MXPA98000502A - Inte combustion swivel engine - Google Patents

Abstract

The present invention relates to a rotary internal combustion engine, comprising a circular inner element mounted to rotate and function as a motor rotor, and a concentric, substantially annular outer element, mounted so that it has no movement and functions as a stator of the motor, said rotor and stator are arranged so that an inner circumference of the stator, at least in certain predetermined circumferential sectors thereof, surrounds in a sealed manner said rotor, said rotor and stator being mounted for relative rotation about a axis of its concentricity, the stator is provided with at least two combustion chambers spaced equidistantly around said circumference, each of said combustion chambers has a discharge outlet opening tangentially within said circumference towards said rotor, each of said rotor said, each of said combustion chambers also t There is at least one fuel inlet through which oxygen or air and fuel can be injected, in predetermined amounts so as to form a fuel mixture, within said combustion chamber at predetermined intervals, the combustion chamber further comprising means to initiate or intensify the ignition of the fuel mixture injected into said combustion chamber, said rotor is designed to form a rotational body generally in the form of a ring, having an inward extending passage, and an outer ring body connected to a central axis by a plurality of spokes in a rigid manner of transmission of torque, said central axis projects, at least at one of its end portions, from said ring body and is mounted to serve as the main axis of the motor, said rotor ring body is provided with a plurality of holes adapted to receive a jet of combustion gases. High pressure, which are expanded, discharged from the combustion chambers through their discharge outlets when said orifices are temporarily and consecutively facing said discharge outlets during the relative rotation of said rotor relative to said stator, the The rotary motor is characterized by said rotor consisting of at least two adjacent and identical rotor segments, each comprising a ring segment, and said holes being, in each ring segment of said ring, designed and configured to form at least one group of step expansion channels provide direct connections for the combustion gases of said discharge outlets of said combustion chambers towards said interior of said rotor at intervals in which the entrances of said expansion channels, along the outer circumference of said rotor segments, are facing said discharge outlets along the circumference internal status

Description

Rotary Internal Combustion Motor TECHNICAL FIELD The invention relates generally to internal combustion engines and has reference in particular to a rotary motor, especially a rotary motor of the type set forth in the preamble of appended claim 1. Background Art One of the trends to improve the overall efficiency of traditional displacement internal combustion engines has been the replacement of the reciprocating pistons of these engines by rotating pistons capable of converting the energy content of the combustion gases high. expanding pressure in a direct rotary movement of a motor shaft. The rotary piston engine known as the Wankel engine has been further developed in this field, but has not been able to replace the reciprocating engine due to problems with, for example, sealing materials. Other attempts have been directed to the development of rotating motors in which a rotor is driven by at least one expanding gas stream which exerts a tangential pressure on the circumference of the rotor by means of which a part of the gas energy content in expansion it becomes a motor torque acting on the rotor. Examples of engines of the type mentioned are turbines, especially gas turbines that can be used widely in certain well-defined areas. Mainly from literature, there have been known designs of rotary internal combustion engines in which a rotor is driven by a continuous series of pulses of combustion gases in expansion. A known device of the prior art disclosed in U.S. Patent 4,590,761 comprises spaced combustion chambers with cavities therebetween which are disposed about the outer circumference of a rotor. Each cavity serves as an expansion chamber for a gas jet produced by combustion in an associated combustion chamber. A stator has in its internal circumference, retractable reaction members which can be moved to the cavities so that the gas jet acts on them in order to create forces that act in the opposite direction in the rotor and stator and in this way make the rotor rotates. This device known to be too complicated since it consists of a large number of movable components controlled by cam and since the combustion of the fuel is performed only in open chambers of sealed discharge openings, the thermal efficiency may also not be sufficiently high for that the motor is viable from a practical application. Another device of the type mentioned is disclosed in the specification of the German patent DE 1 601 577 Al published. The device disclosed herein comprises two equidistantly spaced combustion chambers placed in a stator along its circumference. The combustion gases generated in these combustion chambers are discharged, at predetermined intervals, to a generally anguiform expansion duct which is confined by curved wall compartments of the chambers of which certain parts being placed in both a motor rotor, as in the stator. When the engine is in operation, the chambers are connected together in sequence so that multiple subsequent expansions of the combustion gases would exert active tangential driving and alternate reactive drives in the rotor. The expanded combustion gases are finally ventilated by means of a duct through the stator in the ambient atmosphere. The considerations given to the disclosed device allow the conclusion that the device would hardly be capable of a practical operation at least in the sense of providing a torque that could be used with viable efficiency. The generally