at the two ends of a rotor diameter and two intake and exhaust pistons 20 and 22 located at the two ends of a diameter perpendicular to the previous one and therefore to 90 ° of the 2 compression pistons.
- each flanged element comprises two flanges.
- the flanged element 24 illustrated in Figure 2 comprises a transit flange 32 and a yoke flange 34 connected by a rotary drive mechanism.
- the transit flange 32 serves for the passage of gases in the cylinder 14 at the rear of the piston.
- the 2 flanged elements 24 and 26 seen in section in Figures IA to ID are rotated by the rotation of the rotor.
- the axis 13 of the rotor 12 in rotary motion drives the axis 36 associated with the flanged element 24 and the axis 38 associated with the flanged element 26 by means of a belt 40.
- Each of the axes 36 and 38 respectively drives each of the pins 28 and 30 of the associated flange member by means of a deflection device, not shown in Figure 2, which consists of 2 gears at 45 ° to their axis, thus allowing transforming a rotational movement about the axis 36 or 38 into a rotational movement about the perpendicular axis 28 or 30 respectively.
- the stator 10 has two recesses 42 and 44 located at the two ends of a diameter. Each of these two recesses comprises a fuel delivery pipe, the pipe 46 for the recess 42 and the pipe 48 for the recess 44, as well as a spark plug 50 for the recess 42 and a candle
- the flanges of the flanged element 24 form a closed compression chamber 54 in which the compression piston 16 is located.
- gasoline supply via the pipe 46 is activated and the mixture of air and gasoline is formed in the chamber thus formed.
- FIG. 3A the compression piston 16 arrives at the beginning of the chamber 54. Thanks to the opening of the cylinder head flange 34 while the transit flange is closed. The air in chamber 54 begins to compress. Then, when the piston 16 has arrived in the middle of the chamber 54, that is to say in front of the recess 42, the 2 flanges 32 and 34 are closed and the gasoline is injected into the chamber through the pipe 46 as shown in Figure 3B. Finally, when the piston 16 reaches the end of the chamber, the transit flange 32 is in its open portion and the spark plug 50 is activated so as to cause the explosion in the chamber 54 as illustrated in FIG. 3C. This explosion makes it possible to exert a motor force on the piston 16 and thus to drive the rotor in rotation.
- the compression piston 16 When the engine is in the position shown in FIG. 1C, the compression piston 16 has rotated 180 ° since the explosion. The intake / exhaust piston 22 is then in front of the recess 42 of the stator. The volume 56 of the flue gases is at its maximum expansion level and the flue gas begins to escape through the exhaust port 58. The air that entered the cylinder occupies the part 60 which is its volume. maximum between the compression piston 18 and the flange cylinder 34 closed. When the engine is in the position shown in FIG ID, the compression piston 16 has already performed H turn. The air in the portion 56 continues to escape through the exhaust port 58. The volume of the cylinder portion 60 begins to be compressed as it is trapped between the transit flange 32 (the flange cylinder head is open) and the intake / exhaust piston 18.
- FIG. 4 which represents the motor in section A-A of FIG. 1A
- the transit flange of the flanged element 24 and the flange of the flanged element 26 are seen. Note that the two elements flanges 24 and 26 being offset by 180 °, the transit flange of one is in alignment with the cylinder head flange of the other and vice versa.
- the rotor 12 which comprises the two compression pistons 16 and 18 rotates around the stator 10.
- the rotor is rotated about the axis 13 and the two flanged elements 24 and 26 are rotated around their respective axes 28 and 30. These are rotated by the rotary movement of the rotor 12 about its axis 13 which rotates 2 primary axes 36 and 38 by means of the belt 40.
- the axes 36 and 38 communicate the rotational movement respectively to the axes 28 and 30 by means of angle deflectors 60 and 62.
- the diameter of the axes 36 and 38 is equal to half the diameter of the axis 13.
- the axes 36 and 38 being driven by the belt 40, their rotation speed is twice the speed of rotation of the rotor 12. It would be possible to rotate the flanged elements at the same speed as the rotor. But this would require having 4 recesses in each flange instead of 2 as is the case in the embodiment described above. One could even have a single flanged element rotating at the same speed as the rotor. But the diameter of the flanged element should be double, which would increase the size.
- the motor which has just been described has a motor torque which is a function of the diameter of the rotor.
- the rotor may have a diameter of 40 cm, which allows to obtain a motor torque 5 times greater than the engine torque of an alternating motor whose piston stroke is 8 cm.
- the rotary engine just described comprises a spring (not shown) located at the rear of each piston which keeps the piston in contact with the surface of the stator. As the speed increases after the engine has been started, the springs compress with centrifugal force and the pistons move slightly away from the stator surface. When the optimum speed is reached, this speed is such that there is a speed-induced sealing without the need for contact. When the engine is stopped, the pistons retract to come into contact with the stator surface and seal at startup. Since there is no friction on the rotor when it rotates, it is not necessary to put lubricant.
- a ventilation device at the rear of the engine forces the air to pass inside the engine so as to cool all rotating parts.
- the preferred embodiment is a rotary explosion engine, it is possible to operate the engine with compressed air.
- a compressed air inlet pipe for each stator recess, the pipe 64 for the recess 42 and the pipe 66 for the recess 44.
- a simple contactor is sufficient to remove fuel injection by the petrol inlet pipes 46 and 48 and open the compressed air supply pipes 64 and 66.
- the compressed air is at a pressure of about 30 bar which corresponds to the gas pressure after explosion in the chamber.
- the compressed air is injected into the compression chamber when the compression piston is at the end of the compression chamber, the transit flange being open and producing the same motor force as the explosion of the compression chamber. mixture of air and gasoline from the same engine.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Supercharger (AREA)
- Applications Or Details Of Rotary Compressors (AREA)
Abstract
The invention relates to a rotary engine comprising a circular stator (10), a circular rotor (12) rotating about the stator, the rotor and the stator being separated by a circular cylinder (14), and at least one element with two flanges (24, 26). The rotor includes two compression pistons (16, 18) attached onto the inner surface of the rotor, said two pistons being located at both ends of a first diameter of the rotor and kept substantially in contact with the outer surface of the stator. The stator includes a recess (42, 44) at each end of a diameter, each recess forming a compression chamber with the compression piston inserted into the end of the recess in the direction of rotation of the rotor and one of the flanges of the element with two flanges, referred to as the cylinder head flange (34), the motive force being applied to the compression piston when the pressure of the gases inside the compression chamber is suddenly increased to a predetermined value.
