WO2007026381A1

WO2007026381A1 - Modular rotary combustion engine

Info

Publication number: WO2007026381A1
Application number: PCT/IT2005/000500
Authority: WO
Inventors: Giuseppe Floris; Fabiano Floris
Original assignee: Giuseppe Floris; Fabiano Floris
Priority date: 2005-08-29
Filing date: 2005-08-29
Publication date: 2007-03-08

Abstract

Rotary combustion engine consisting of one or more adjacent modules (M), comprising a fixed stator (S) and a rotor (R), cylindrical and coaxial, wherein said stator (S) comprises an oil inlet (Oi), one or more injectors of fuel (Ci) and compressed air (Ai), one or more spark plugs (F), a fuel exhaust duct (Cu) and an oil outlet (Ou), and wherein said rotor (R), rotating inside the stator (S), is integral with a drive or propeller shaft (T). On the rotor (R) one or more combustion chambers (R1) are obtained, i.e. concave seats, into which the fuel is injected, which, ignited by said spark plug (F), produces, due to the expansion, a rotational thrust on said rotor (R), with consequent rotational thrust on said drive or propeller shaft (T) integral with it.

Description

TITLE MODULAR ROTARY COMBUSTION ENGINE

DESCRIPTION

The present patent concerns combustion engines and in particular a modular rotary combustion engine.

Reciprocating and rotary combustion engines are known.

The reciprocating combustion engines are the known engines comprising pistons, cylinders, connecting rods, camshafts, crankshafts, valves, pumps etc. The known reciprocating combustion engines perform the fuel intake, compression, combustion, expansion and discharge strokes in separate phases.

Substantially, the combustion chamber is located inside a cylinder with piston, into which the combustion fuel, which is ignited and burnt, is injected or sucked. The combustion causes expansion of the fuel which moves the piston, producing mechanical energy.

Reciprocating combustion engines, therefore, produce substantially a type of generically linear movement, which is then converted, for example into rotary movement, by means of numerous mechanical components, such as connecting rods, crankshafts etc.

The components of the known combustion engines are therefore extremely complex.

Reciprocating combustion engines, furthermore, have other considerable drawbacks, first and foremost dispersion of the energy produced, which is used to a large extent to move said mechanical components.

Furthermore, only one phase of the cycle, i.e. the combustion phase, generates mechanical energy, partly used also to trigger the other phases.

The reciprocating type operation, furthermore, characterised by the translatory movement of the pistons, creates considerable vibration, thus also intensifying the noise produced by the engine. The reciprocating operation is furthermore characterised by so-called "dead points", i.e. moments when the piston movement is inverted, which results in further dispersion of energy, albeit to a lesser extent.

The known combustion engines, furthermore, do not adapt to a plurality of fuels, for example hydrogen, as the combustion chamber does not remain isolated with respect to the intake chamber or with respect to the other internal areas of the engine and the external environment, involving the risk of backfiring and other serious and hazardous drawbacks.

Rotary engines are also known, less widespread than the known reciprocating combustion engines. The rotary engines are much less complex than the known reciprocating engines, since they have mainly two moving mechanical parts, and are substantially without mechanical components such as connecting rods, cams, belts etc.

Said moving mechanical parts are a rotor and the related drive shaft. The main components of the known rotary engine are the stator, i.e. a fixed tubular element with substantially ovoidal section, inside which the rotor rotates, generically triangular in section.

The rotor rotation is of the eccentric type, so that the edges of the rotor constantly adhere to the internal walls of the stator, forming three separate chambers.

During the rotation, the dimensions of said chambers vary, due to the eccentric rotation and the particular form of the stator and rotor, thus causing intake of the fuel and its subsequent compression.

When the fuel pressure reaches the optimal value, the fuel is ignited and combusted, thereby expanding and causing rotation of the rotor. The rotor, appropriately connected to the drive shaft, causes rotation of the latter and therefore the transmission of mechanical energy to the moving parts.

The advantages resulting from the rotary type operation are numerous.

One of the main advantages consists in the absence of moving mechanical components such as pistons, connecting rods, etc., which make the structure less complex, less heavy and less cumbersome, and also less subject to breakages.