anguiform expansion duct seems to be too long and too bulky. In an expansion duct such as this, a permanent back-pressure of substantially constant level can be generated. During the relatively long periods between successive combustion pulses in the chambers, the combustion gases present in the pipeline can reach a quasiparalization. It is expected that the flow velocity of the gas through the expansion duct will be substantially low because the too long intervals and the relatively large volume of the expansion duct allow a slow low velocity release of the combustion gases expanded in the atmosphere environmental. Between the wall compartments of the active and / or reactive actuator chambers, long wall sections are present which, in view of torque generation, are at least completely inactive if they are not retroactive. Another example of such an engine is disclosed in German patent publication DE 1 476 913 Al. The device disclosed herein is, in principle, a multi-stage turbine comprising a rotor provided, in spaced placement, with spaced apart chambers having tangential openings along the circumference of the rotor. When in operation, the pulses of a high-pressure gas jet are introduced tangentially to the chambers. The pulses exert active and reactive directing forces on the rotor both when they enter, and after, during their expansion of multiple stages of the chambers. The rotor of the known device is designed and formed as a hollow cylindrical body having radially directed spokes and the chambers are placed in an annular outer circumferential part of the cylindrical body. As an alternative, the same publication discloses the possibility of generating the high pressure gas pulses, at least within the first stage of turbine expansion, by placing and operating the internal combustion chambers in the rotor. After the first stage of its expansion, the combustion gases are introduced, through suitable but relatively long conduits, to the subsequent stages of the turbine for repeated expansions. The combustion of the fuel introduced into the combustion chambers would be carried out at constant volume and the expanding gases would exert, at least during their first expansion stage, pulses of the reactive torque on the circumference of the rotor. Due to the relatively long flow paths for the expanding gases between subsequent expansion stages and multiple curvatures therein, this hybrid solution appears to be hardly effective enough and therefore capable of replacing well-known alternative motors. German patent publication DE 3826533 A1 discloses a rotary internal combustion engine having a rotor provided with a plurality of cavities adapted to receive a gas jet of expanding high pressure combustion gases discharged from a stationary combustion chamber and in se ratio with a peripheral section of the rotor. When it is in operation, that is, the rotor of the motor rotating in relation to the combustion chamber, the rotor cavities are looking, temporarily and in sequence, at the discharge outlet of the combustion chamber. The rotor is maintained in continuous rotation by the kinetic energy of the jets of the expanding high-pressure combustion gases which are transferred to the rotor by and during its passage through and further expansion in the rotor cavities. The rotor of the internal combustion rotary engine disclosed in DE 3826533 Al is designed and formed as a substantially solid rotating body and apart from a brief indication of the heat content of the expanded combustion gases which are also used by a heat exchanger, No information is disclosed on how the spent combustion gases are released after their expansion. Accordingly, an object of the present invention is to provide a rotary internal combustion engine, especially a motor operating on the principle of a rotary motor driven by a continuous series of tangential pulses exerted on a rotor by expanding combustion gases with high content. of energy, whose basic design will allow the provision of different engines in size and therefore, in performance using and aligning, by simple assembly, different numbers of identical prefabricated component parts. More particularly, the present invention seeks to provide a rotary internal combustion engine that operates with a minimum of energy losses with high thermal and mechanical efficiency. A further and related objective of the present invention is to provide a fuel-efficient engine hitherto not experienced, the engine being capable of operating with different types of fuel, particularly liquefied or gaseous hydrogen, without problems. Another object of the invention is to provide a rotary motor that could replace with considerable advantages, the traditional internal combustion reciprocating engines in each field of application. Another object of the invention is to provide a method for operating the engine according to the invention in a manner innocuous to the environment, producing, if at all, a very low proportion of harmful constituents in its exhaust gases. It has been recognized that the above complex objectives can only be achieved by providing a rotary type motor in which known physical principles and effects, at least in part, such as avoiding reciprocal component parts.; using a rotor of high inertial production to store, at least for certain periods of operation, kinetic energy; burning a mixture of completely flammable fuel in spaces isolated from the heat so that the adiabatic combustion is carried out, allowing and using the combustion of the fuel by detonation by means of which higher densities and combustion pressures can be achieved, are simultaneously affirmed. Disclosure of the Invention According to the present invention, there is provided a rotary internal combustion engine comprising a circular inner element installed so that it is rotatable, and thereby, functions as a motor rotor and a concentric, substantially annular outer element installed so that it is stationary, and with it, works like a motor stator. The rotor and the stator are positioned so that the inner circumference