Description
Moteur rotatif à rotor circulaire Rotary motor with circular rotor
Domaine techniqueTechnical area
La présente invention concerne les moteurs rotatifs à essence ou à air comprimé basés sur le mouvement en rotation d'un rotor, et concerne en particulier un moteur rotatif à rotor circulaire.The present invention relates to rotary engines with gasoline or compressed air based on the rotational movement of a rotor, and relates in particular to a rotary motor with a circular rotor.
Etat de la technique Les moteurs des véhicules utilisés aujourd'hui sont des moteurs à combustion interne comportant des pistons alternatifs dans lesquels l'effort moteur est produit pa-r l'explosion d'un mélange d'air et de carburant tel que de l'essence. Chaque piston qui se trouve dans un cylindre est repoussé violemment par l'explosion ert entraîne la rotation d'un vilebrequin par l'intermédiaire d'une bielle. Pourtant, ces moteurs présentent un inconvénient majeur du fait que la course du piston dans le cylindre est limitée à environ 8 cm. Le bras de levier du vilebrequin est donc limité à environ 4 cm, et par conséquent, tout l'effort moteur se fait sur ces 4 cm du bras de levier, ce qui limite considérablement le couple moteur.State of the art The engines of the vehicles used today are internal combustion engines comprising reciprocating pistons in which the engine force is produced by the explosion of a mixture of air and fuel such as fuel. petrol. Each piston that is in a cylinder is pushed violently by the explosion ert causes the rotation of a crankshaft via a connecting rod. However, these engines have a major disadvantage that the stroke of the piston in the cylinder is limited to about 8 cm. The lever arm of the crankshaft is limited to about 4 cm, and therefore, all the motor force is on these 4 cm of the lever arm, which significantly limits the engine torque.
On a donc songé à utiliser des moteurs rotatifs à la place des moteurs alternatifs. Le moteur rotatif a un fonctionnement légèrement plus complexe que le moteur à pistons traditionnels. Contrairement à un moteur à combustion interne qui fonctionne grâce à des pistons, le moteur rotatif utilise un rotor. Contrairement au moteur à combustion interne, le moteur rotatif ne comporte ni bielle ni vilebrequin. II y a des avantages à utiliser un moteur rotatif plutôt que le moteur alternatif. D'abord, ce moteur n'ayant aucune pièce en mouvement alternatif, son équilibrage est excellent, ce qui lui assure un fonctionnement privé de vibrations, limitant par là même le niveau sonore quel que soit le régime
de rotation. Ensuite, ce moteur provoque moins de vibrations puisque l'ensemble des pièces suit le même chemin, car elles tournent dans le même sens. En plus, puisqu'il y a moins de pièces en mouvement dans le moteur, le moteur rotatif est plus fiable.We have therefore considered using rotary motors instead of alternative engines. The rotary engine has a slightly more complex operation than the traditional piston engine. Unlike an internal combustion engine that operates through pistons, the rotary engine uses a rotor. Unlike the internal combustion engine, the rotary engine has neither crankshaft nor crankshaft. There are advantages to using a rotary engine rather than the reciprocating engine. First, this engine having no reciprocating parts, its balancing is excellent, which ensures a private operation of vibrations, thereby limiting the noise level regardless of the speed of rotation. Then, this engine causes less vibration since all the parts follow the same path, because they turn in the same direction. In addition, since there are fewer moving parts in the engine, the rotary motor is more reliable.
Un moteur connu de ce type comprend un rotor qui exerce un mouvement d'orbite à l'intérieur d'un carter de forme ovale. Le principal élément de ce moteur, le rotor, est un objet triangulaire flanqué en plein centre du moteur. Ce rotor effectue une orbite presque ovale à l'intérieur du carter appelé stator. À chaque rotation, les extrémités du rotor sont toujours en contact avec le stator. Ces contacts forment donc les chambres de compression soit trois en tout. Au centre même de ce rotor, se trouve une manivelle constituée de deux engrenages dentés : un grand et un petit. Le grand engrenage s'accouple ainsi avec le petit pour définir le parcours du rotor dans le carter.A known engine of this type includes a rotor that orbits within an oval-shaped housing. The main element of this engine, the rotor, is a triangular object flanked in the center of the engine. This rotor performs an almost oval orbit inside the housing called stator. At each rotation, the ends of the rotor are always in contact with the stator. These contacts thus form the compression chambers, three in all. At the very center of this rotor is a crank consisting of two toothed gears: one large and one small. The large gear couples with the small gear to define the rotor path in the crankcase.
Mais ce type de moteur rotatif présente de nombreux inconvénients. Par exemple, le nombre de rotations par minute doit être beaucoup plus élevé que dans un moteur conventionnel. Par exemple, pour obtenir la puissance optimale, il faut atteindre environ 8500 tours/minute. Cela a pour inconvénient de ne pas déployer un couple très important à bas régime. Sous 5000 tours/minute, il ne se passe rien, on ne ressent pas le couple. Cette grande vitesse de rotation a pour inconvénient que l'huile utilisée comme lubrifiant va brûler. Il n'est pas possible de supprimer l'huile sans se heurter aux problèmes d' étanchéité. Enfin, un autre inconvénient est sa consommation de carburant qui est d' au moins 20% supérieure à celle du moteur alternatif de même puissance.But this type of rotary engine has many disadvantages. For example, the number of rotations per minute must be much higher than in a conventional engine. For example, to obtain the optimum power, it is necessary to reach about 8500 revolutions / minute. This has the disadvantage of not deploying a very important couple at low speed. Under 5000 revolutions / minute, nothing happens, we do not feel the torque. This high speed of rotation has the disadvantage that the oil used as lubricant will burn. It is not possible to remove the oil without encountering sealing problems. Finally, another drawback is its fuel consumption which is at least 20% higher than that of the alternating engine of the same power.
Il est donc plus judicieux d'utiliser un moteur rotatif dont le rotor est circulaire et est en rotation autour du stator comme c'est le cas du moteur décrit dans le document
DE 3146782. Mais ce moteur ne comporte pas de chambre de compression présentant une étanchéité adéquate.It is therefore more judicious to use a rotary motor whose rotor is circular and is rotated around the stator as is the case of the engine described in the document DE 3146782. But this engine has no compression chamber having adequate sealing.