The absence of translatory reciprocating movement considerably reduces the vibrations and, consequently, the level of noise produced. The rotary type engines are extremely silent and their construction simplicity also reduces production costs.

Propulsion is, furthermore, continuous, since there are no dead points in operation of the rotary engine, with consequent greater efficiency in use of the power generated. Said power is completely transmitted to the drive shaft, eliminating the dispersions due to movement of the mechanical parts which are present in the known reciprocating engines.

The rotary movement therefore permits the development of a very high number of revolutions, i.e. generation of a power superior to the known reciprocating combustion engines.

The complete separation between intake chamber and combustion chamber makes it possible to use numerous types of fuel, such as petrol, diesel, LPG, methane gas, and also environment-friendly fuels such as hydrogen. Rotary combustion engines, however, also have numerous drawbacks due to which the known reciprocating engines are preferred. Firstly, the friction generated by the sliding of the rotor edges on the inner wall of the stator requires lubrication and cooling, in addition to causing rapid wear of the rotor itself, making the life of the engine extremely short. The non-aligned eccentric movement of the rotor, furthermore, creates problems of equilibrium, which can be solved by the application of counterweights, thus complicating the structure of the engine.

Optimal operation is obtained by keeping the number of engine revolutions high, thus causing excessive fuel consumption compared to reciprocating engines, with consequent increase in contaminating emissions. The quantity of contaminating emissions is also increased due to the need to use highly lubricating fuel mixtures.

In the case of use of rotary engines for means of locomotion, absence of the engine resistance represents a further drawback, since every slow-down and braking operation produces a waste of fuel and mechanical energy, which is not used. Rotary engines are known which adopt particular devices to solve some of these drawbacks, but the solutions adopted so far have not produced any acceptable result and have, at times, even worsened the situation. To remedy all the above drawbacks a new type of modular rotary combustion engine has been designed and developed, with cylindrical stator and combustion chambers obtained in the rotor.

The main aim of the present invention is to reduce the dispersions of power, since it has no mechanical components such as pistons, connecting rods, camshafts, crankshafts etc.

A further aim of the present invention is to save fuel, while developing the same power. A further aim of the present invention is to be modular in order to maximise the thrust on the drive shaft, eliminating the down time between successive combustions, thus making propulsion continuous.

A further aim of the present invention is to minimise the vibrations and, consequently, the sound emissions produced by the engine. A further aim of the present invention is to be powered by any substance with detonating power, i.e. liquid fuel, gaseous fuel and also environment- friendly fuels such as hydrogen.

A further aim of the present invention is to minimise friction, reducing the need for cooling and lubrication and, simultaneously, avoiding onset of the known malfunctions to which reciprocating combustion engines are subject.

A further aim of the present invention is to be combined with the use of an electric motor for further fuel saving and recovery of energy produced.

A further aim of the present invention is to recover the exhaust gases, producing further mechanical energy. A further aim of the present invention is to work also in submerged mode.

These and other aims, direct and complementary, are achieved by the new modular rotary combustion engine, with cylindrical stator and combustion chambers obtained in the rotor.

The new modular rotary engine consists in its main parts of one or more adjacent modules, each comprising two coaxial cylindrical elements, one of which is fixed, hereinafter called stator, and one rotating, hereinafter called rotor, on which one or more combustion chambers are obtained. Said stator houses at least one inlet duct for the oil, or other lubricating substance, one or more injectors or spray nozzles for compressed air and fuel, at least one spark plug and at least one combustion exhaust duct and anything else necessary for optimal operation of the engine.

Said rotor is positioned inside said stator in a coaxial position, with the outer wall near the inner wall of the stator.

Alternatively, said stator comprises a seat or groove made in the inner surface, in which said rotor is housed. For containment of the combustion chamber, two or more bands, or band segments, are present on the circumference, positioned between the stator and the rotor and contained by the fixed wall of the stator. The rotor can therefore rotate inside the stator and is connected to a drive shaft so that rotation of the rotor causes the rotation of said shaft. Said rotor comprises one or more specific combustion chambers, i.e. seats or concave grooves, obtained on the curved or outer surface of the rotor. Said specific combustion chambers are therefore spaces defined at the bottom by the outer surfaces of the rotor and at the top by the inner surface of the stator. The combustion chambers are furthermore defined laterally by one or more oil scraper blades integral with said stator or said rotor, having the function, in addition to rendering the layer of lubricating oil used uniform to further reduce the friction, of preventing the fuel injected into said combustion chambers from flowing out via alternative routes to the exhaust ducts, getting into the other elements inside the engine or flowing out into the external environment. For said purpose, said blades comprise appropriate elastic means designed to guarantee adhesion to the inner surface of the stator or to the outer surface of the rotor.