of the stator, at least in certain predetermined circumferential sectors thereof, hermetically encloses the rotor. The rotor and the stator are installed for relative rotation around the axis of concentricity of the same. The stator is provided with at least two combustion chambers equidistantly spaced around the circumference, each of the combustion chambers has a discharge outlet opening tangentially to the circumference towards the rotor. Each of the combustion chambers also has at least one fuel inlet through which oxygen or air and fuel, in predetermined amounts to form a combustible mixture, can be injected into the combustion chamber at predetermined intervals. The combustion chamber further comprises a means for initiating or improving the ignition of the fuel mixture injected into the combustion chamber. The rotor is designed to form a generally annular rotation body having an outer ring body connected to a central axis by a plurality of spokes in a rigid manner of torque transmission. The central axis protrudes, at least at one of its ends, from the annular body and is installed to serve as the main shaft of the engine. The annular body is provided with a plurality of cavities adapted to receive a jet of expanding high-pressure combustion gases discharged from the combustion chambers through their discharge outlets when the cavities are, temporarily and consecutively, facing the exits. of discharge during the movement of relative rotation of the rotor in relation to the stator. According to one of the new peculiar characteristics of the invention, the rotor consists of at least two rotor segments comprising a ring segment having an inner passage through which a continuous stream of gas as ambient air passes through the rotor in an axial direction during the operation. The cavities in the rotor segments are designed and formed to create at least one group of pitch expansion channels capable of continuously rotating the rotor by converting the energy content of the combustion gases into torque exerted in the form of pulses acting tangentially on the ring segments of the rotor. Another new feature of the invention is that each of the expansion channels provide a direct connection to the combustion gases from the discharge outlets of the combustion chambers into the interior of the rotor segments at intervals when the inlets of the channels of expansion along the outer circumferences of the rotor segments are facing the discharge outlets along the inner circumference of the stator. BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics and advantages of the invention will be apparent from the following description of preferred embodiments, by way of example only, with reference to the accompanying drawings, in which: Fig. 1 is a perspective view of a rotating motor representing the invention and consisting of four identical segments in which each stator segment comprises two combustion chambers. Fig. 2 is a perspective view of one of the segments of the rotary motor shown in Fig. 1.

Fig. 3 is a partial top view of the segment shown in Fig. 2 in which a segment cover of the stator segment and a cover disk of the rotor segment are removed to expose one of the combustion chambers and a group of the expansion channels of the motor segment. Fig. 4 shows a perspective view of the segment body of the motor stator segment also revealing arched seal members together with their places and seats. Fig. 5 describes a partial elevation of one of the motor rotor segments. Fig. 6 is a high perspective view of a ring segment of the rotor segment shown in Fig. 5. Fig. 7 is a partial elevated perspective view of a portion of a segment of the rotary motor with the cover of segment and cover disc removed again to reveal details of the construction of the combustion chamber and the arched seal member associated therewith. Fig. 8 is a similar view of Fig. 6 but showing the ring segment of a modified embodiment of the rotor segment of the rotary motor. Fig. 9 is a perspective elevation of an alternative embodiment of the rotor of a four segment rotary motor representing the invention. BEST MODE FOR CARRYING OUT THE INVENTION In the preferred embodiments shown, by way of example only, in Figs. 1 to 9 of the accompanying drawings, the internal combustion rotating motor representing the invention has a stator 1 and a rotor 2 respectively consisting of four identically formed stator segments 10 and four identically formed rotor segments 20. The segments are aligned coaxially along a major axis 21. Each of the stator segments 1 comprises a segment body 11 whose side face is hermetically covered by a segment cover 12. Each rotor segment 20 consists of a segment of ring 23 and a cover disk 24. The cover disk 24 has a diameter equal to one side face of ring segment 23 and is hermetically installed thereon. The rotor 2 is designed so as to form a generally annular rotation body having a relatively high production of inertia. To ensure this, the ring body consisting of four ring segments 23 and four cover discs 24 is connected to the main shaft 21 by a plurality of ray beams 22 in a rigid manner of torque transmission. The main shaft protrudes at its two ends of the rotor 2 and serves as the main shaft 21 of the engine. In accordance with one of the important new peculiar features of the invention, the rotor 2 has an inner passage 4 through which a direct current of ambient air can pass through the rotor 2 in the axial direction during the operation. Fig. 2 shows the perspective view of an engine segment that would be, only by itself, capable of working in certain ranges of low power. Since in all the drawings, identical reference parts of the engine have been assigned the same reference numerals, it seems that there is no need for a repeated detailed description of the motor segment described in Fig. 2. As shown in Figs. . 