Exposé de l'invention C'est pourquoi le but de l'invention est de fournir un moteur rotatif à rotor circulaire en rotation autour d'un stator et présentant une étanchéité parfaite ne nécessitant pas l'utilisation d'un lubrifiantSUMMARY OF THE INVENTION This is why the object of the invention is to provide a rotary rotor rotating motor around a stator and having a perfect seal that does not require the use of a lubricant.
Un autre but de l'invention est de fournir un moteur rotatif à rotor circulaire en rotation autour d'un stator et permettant un couple moteur fonction du diamètre du rotor et beaucoup plus important que celui des moteurs existantsAnother object of the invention is to provide a rotary rotor rotating motor around a stator and allowing a motor torque depending on the diameter of the rotor and much larger than that of existing engines
L'objet de l'invention est donc un moteur rotatif comprenant un stator circulaire, un rotor circulaire en rotation autour du stator, le rotor et le stator étant séparés par un cylindre circulaire, et au moins un élément à 2 flasques. Le rotor comprend 2 pistons de compression fixés à la surface intérieure du rotor, ces 2 pistons étant situés aux 2 extrémités d'un premier diamètre du rotor et maintenus sensiblement en contact avec la surface extérieure du stator. Le stator comprend un évidement à chacune des extrémités d'un diamètre, chaque évidement formant une chambre de compression avec le piston de compression arrivé à la fin de l' évidement dans le sens de rotation du rotor et un des flasques de l'élément à 2 flasques dit flasque culasse, l'effort moteur étant appliqué au piston de compression lorsque la pression des gaz à l' intérieur de la chambre de compression est portée subitement à une valeur déterminée.The object of the invention is therefore a rotary motor comprising a circular stator, a circular rotor rotating around the stator, the rotor and the stator being separated by a circular cylinder, and at least one element with 2 flanges. The rotor comprises two compression pistons attached to the inner surface of the rotor, these two pistons being located at the two ends of a first diameter of the rotor and kept substantially in contact with the outer surface of the stator. The stator comprises a recess at each end of a diameter, each recess forming a compression chamber with the compression piston at the end of the recess in the direction of rotation of the rotor and one of the flanges of the element 2 flanges said cheek flange, the motor force being applied to the compression piston when the pressure of the gases inside the compression chamber is suddenly raised to a determined value.
Selon un premier mode de réalisation, le moteur selon l'invention est utilisé comme moteur à explosion dans lequel chacun des évidements comprend un tuyau d'arrivé d'essence et une bougie d'allumage, l'essence étant injectée dans la chambre de compression par le tuyau d'arrivé d'essence lorsque le piston de compression se trouve en face de l' évidement et
que les flasques transit et culasse de l'élément à flasques sont fermés, et la bougie d'allumage étant activée lorsque le piston de compression se trouve à la fin de la chambre de compression, le flasque transit étant ouvert, de manière a ce que l'explosion du mélange d'air et d'essence dans la chambre de compression produise l'effort moteur sur le piston de compression.According to a first embodiment, the engine according to the invention is used as a combustion engine in which each of the recesses comprises a fuel delivery pipe and a spark plug, the fuel being injected into the compression chamber. by the fuel delivery pipe when the compression piston is in front of the recess and that the transit flanges and yoke of the flanged element are closed, and the spark plug being activated when the compression piston is at the end of the compression chamber, the transit flange being open, so that the explosion of the mixture of air and gasoline in the compression chamber produces the motor force on the compression piston.
Selon un second mode de réalisation, le moteur selon l'invention est utilisé comme moteur à air comprimé. Dans ce cas, chacun des évidements comprend un tuyau d'arrivée d'air comprimé, l'air comprimé étant injecté dans la chambre de compression associée à chaque évidement lorsque le piston de compression se trouve arrivé à la fin de la chambre de compression, le flasque transit étant ouvert, de manière à produire le même effort moteur que l'explosion du mélange d'air et d'essence du même moteur à explosion.According to a second embodiment, the motor according to the invention is used as a compressed air motor. In this case, each of the recesses comprises a compressed air supply pipe, the compressed air being injected into the compression chamber associated with each recess when the compression piston is at the end of the compression chamber, the transit flange being open, so as to produce the same motor force as the explosion of the mixture of air and gasoline of the same engine.
Description brève des figuresBrief description of the figures
Les buts, objets et caractéristiques de l'invention apparaîtront plus clairement à la lecture de la description qui suit faite en référence aux dessins dans lesquels : les figures IA, IB, IC et ID sont des vues en coupe du moteur montrant chacun des composants du moteur pour 4 positions successives du moteur lorsque ce dernier a tourné à chaque position de 90° dans le sens contraire aux aiguilles d'une montre par rapport à la position précédente ; la figure 2 est une vue en perspective de l'élément à 2 flasques ; les figures 3A, 3B et 3C sont des vues en coupe montrant la progression du piston de compression dans la chambre de compression de son entrée dans la chambre jusqu'au moment de l'explosion du mélange d'air et d'essence ; et la figure 4 est une vue en coupe du moteur perpendiculaire à la coupe de la figure IA montrant le rotor entourant le
stator et les 2 éléments à flasques ainsi que l' entraînement de ces éléments par une courroie à partir de l'axe du rotor.The objects, objects and features of the invention will appear more clearly on reading the following description with reference to the drawings in which: FIGS. 1A, 1B, 1C and 1D are sectional views of the motor showing each of the components of the invention. motor for 4 successive positions of the engine when the latter has rotated in each position by 90 ° counterclockwise with respect to the previous position; Figure 2 is a perspective view of the element with 2 flanges; FIGS. 3A, 3B and 3C are sectional views showing the progression of the compression piston in the compression chamber from its entry into the chamber until the explosion of the mixture of air and gasoline; and FIG. 4 is a sectional view of the motor perpendicular to the section of FIG. 1A showing the rotor surrounding the stator and the 2 flanged elements as well as driving these elements by a belt from the axis of the rotor.