When the rotor rotates around its centre, inside the stator, both said drive shaft and said specific combustion chambers, which vary their position in relation to the stator, rotate, thus making the fuel injection, combustion, expansion and exhaust phases possible.

In particular, the fuel is injected into said specific combustion chambers when they are in the position corresponding to the fuel injector, while combustion occurs when rotation of the rotor sets said combustion chambers to a position corresponding to the spark plug.

As a result of combustion, the fuel expands which causes a thrust and a forward movement of the rotor.

Rotation of the rotor sets said combustion chambers to a position corresponding to the exhaust duct, where the combusted product is discharged.

Expansion of the fuel causes the thrust which is responsible for rotation of the rotor and, therefore, of the drive or propeller shaft.

In this way, the power created by the combustion is almost completely used for rotation of the drive or propeller shaft, since friction is minimised and the known mechanical components of the reciprocating combustion engines such as pistons, connecting rods, camshafts etc. are completely absent.

Reduction of the friction facilitates cooling of the components, permitting the use of coolants of different types, for example air, water or other cooling liquid.

For cooling of the module, the present invention comprises one or more manifolds or ducts for the passage of coolant into both the stator and the rotor.

Furthermore, the present invention provides for positioning of one or more thermal exchange chambers, crossed by cooling liquid. Alternatively, this invention can comprise an air cooling device, with cooling blades.

The new rotary combustion engine is modular, i.e. said module, comprising a stator with internal rotor, can be positioned adjacent to one or more analogous modules, all acting on the same shaft, so that the thrust produced by the combustion increases the power transmitted to said shaft.

Said modules can be arranged so that the combustion chambers are not aligned with each other, with a displacement such as to produce a succession of combustions resulting in a propulsion which is, as far as possible, continuous and effective. A rotary operation of this type completely eliminates the vibrations and unbalances and also reduces the noise produced by the engine when running.

It is known that reciprocating combustion engines, provided with pistons, connecting rods etc. transmit to the camshaft or crankshaft the force of the detonation, causing rotation.

The leverage obtained between the crank and the axis of the shaft has very small dimensions, limiting the effectiveness of the propulsion. In the present invention, on the contrary, the thrust is applied near the outer surface of the rotor, i.e. inside the combustion chamber, therefore the larger the diameter of the rotor to which the shaft is connected, the greater the force applied on the drive shaft. The absence of mechanical components such as pistons, connecting rods, etc. and the reduced friction and dispersion permit optimal exploitation of the power developed and, with the same power, permit considerable fuel savings. Furthermore, in view of the reduction of the friction with respect to the known combustion engines, the present invention permits operation at a very high number of revolutions, thus developing great power. It is also possible to envisage the combination of an electric motor, which accumulates electricity during the stroke, for example in the engine braking phase, with consequent advantages.

If installed on a means of locomotion, said electric motor can temporarily operate as a substitute for the combustion engine, for example in areas with restriction of exhaust gas emissions or when stationary. The present invention, furthermore, operates with any type of combustible substance and, ensuring complete separation between fuel injection phase and combustion phase, to avoid dangerous backfiring, can also operate with environment-friendly fuels such as hydrogen.

The new modular rotary combustion engine also provides for recovery of the exhaust gases which, conveyed on a rotor comprising one or more blades or fins, cause it to rotate, producing a further thrust on the drive shaft. The present invention, appropriately waterproofed, can also operate in submerged mode, since 'it is not provided with direct air intakes, the air being introduced under pressure into the combustion chamber. The engine subject of the present patent can also be used combined with an electricity generator.