Description détaillée de l'invention Le moteur rotatif selon un mode préférentiel de l' invention où le moteur est un moteur à explosion représenté sur les figures IA, IB, IC et ID comprend un stator 10 autour duquel tourne un rotor 12. Le rotor 12 est entraîné en rotation dans le sens contraire aux aiguilles d'une montre autour d'un axe 13. Le stator et le rotor sont séparés par une espace constituant le cylindre. Le moteur comprend 4 pistons fixés à la surface intérieure du rotor 12 : 2 pistons de compression 16 et 18 situés aux 2 extrémités d'un diamètre du rotor et 2 pistons 20 et 22 d'admission/échappement situés aux 2 extrémités d'un diamètre perpendiculaire au précédent et donc à 90° des 2 pistons de compression.DETAILED DESCRIPTION OF THE INVENTION The rotary engine according to a preferred embodiment of the invention in which the engine is an internal combustion engine represented in FIGS. 1A, 1B, 1C and 1D comprises a stator 10 around which a rotor 12 rotates. is rotated anti-clockwise about an axis 13. The stator and the rotor are separated by a space constituting the cylinder. The engine comprises four pistons fixed to the inner surface of the rotor 12: two compression pistons 16 and 18 located at the two ends of a rotor diameter and two intake and exhaust pistons 20 and 22 located at the two ends of a diameter perpendicular to the previous one and therefore to 90 ° of the 2 compression pistons.
En même temps que le rotor est entraîné en rotation autour de son axe, 2 éléments à flasques 24 et 26 identiques sont également entraînés en rotation autour de leur axe respectifs 28 et 30. Chaque élément à flasques comprend 2 flasques. Ainsi, l'élément à flasques 24 illustré sur la figure 2 comprend un flasque transit 32 et un flasque culasse 34 reliés par un mécanisme d'entraînement en rotation. Le flasque transit 32 sert au passage des gaz dans le cylindre 14 à l'arrière du piston.At the same time that the rotor is rotated about its axis, two identical flange elements 24 and 26 are also rotated about their respective axes 28 and 30. Each flanged element comprises two flanges. Thus, the flanged element 24 illustrated in Figure 2 comprises a transit flange 32 and a yoke flange 34 connected by a rotary drive mechanism. The transit flange 32 serves for the passage of gases in the cylinder 14 at the rear of the piston.
Les 2 éléments à flasques 24 et 26 vus en coupe sur les figures IA à ID sont entraînés en rotation par la rotation du rotor. L'axe 13 du rotor 12 en mouvement rotatif entraîne l'axe 36 associé à l'élément à flasques 24 et l'axe 38 associé à l'élément à flasques 26 au moyen d'une courroie 40. Chacun des axes 36 et 38 entraîne respectivement chacun des axes 28 et 30 de l'élément à flasques associé grâce à un dispositif à renvoi d'angle, non montré sur la figure 2, qui est constitué de 2 engrenages à 45° par rapport à leur axe, permettant ainsi
la transformation d'un mouvement rotatif autour de l'axe 36 ou 38 en un mouvement rotatif autour de l'axe perpendiculaire 28 ou 30 respectivement.The 2 flanged elements 24 and 26 seen in section in Figures IA to ID are rotated by the rotation of the rotor. The axis 13 of the rotor 12 in rotary motion drives the axis 36 associated with the flanged element 24 and the axis 38 associated with the flanged element 26 by means of a belt 40. Each of the axes 36 and 38 respectively drives each of the pins 28 and 30 of the associated flange member by means of a deflection device, not shown in Figure 2, which consists of 2 gears at 45 ° to their axis, thus allowing transforming a rotational movement about the axis 36 or 38 into a rotational movement about the perpendicular axis 28 or 30 respectively.
Le stator 10 comporte 2 évidements 42 et 44 situés aux 2 extrémités d'un diamètre. Chacun de ces 2 évidements comporte un tuyau d'arrivée d'essence, le tuyau 46 pour l'évidement 42 et le tuyau 48 pour l'évidement 44, ainsi qu'une bougie d'allumage 50 pour l'évidement 42 et une bougie d'allumage 52 pour l'évidement 44 Lorsque le moteur est dans la position illustrée sur la figure IA, les 2 flasques de l'élément à flasques 24 forment une chambre de compression fermée 54 dans laquelle se trouve le piston de compression 16. L'arrivée d'essence par le tuyau 46 est activée et le mélange d'air et d'essence se forme dans la chambre ainsi formée.The stator 10 has two recesses 42 and 44 located at the two ends of a diameter. Each of these two recesses comprises a fuel delivery pipe, the pipe 46 for the recess 42 and the pipe 48 for the recess 44, as well as a spark plug 50 for the recess 42 and a candle When the engine is in the position shown in FIG. 1A, the flanges of the flanged element 24 form a closed compression chamber 54 in which the compression piston 16 is located. gasoline supply via the pipe 46 is activated and the mixture of air and gasoline is formed in the chamber thus formed.
La phase donnant lieu à l'explosion est expliquée en référence aux figures 3A, 3B et 3C. Sur la figure 3A, le piston de compression 16 arrive au début de la chambre 54. Grâce à l'ouverture du flasque culasse 34 alors que le flasque transit est fermé. L'air se trouvant dans la chambre 54 commence à se comprimer. Puis, lorsque le piston 16 est arrivé au milieu de la chambre 54, c'est-à-dire en face de l'évidement 42, les 2 flasques 32 et 34 sont fermés et l'essence est injectée dans la chambre par le tuyau d'arrivée 46 comme illustré sur la figure 3B. Enfin, lorsque le piston 16 arrive en fin de chambre, le flasque transit 32 est dans sa partie ouvert et la bougie 50 est activée de façon à provoquer l'explosion dans la chambre 54 comme illustré sur la figure 3C. Cette explosion permet d'exercer un effort moteur sur le piston 16 et d'entraîner ainsi le rotor en rotation.The phase giving rise to the explosion is explained with reference to FIGS. 3A, 3B and 3C. In FIG. 3A, the compression piston 16 arrives at the beginning of the chamber 54. Thanks to the opening of the cylinder head flange 34 while the transit flange is closed. The air in chamber 54 begins to compress. Then, when the piston 16 has arrived in the middle of the chamber 54, that is to say in front of the recess 42, the 2 flanges 32 and 34 are closed and the gasoline is injected into the chamber through the pipe 46 as shown in Figure 3B. Finally, when the piston 16 reaches the end of the chamber, the transit flange 32 is in its open portion and the spark plug 50 is activated so as to cause the explosion in the chamber 54 as illustrated in FIG. 3C. This explosion makes it possible to exert a motor force on the piston 16 and thus to drive the rotor in rotation.
Lorsque le moteur est dans la position illustrée sur la figure IB, le piston de compression 16 a effectué une rotation de 45° grâce à l'expansion du volume d'air et d'essence 56 ayant explosé et qui est bloqué par la fermeture du flasque
culasse 34 de l'élément à flasques 24. De l'air entre dans le cylindre 14 grâce à un turbocompresseur (non montré) .When the engine is in the position shown in FIG. 1B, the compression piston 16 has rotated 45 ° thanks to the expansion of the volume of air and gasoline 56 which has exploded and which is blocked by the closure of the flabby yoke 34 of the flanged element 24. Air enters the cylinder 14 through a turbocharger (not shown).
A noter que l'échappement des gaz brûlés lors de l'explosion qui précède se fait à l'avant du piston d'admission/échappement 22 au moyen d'un orifice d'échappement 58. Quand le moteur est parvenu à la position illustrée sur la figure IB, le volume de gaz d'échappement se trouvant dans le cylindre est réduit du fait que le piston 22 s'avance alors que cette partie du cylindre est bloquée par le flasque culasse 34.Note that the exhaust gases burned during the preceding explosion is at the front of the intake / exhaust piston 22 by means of an exhaust port 58. When the engine has reached the position illustrated in FIG. 1B, the volume of exhaust gas in the cylinder is reduced by the fact that the piston 22 moves forward while this part of the cylinder is blocked by the cylinder head flange 34.
Lorsque le moteur est dans la position illustrée sur la figure IC, le piston de compression 16 a effectué une rotation de 180°depuis l'explosion. Le piston d'admission/échappement 22 se trouve alors en face de l'évidement 42 du stator. Le volume 56 des gaz brûlés est à son niveau d'expansion maximum et les gaz brûlés commencent à s'évacuer par l'orifice d'échappement 58. L'air qui est entré dans le cylindre occupe alors la partie 60 qui est son volume maximum entre le piston de compression 18 et le flasque culasse 34 fermé. Lorsque le moteur est dans la position illustrée sur la figure ID, le piston de compression 16 a déjà effectué H de tour. L'air se trouvant dans la partie 56 continue de s'échapper par l'orifice d'échappement 58. Le volume de la partie 60 du cylindre commence à être comprimée du fait qu' il est emprisonné entre le flasque transit 32 (le flasque culasse est ouvert) et le piston d'admission/échappement 18.When the engine is in the position shown in FIG. 1C, the compression piston 16 has rotated 180 ° since the explosion. The intake / exhaust piston 22 is then in front of the recess 42 of the stator. The volume 56 of the flue gases is at its maximum expansion level and the flue gas begins to escape through the exhaust port 58. The air that entered the cylinder occupies the part 60 which is its volume. maximum between the compression piston 18 and the flange cylinder 34 closed. When the engine is in the position shown in FIG ID, the compression piston 16 has already performed H turn. The air in the portion 56 continues to escape through the exhaust port 58. The volume of the cylinder portion 60 begins to be compressed as it is trapped between the transit flange 32 (the flange cylinder head is open) and the intake / exhaust piston 18.
Puis, lorsque le piston 18 arrive au dessus de l'évidement 42, il a pris la place du piston 16 comme illustré sur la figure IA. Par conséquent, les phases décrites en référence aux figures IA, IB, IC et ID se reproduisent de façon identique, les pistons 16 ayant été remplacés respectivement par les pistons 18 et 20.Then, when the piston 18 comes over the recess 42, it has taken the place of the piston 16 as shown in Figure IA. Therefore, the phases described with reference to Figures IA, IB, IC and ID reproduce identically, the pistons 16 having been replaced respectively by the pistons 18 and 20.
A noter que les phases qui viennent d'être décrites avec les pistons 16 et 22 s'effectuent identiquement et au même
moment avec les pistons 18 et 20. Ceci signifie que l'admission de l'air et de l'essence dans les 2 chambres diamétralement opposées a lieu au même instant et que les bougies d'allumage sont activées au même instant dans les 2 chambres. Il est donc inutile de les décrire.Note that the phases that have just been described with the pistons 16 and 22 are identical and at the same moment with the pistons 18 and 20. This means that the admission of air and gasoline in the two diametrically opposite chambers takes place at the same time and that the spark plugs are activated at the same time in the two chambers. . It is therefore unnecessary to describe them.
On voit donc qu'à chaque demi-tour du rotor 12, 2 explosions ont lieu au même instant grâce aux pistons de compression 16 et 18. Par conséquent, il y a 4 explosions à chaque tour du rotor, ce qui équivaut à 2 fois un cycle 4 temps complets, à comparer au moteur à explosion alternatif qui effectue un cycle 4 temps en 2 tours moteur.So we see that each half-turn of the rotor 12, 2 explosions occur at the same time thanks to the compression pistons 16 and 18. Therefore, there are 4 explosions every revolution of the rotor, which equals 2 times a complete 4-stroke cycle, compared to the reciprocating engine that performs a 4-stroke cycle in 2 engine revolutions.
Sur la figure 4 qui représente le moteur selon une coupe A- A de la figure IA, on voit le flasque transit de l'élément à flasques 24 et le flasque culasse de l'élément à flasques 26. A noter que les 2 éléments à flasques 24 et 26 se trouvant décalés de 180°, le flasque transit de l'un est dans l'alignement du flasque culasse de l'autre et réciproquement.In FIG. 4, which represents the motor in section A-A of FIG. 1A, the transit flange of the flanged element 24 and the flange of the flanged element 26 are seen. Note that the two elements flanges 24 and 26 being offset by 180 °, the transit flange of one is in alignment with the cylinder head flange of the other and vice versa.
Comme illustré sur la figure 4, le rotor 12 qui comporte les 2 pistons de compression 16 et 18 tourne autour du stator 10. Le rotor est en rotation autour de l'axe 13 et les 2 éléments à flasques 24 et 26 sont en rotation autour de leurs axes respectifs 28 et 30. Ces derniers sont entraînés en rotation grâce au mouvement rotatif du rotor 12 autour de son axe 13 qui entraîne en rotation 2 axes primaires 36 et 38 au moyen de la courroie 40. Les axes 36 et 38 communiquent le mouvement de rotation respectivement aux axes 28 et 30 au moyen de dispositifs de renvoi d'angle 60 et 62.As illustrated in FIG. 4, the rotor 12 which comprises the two compression pistons 16 and 18 rotates around the stator 10. The rotor is rotated about the axis 13 and the two flanged elements 24 and 26 are rotated around their respective axes 28 and 30. These are rotated by the rotary movement of the rotor 12 about its axis 13 which rotates 2 primary axes 36 and 38 by means of the belt 40. The axes 36 and 38 communicate the rotational movement respectively to the axes 28 and 30 by means of angle deflectors 60 and 62.