The use of electronic control units or cocks is envisaged for adjustment of the quantity of fuel and air introduced into said combustion chambers. Rotary combustion engine consisting of one or more modules comprising one fixed stator and one rotor, cylindrical and coaxial, wherein said stator comprises at least one oil inlet duct, one or more fuel and compressed air injectors, one or more spark plugs, at least one combustion exhaust duct and at least one oil outlet, and wherein said rotor, rotating inside said stator, is connected to and integral with a drive or propeller shaft. The rotor is provided with one or more seats forming specific combustion chambers and one or more blades which, combined with one or more blades positioned on the stator, close the combustion chamber.

The characteristics of the present invention will be better clarified by the following description with reference to the drawings attached as a non- limiting example. Figure 1 shows a section of the new modular rotary engine, while figures Ia and Ib show two details of said section. Figures 2a and 2b show the oil scraper blades, while fig. 2c shows the detail of the containment bands on the circumference.

Figures 3 and 4 show two section planes of the present invention. Figures 5 and 6 show two application solutions of the new modular rotary engine.

The new modular rotary engine comprises one or more adjacent modules

(M).

Each module (M) comprises a fixed stator (S) and a rotating rotor (R).

Said stator (S) and said rotor (R) have a substantially cylindrical form and are arranged coaxially, wherein said rotor (R) is positioned internally to said stator (S) and is housed in a seat or groove obtained on the inner surface (Sl) ofthe stator (S).

Said stator (S) houses at least one duct for inlet of oil (Oi) or other lubricating substance, one or more fuel injectors (Ci), one or more compressed air injectors (Ai), one or more spark plugs (F), at least one fuel exhaust duct (Cu) and at least one oil outlet (Ou), with related sump (Vo). The rotor (R) rotates around the stator (S) and is connected to a drive or propeller shaft (T) so that rotation of the rotor (R) causes the rotation of said shaft (T). One or more combustion chambers (RS) are thus formed, defined at the bottom by the outer surface (R3) of the rotor (R) and at the top by the inner surface (Sl) of the stator (S).

To improve the efficiency of the engine said rotor (R) will furthermore comprise one or more specific combustion chambers (Rl), i.e. concave seats or grooves, obtained on the outer surface (R3) of the rotor. Said specific combustion chambers (Rl) are preferably rectangular-shaped, with depth increasing in the rotation direction of the rotor (R), to facilitate the thrust action on the rotor (R) in the combustion phase. Each combustion chamber (RS), in addition to being defined on the circumference by one or more containment bands, is defined laterally by one or more oil scraper blades (Lr), (Ls). hi particular, one blade (Lr) is integral with said rotor (R), while one blade (Ls) is integral with said stator (S). Each blade (Lr) and (Ls) comprises an elastic means (Ml) designed to compress said blade (Lr)/(Ls), integral with said rotor (R)/stator (S), against the opposite wall, i.e. against said stator (S)/rotor (R). The fuel is injected into the specific exchange chamber (Rl) when it is in a position corresponding to the fuel injector (Ci), while the combustion occurs when rotation of the rotor (R) brings said combustion chamber (Rl) to a position corresponding to the spark plug (F).

As a result of the combustion, the fuel expands, causing a thrust and forward movement of the rotor (R). In detail, said expansion causes a thrust which tends to increase the volume of the combustion chamber (RS).

Said combustion chamber (RS), as said, is defined laterally by said blades (Ls) and (Lr), wherein said blade (Ls), integral with said stator (S), is fixed, while said blade (Lr), integral with said rotor (R), varies its position in relation to the stator (S), rotating with the rotor (R).

Since the volume of the seat obtained on said rotor (R) is invariable, the increase in overall volume of the combustion chamber (RS) is obtained only if said rotor (R) rotates, causing increase of the distance between said blades (Ls) and (Lr), i.e. increase in the volume of the cylindrical sector between them. (Figures Ia and Ib).

Rotation of the rotor (R) brings said specific combustion chamber (Rl) to a position corresponding to the fuel exhaust duct (Cu), where the combusted fuel is conveyed to the outside. For cooling of the module (M), the present invention comprises at least one coolant inlet duct (Bi), at least one coolant outlet duct (Bu) and at least one duct for passage (Bs) of the coolant, obtained in said stator (S). Coaxially to said stator (S) and rotor (R), at least one thermal exchange chamber is obtained, crossed by cooling liquid (figure 5). Alternatively, the present invention can comprise an air cooling device (P) with cooling blades (figure 6).