A noter que le diamètre des axes 36 et 38 est égal à la moitié du diamètre de l'axe 13. Ainsi, les axes 36 et 38 étant entraînés par la courroie 40, leur vitesse de rotation est le double de la vitesse de rotation du rotor 12. Il serait possible de faire tourner les éléments à flasques à la même vitesse que le rotor. Mais ceci nécessiterait d'avoir 4 évidements dans chaque flasque au lieu de 2 comme c' est le cas
dans le mode de réalisation décrit ci-dessus. On pourrait même disposer d'un seul élément à flasques tournant à la même vitesse que le rotor. Mais le diamètre de l'élément à flasques devrait être le double, ce qui augmenterait l'encombrement. Le moteur qui vient d' être décrit a un couple moteur qui est fonction du diamètre du rotor. Ainsi, le rotor peut avoir un diamètre de 40 cm, ce qui permet d'obtenir un couple moteur 5 fois plus important que le couple moteur d' un moteur alternatif dont la course du piston est de 8 cm. En ce qui concerne l' étanchéité, le moteur rotatif qui vient d'être décrit comprend un ressort (non montré) situé à l'arrière de chaque piston qui maintient le piston en contact avec la surface du stator. Au fur et à mesure que la vitesse s'accroît après que le moteur a été mis en route, les ressorts se compressent grâce à la force centrifuge et les pistons s'écartent légèrement de la surface du stator. Lorsque la vitesse optimale est atteinte, cette vitesse est telle qu'il y a une étanchéité induite par la vitesse sans nécessité du contact. A l'arrêt du moteur, les pistons se rétractent pour venir en contact avec la surface du stator et réaliser l' étanchéité au démarrage. Comme il n'y a pas de frottements sur le rotor lorsqu'il tourne, il n'est pas nécessaire de mettre du lubrifiant.Note that the diameter of the axes 36 and 38 is equal to half the diameter of the axis 13. Thus, the axes 36 and 38 being driven by the belt 40, their rotation speed is twice the speed of rotation of the rotor 12. It would be possible to rotate the flanged elements at the same speed as the rotor. But this would require having 4 recesses in each flange instead of 2 as is the case in the embodiment described above. One could even have a single flanged element rotating at the same speed as the rotor. But the diameter of the flanged element should be double, which would increase the size. The motor which has just been described has a motor torque which is a function of the diameter of the rotor. Thus, the rotor may have a diameter of 40 cm, which allows to obtain a motor torque 5 times greater than the engine torque of an alternating motor whose piston stroke is 8 cm. With regard to the seal, the rotary engine just described comprises a spring (not shown) located at the rear of each piston which keeps the piston in contact with the surface of the stator. As the speed increases after the engine has been started, the springs compress with centrifugal force and the pistons move slightly away from the stator surface. When the optimum speed is reached, this speed is such that there is a speed-induced sealing without the need for contact. When the engine is stopped, the pistons retract to come into contact with the stator surface and seal at startup. Since there is no friction on the rotor when it rotates, it is not necessary to put lubricant.
En ce qui concerne le refroidissement, ce dernier se fait par l'air du rotor tournant. Un dispositif de ventilation à l'arrière du moteur (non montré) oblige l'air à passer à l'intérieur du moteur de façon à refroidir toutes les parties en rotation.As far as cooling is concerned, this is done by rotating rotor air. A ventilation device at the rear of the engine (not shown) forces the air to pass inside the engine so as to cool all rotating parts.
Bien que le mode de réalisation préférentiel soit un moteur rotatif à explosion, il est possible de faire fonctionner le moteur avec de l'air comprimé. Pour cela, il est prévu un tuyau d'arrivée d'air comprimé pour chaque évidement du stator, le tuyau 64 pour l' évidement 42 et le tuyau 66 pour 1' évidement 44. Un simple contacteur suffit pour supprimer
l'injection d'essence par les tuyaux d'arrivée d'essence 46 et 48 et ouvrir les tuyaux d'arrivée d'air comprimé 64 et 66. L'air comprimé est à une pression d'environ 30 bars qui correspond à la pression des gaz après explosion dans la chambre. Comme illustré sur la figure IA, l'air comprimé est injecté dans la chambre de compression lorsque le piston de compression se trouve à la fin de la chambre de compression, le flasque transit étant ouvert et produit le même effort moteur que l'explosion du mélange d'air et d'essence du même moteur à explosion.Although the preferred embodiment is a rotary explosion engine, it is possible to operate the engine with compressed air. For this, there is provided a compressed air inlet pipe for each stator recess, the pipe 64 for the recess 42 and the pipe 66 for the recess 44. A simple contactor is sufficient to remove fuel injection by the petrol inlet pipes 46 and 48 and open the compressed air supply pipes 64 and 66. The compressed air is at a pressure of about 30 bar which corresponds to the gas pressure after explosion in the chamber. As illustrated in FIG. 1A, the compressed air is injected into the compression chamber when the compression piston is at the end of the compression chamber, the transit flange being open and producing the same motor force as the explosion of the compression chamber. mixture of air and gasoline from the same engine.
A noter que le mode de réalisation utilisant l'air comprimé présente un avantage majeur par rapport aux moteurs actuels utilisant l'explosion d'un mélange air et de carburant, c'est qu' il n'y a pas dégagement de gaz carbonique et donc une pollution zéro. Cet avantage est considérable aujourd'hui où on lutte contre les émissions de gaz carbonique.Note that the embodiment using compressed air has a major advantage over current engines using the explosion of an air and fuel mixture is that there is no release of carbon dioxide and therefore zero pollution. This advantage is considerable today when we are fighting against carbon dioxide emissions.
A noter qu' il est possible de construire un système combinant plusieurs moteurs selon l'invention. Par exemple, on peut envisager un système utilisant la combinaison de 2 moteurs. Un tel système comporterait un seul rotor en rotation autour de 2 stators. Dans ce cas, à chaque demi-tour du rotor commun, 4 pistons de compression produiraient l'effort moteur, c'est-à-dire 8 explosions si c'est un moteur à explosion.Note that it is possible to build a system combining several engines according to the invention. For example, one can envisage a system using the combination of 2 engines. Such a system would include a single rotor rotating around two stators. In this case, at each half-turn of the common rotor, four compression pistons would produce the motor force, that is to say, 8 explosions if it is a combustion engine.
En résumé on pourrait envisager toutes les combinaisons suivantes dans le cas d'un moteur à explosion :In summary we could consider all the following combinations in the case of an internal combustion engine:
2 explosions par tour à comparer à un moteur alternatif à 4 cylindres,2 explosions per lap compared to an alternative 4-cylinder engine,
4 explosions par tour à comparer à un moteur alternatif à 8 cylindres, 8 explosions par tour à comparer à un moteur alternatif à 16 cylindres,4 explosions per lap compared to an 8-cylinder reciprocating engine, 8 explosions per revolution compared to a 16-cylinder reciprocating engine,
16 explosions par tour à comparer à un moteur alternatif à 32 cylindres,
16 explosions per lap compared to an alternative 32-cylinder engine,
Claims
1. Moteur rotatif comprenant un stator circulaire (10), un rotor circulaire (12) en rotation autour du stator, le rotor et le stator étant séparés par un cylindre circulaire (14), et au moins un élément à 2 flasques (24, 26), dans lequel : ledit rotor comprend 2 pistons de compression (16, 18) fixés à la surface intérieure du rotor, ces 2 pistons étant situés aux 2 extrémités d'un premier diamètre du rotor et maintenus sensiblement en contact avec la surface extérieure du stator, et ledit stator comprend un évidement (42, 44) à chacune des extrémités d'un diamètre, chaque évidement formant une chambre de compression avec ledit piston de compression arrivé à la fin de l' évidement dans le sens de rotation du rotor et un des flasques dudit élément à 2 flasques dit flasque culasse (34) , l'effort moteur étant appliqué audit piston de compression lorsque la pression des gaz à l'intérieur de ladite chambre de compression est portée subitement à une valeur déterminée.1. Rotating motor comprising a circular stator (10), a circular rotor (12) rotating about the stator, the rotor and the stator being separated by a circular cylinder (14), and at least one element with 2 flanges (24, 26), wherein: said rotor comprises two compression pistons (16, 18) fixed to the inner surface of the rotor, these two pistons being located at the two ends of a first diameter of the rotor and kept substantially in contact with the outer surface of the stator, and said stator comprises a recess (42, 44) at each end of a diameter, each recess forming a compression chamber with said compression piston at the end of the recess in the direction of rotation of the rotor and one of the flanges of said element with flanges 2 said flange cylinder (34), the motor force being applied to said compression piston when the pressure of the gas inside said compression chamber is suddenly raised to a value of d completed.
2. Moteur selon la revendication 1, dans lequel ledit rotor (12) comprend 2 pistons d'admission/échappement (20, 22) fixés à la surface intérieure du rotor et situés aux 2 extrémités d'un second diamètre du rotor perpendiculaire audit premier diamètre et maintenus sensiblement en contact avec la surface extérieure du stator (10) , lesdits pistons servant à l'admission des gaz dans ledit cylindre (14) et à leur échappement, et ledit élément à 2 flasques comprend un flasque transit (32) à l'avant du flasque culasse dans le sens de rotation du rotor servant au transit des gaz à l'intérieur dudit cylindre.2. Motor according to claim 1, wherein said rotor (12) comprises two intake / exhaust pistons (20, 22) attached to the inner surface of the rotor and located at the ends of a second diameter of the rotor perpendicular to said first rotor. diameter and maintained substantially in contact with the outer surface of the stator (10), said pistons for the admission of gases into said cylinder (14) and their exhaust, and said element with 2 flanges comprises a transit flange (32) to the front of the cylinder head flange in the direction of rotation of the rotor for the transit of gases inside said cylinder.
3. Moteur selon la revendication 2, comprenant 2 éléments à flasques (24 et 26) entraînés en rotation par la rotation du rotor (12), l'axe (13) dudit rotor entraînant des axes primaires (36 et 38) au moyen d'une courroie (40), chacun desdits axes primaires entraînant respectivement chacun des axes (28 et 30) de l'élément à flasques associé grâce à un dispositif à renvoi d'angle (60, 62) permettant ainsi la transformation d'un mouvement rotatif autour de chacun desdits axes primaires en un mouvement rotatif autour de l'axe perpendiculaire de chacun desdits éléments à flasques respectivement .3. Motor according to claim 2, comprising two flanged elements (24 and 26) driven in rotation by the rotation of the rotor (12), the axis (13) of said rotor driving axes. primary (36 and 38) by means of a belt (40), each of said primary axes each respectively driving the axes (28 and 30) of the associated flange member by means of a deflection device (60, 62 ) thereby allowing the transformation of a rotary motion about each of said primary axes into a rotational movement about the perpendicular axis of each of said flange members respectively.
4. Moteur selon la revendication 3, dans lequel le diamètre desdits axes primaires (36 et 38) est égal à la moitié du diamètre de l'axe (13) dudit rotor (12), de sorte que la vitesse de rotation desdits éléments à flasques (24, 26) est le double de la vitesse de rotation dudit rotor.4. Motor according to claim 3, wherein the diameter of said primary axes (36 and 38) is equal to half the diameter of the axis (13) of said rotor (12), so that the speed of rotation of said elements to flanges (24, 26) is twice the rotational speed of said rotor.
5. Moteur selon l'une des revendications 2 à 4, dans lequel un ressort est situé à l'arrière de chacun desdits pistons de compression et d'admission/échappement (16, 18, 20, 22) pour maintenir chacun desdits pistons en contact avec la surface dudit stator (10) au démarrage du moteur, lesdits ressorts se compressant au fur et à mesure que la vitesse s'accroît après que le moteur a été mis en route grâce à la force centrifuge de sorte que lesdits pistons s'écartent légèrement de la surface dudit stator, évitant ainsi tout frottement sur la surface extérieure dudit stator.5. Engine according to one of claims 2 to 4, wherein a spring is located at the rear of each of said compression pistons and intake / exhaust (16, 18, 20, 22) to maintain each of said pistons in contact with the surface of said stator (10) at the start of the engine, said springs compressing as the speed increases after the engine has been started by the centrifugal force so that said pistons spaced slightly from the surface of said stator, thus avoiding any friction on the outer surface of said stator.