Said module (M) can be positioned alongside one or more analogous modules (M), all acting on the same shaft (T) so that the thrust produced by the combustion increases the power transmitted to said shaft (T). Therefore with reference to the preceding description and the attached drawing the following claims are made.

Claims

1. Rotary combustion engine, characterised in that it comprises one or more modules (M) in turn comprising:

♦ A fixed stator (S), substantially cylindrical-shaped provided with inner surface (Sl) in turn comprising at least one duct for the inlet of oil

(Oi), or other lubricating substance, one or more fuel injectors (Ci), one or more compressed air injectors (Ai), at least one fuel exhaust duct (Cu) and at least one oil outlet (Ou), with related sump (Vo).

♦ A rotor (R), substantially cylindrical-shaped, connected to and integral with a drive or propeller shaft (T), positioned coaxially and internally to said stator (S), with outer surface (R3) near to said inner surface (Sl), and rotating inside said stator (S).

♦ At least one combustion chamber (RS) obtained between the curved or outer surface (R3) of the rotor and the inner surface (Sl) of the stator (S) and wherein said combustion chamber (RS) is defined at the bottom by the outer surface (R3) of the rotor (R), at the top by the inner surface (Sl) of the stator and laterally by one or more oil scraper blades (Lr), (Ls) at least one integral with said stator and at least one integral with said rotor.

2. Rotary combustion engine, according to claim 1, characterised in that said stator (S) also comprises one or more spark plugs (F).

3. Rotary combustion engine, according to claims 1, 2, characterised in that said rotor (R) comprises one or more concave seats or grooves (Rl) having the function of specific combustion chambers, obtained on its outer lateral surface (R3), into which the fuel is injected, when said specific combustion chambers (Rl) are in a position corresponding to said fuel injector (Ci), wherein said fuel is ignited when said specific combustion chambers (Rl) are in a position corresponding said spark plug (F), causing, due to the expansion, a rotational thrust on said rotor (R), with consequent rotational thrust on said drive or propeller shaft (T) integral with it.

4. Rotary combustion engine, according to claims 1, 2, 3, characterised in that said module (M) is adjacent to analogous modules (M), all acting on said drive or propeller shaft (T).

5. Rotary combustion engine, according to claims 1, 2, 3, 4, characterised in that said specific combustion chambers (Rl) of each module (M) are in non-aligned positions with respect to each other in order to cause consecutive combustion, thus ensuring continuous propulsion.

6. Rotary combustion engine, according to the preceding claims, characterised in that said specific combustion chambers (Rl) have a rectangular shape, with depth increasing in the direction of rotation of the rotor (R).

7. Rotary combustion engine, according to the preceding claims, characterised in that each blade (Lr) and (Ls) comprises one or more elastic means (Ml) designed to compress said blade (Lr)/(Ls), integral with said rotor (R)/stator (S), against the opposite wall, i.e. against said stator (S)/rotor (R).

8. Rotary combustion engine, according to the preceding claims, characterised in that it comprises, for containment of the combustion chamber on the circumference, two or more bands, or band segments, positioned between the stator and the rotor and contained by the fixed wall of the stator.

9. Rotary combustion engine, according to the preceding claims, characterised in that it comprises one or more cooling ducts, for passage of the cooling liquid.

10. Rotary combustion engine, according to the preceding claims, characterised in that it comprises an air cooling device (P).

11. Rotary combustion engine, according to the preceding claims, characterised in that it can be powered by any type of fuel with detonating power.

12. Rotary combustion engine, according to the preceding claims, characterised in that it can be combined with an electric motor.

13. Rotary combustion engine, according to the preceding claims, characterised in that it comprises a further rotor with fins or blades, connected to said drive or propeller shaft (T) and rotated by the exhaust gases conveyed to it under pressure.

14. Rotary combustion engine, according to the preceding claims, characterised in that it can be used in submerged mode.

15. Rotary combustion engine, according to the preceding claims, characterised in that it comprises one or more electronic control units and/or cocks for adjustment of the quantity of fuel and compressed air to be injected inside said combustion chambers (Rl).