6. Moteur selon l'une des revendications 1 à 5, utilisé comme moteur à explosion, dans lequel chacun desdits évidements (42 ou 44) comprend un tuyau d'arrivé d'essence (46 ou 48) et une bougie d'allumage (50 ou 52), l'essence étant injectée dans la chambre de compression par ledit tuyau d'arrivé d'essence lorsque ledit piston de compression (16 ou 18) se trouve en face dudit évidement et que lesdits flasques transit (32) et culasse (34) dudit élément à flasques sont fermés, et ladite bougie d'allumage étant activée lorsque ledit piston de compression se trouve à la fin de ladite chambre de compression, ledit flasque transit étant ouvert, de manière à ce que l'explosion du mélange d'air et d'essence dans ladite chambre de compression produise l'effort moteur sur ledit piston de compression.6. Engine according to one of claims 1 to 5, used as an internal combustion engine, in which each of said recesses (42 or 44) comprises a fuel supply pipe (46 or 48) and a spark plug ( 50 or 52), the fuel being injected into the compression chamber by said fuel delivery pipe when said compression piston (16 or 18) is opposite said recess and said transit flanges (32) and cylinder head (34) of said flanged member are closed, and said spark plug being activated when said compression piston is at the end of said compression chamber, said transit flange being open, of so that the explosion of the mixture of air and gasoline in said compression chamber produces the motor force on said compression piston.
7. Moteur selon l'une des revendications 1 à 5 utilisé comme moteur à air comprimé, dans lequel chacun desdits évidements (42 ou 44) comprend un tuyau d'arrivée d'air comprimé (64, 66), l'air comprimé étant injecté dans la chambre de compression associée à chaque évidement lorsque ledit piston de compression (16 ou 18) se trouve à la fin de ladite chambre de compression, ledit flasque transit étant ouvert, de manière à produire le même effort moteur que l'explosion du mélange d'air et d'essence du même moteur à explosion.7. Motor according to one of claims 1 to 5 used as a compressed air motor, wherein each of said recesses (42 or 44) comprises a compressed air inlet pipe (64, 66), the compressed air being injected into the compression chamber associated with each recess when said compression piston (16 or 18) is at the end of said compression chamber, said transit flange being open, so as to produce the same motor force as the explosion of the mixture of air and gasoline from the same engine.
8. Système de moteur combinant 2 moteurs selon l'une des revendications précédentes, dans lequel Un seul rotor commun comportant 4 pistons de compression tourne en rotation autour de 2 stators de manière à produire 4 efforts moteur à chaque demi-tour de rotation dudit rotor commun. 8. Engine system combining 2 motors according to one of the preceding claims, wherein a single common rotor having four compression pistons rotate in rotation around two stators so as to produce 4 motor forces at each half-turn of rotation of said rotor. common.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR0900392A FR2941740B1 (en) | 2009-01-30 | 2009-01-30 | ROTARY MOTOR WITH CIRCULAR ROTOR |
PCT/FR2009/001104 WO2010086516A2 (en) | 2009-01-30 | 2009-09-18 | Rotary engine with a circular rotor |
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EP2391801A2 true EP2391801A2 (en) | 2011-12-07 |
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ID=40933744
Family Applications (1)
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EP09740176A Withdrawn EP2391801A2 (en) | 2009-01-30 | 2009-09-18 | Rotary engine with a circular rotor |
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US (1) | US8689763B2 (en) |
EP (1) | EP2391801A2 (en) |
JP (1) | JP2012516408A (en) |
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FR3086689A1 (en) | 2018-10-01 | 2020-04-03 | Patrice Christian Philippe Charles Chevalier | HYDROGEN ENGINE WITH VARIABLE CYLINDERED TORIC CHAMBER, AND RELATED METHODS |
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GB0815766D0 (en) * | 2008-08-29 | 2008-10-08 | Lontra Ltd | Rotary piston and cylinder devices |
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DE1114825B (en) * | 1960-02-03 | 1961-10-12 | Walter Rosch | Rotating power and working machine |
DE1553050C3 (en) * | 1965-03-01 | 1979-10-04 | George Anthony Mount Martha Victoria Fairbairn (Australien) | Rotary piston machine with a ring cylinder |
US3739754A (en) * | 1970-12-03 | 1973-06-19 | A Nutku | Rotating-piston toroidal machine with rotating-disc abutment |
DE2304333A1 (en) * | 1973-01-30 | 1974-08-01 | Agropol Ag | CIRCULAR PISTON MACHINE |
DE3146782A1 (en) * | 1981-11-25 | 1983-06-01 | Peter 8650 Kulmbach Leitholf | Rotary piston machine |
US5131359A (en) * | 1989-11-09 | 1992-07-21 | Gomm Thiel J | Rotating head and piston engine |
DE29522008U1 (en) * | 1995-01-19 | 1999-07-29 | Raab, Anton Gerhard, 80686 München | Engine |
GB2333561B (en) * | 1998-01-21 | 2002-03-20 | John Edward Archer | Rotary machine |
US20050045841A1 (en) * | 2003-08-25 | 2005-03-03 | Hartman Delbert Lee | Transverse disc motor |
US7059294B2 (en) * | 2004-05-27 | 2006-06-13 | Wright Innovations, Llc | Orbital engine |
US8151759B2 (en) * | 2006-08-24 | 2012-04-10 | Wright Innovations, Llc | Orbital engine |
-
2009
- 2009-01-30 FR FR0900392A patent/FR2941740B1/en not_active Expired - Fee Related
- 2009-09-18 US US13/147,058 patent/US8689763B2/en not_active Expired - Fee Related
- 2009-09-18 WO PCT/FR2009/001104 patent/WO2010086516A2/en active Application Filing
- 2009-09-18 EP EP09740176A patent/EP2391801A2/en not_active Withdrawn
- 2009-09-18 JP JP2011546900A patent/JP2012516408A/en not_active Withdrawn
Non-Patent Citations (1)
Title |
---|
See references of WO2010086516A2 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR3086689A1 (en) | 2018-10-01 | 2020-04-03 | Patrice Christian Philippe Charles Chevalier | HYDROGEN ENGINE WITH VARIABLE CYLINDERED TORIC CHAMBER, AND RELATED METHODS |
Also Published As
Publication number | Publication date |
---|---|
FR2941740A1 (en) | 2010-08-06 |
US8689763B2 (en) | 2014-04-08 |
JP2012516408A (en) | 2012-07-19 |
WO2010086516A2 (en) | 2010-08-05 |
FR2941740B1 (en) | 2011-02-11 |
US20120023917A1 (en) | 2012-02-02 |
WO2010086516A3 (en) | 2010-09-30 |
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