3 and 4, each segment body 11 is provided with two combustion chambers 13 spaced equidistantly around and radially from the inner circumference of the stator 1. Each combustion chamber 13 has a discharge outlet 14 and a fuel inlet 15. In addition to the fuel, for example liquid hydrogen, also compressed air or oxygen and, if desired, water, can be injected through the fuel inlet 15, in controlled quantities and at predetermined intervals, into the combustion chamber 13. As shown in Figs. . 3, 4 and 7, each segment body 11 of the stator further comprises seats 17 for housing an arcuate seal member 3 and an orifice for a spark plug 16 for each combustion chamber 13, while the ring segments 23 of each rotor segment 20 comprises, for each combustion chamber 13, a group of three successive expansion channels 25, 26 and 27 as can be seen in Figs. 3 and 5 to 7. In order to ensure adequate provisions for adiabatic combustion, the engine has thermally insulated combustion chambers 13, preferably heat-resistant ceramic-coated, discharge outlets 14 and expansion channels 25, 26, 27 and the The rotor segments 20 of the rotor 2 are, along their outer circumference, thermoisolated component parts, preferably coated with heat-resistant ceramic of the motor. The inner circumference of the stator segments 10 is, in the circumferential sectors where the discharge outlets 14 of the combustion chambers 13 open tangentially to the circumference towards the rotor 2, provided with sealing means for a sealed but still rotatable fit between the stator segment 10 and the rotor 2 in the circumferential sectors thereof. As sealing means, arcuate seal members 3 are provided which are inserted against the action of pre-compressed spring means (not shown in the figures) in suitable seats 17 slotted into the inner circumference of the stator segments 10. Each member arched seal 3 has a passage opening 30 by means of which a free flow of the high pressure combustion gases from the discharge outlets 14 of the combustion chambers 13 towards the rotor 2 and towards the expansion channels is allowed. , 26 and 27 at intervals when the inputs of the expansion channels 25, 26 and 27 along the outer circumference of the corresponding rotor segment 20 are facing the discharge outlets 14 along the inner circumference of the stator 1 The arched seal members 3 are interchangeable wear parts made of a suitable carbon material. Each arched seal member 3 is provided with two seal projections 31, 32 of cross-section in the shape of a circular segment. The seal protrusions 31, 32 protrude along parallel lines on both sides of the opening 30 of the arcuate inner circumference of the seal member 3 and are adjustably adjusted and therefore form gas tight seals against gas surfaces. annular sliding and sealing 28, 29 of the rotor 2 along the outer circumference preferably ceramic coated of the corresponding rotor segment 20. This design of the peripheral sealing means allows the motor to be lubricated simply with water. Each combustion chamber 13 of the engine shown in the drawing has a volume of about 8 cm3 at a depth of 1 cm. The discharge outlets have a nominal cross section of 0.5 x 1 cm and are formed as Laval nozzles known per se. The fuel inlets are placed in one place so as to provide rapid mixing and complete fuel combustion after injection. The timed feeding of high pressure air or oxygen, fuel (preferably hydrogen) and optionally water to the combustion chambers 13 through the fuel inlets 15 is preferably carried out and controlled by means of known shell distributors. once, per se. The nominal radius of the common rotation circle between stator 1 and rotor 2 is 12 cm. The stator segments 10 and the rotor segments 20 are each 4 cm thick. The segment body 11 has a thickness of 2.5 cm and the thickness of the segment cover 12 is equal to 1.5 cm. In the same way, the ring segment 23 has a thickness of 2.5 cm and the cover disc 24 has a thickness of 1.5 cm. The radius of the interior 4 in the rotor 2 is 8 cm. As apparent from the drawing, the stator segments 10 of the stator 1 can be very easily aligned and held together by threaded rods (not shown) positioned around the outer periphery of the stator 1 in the axial direction. With the dimensions indicated above, the largest "diameter" of the rotor segments (measured along a line through the center points of the two opposite combustion chambers 13) equals 43.2 while the outer "diameter" of the segment body 11 preferably of light metal and segment cover 12 is 32 cm. Each segment of the motor weighs (without the main shaft 21) about 8.7 to 8.8 kgs so that the total weight of a four-segment motor comprising sixteen combustion chambers 13 in total, is equal to (without a major axis 21 of the lengths of 30 cm again) approximately 35 kgs.

Figs. 3 and 5 to 7 of the drawing clearly show that the rotor segments 20 of the rotor 2 comprise two groups of the expansion channels 25, 26 and 27. The inputs of the expansion channels 25, 26 and 27 of each group are placed in predetermined spaced apart ratios along the outer circumference of the rotor segment 20. The expansion channels 25, 26 and 27 are channels of inwardly limiting cross section 4 of the rotor 2 and are slotted on a side face of the segment of ring 23. The expansion channels 25, 26 and 27 have, when viewed in the direction of rotation, front and rear limiting wall sections and both front and rear wall sections are formed, starting from their inlets along the the outer circumference of the rotor 2, as arched wall sections as turbine blade. In other preferred embodiments of the rotary motor representing the invention, the expansion channels may be different. In an alternative design shown (without the main shaft 21 and spokes 22) in Fig. 8 of the accompanying drawing, a ring segment 23 'has a side face provided with an axially projecting annular rim on its outer circumference and a cover disc 24 which is again, in equal diameter with the lateral face bordered by the ring segment 23 'and is installed thereon. In this alternative embodiment, each group of channels consists of two expansion channels 25 ', 26' which are designed and formed as passage channels placed in the ring segment 23 'in a starting manner, when viewed in the direction of rotation, in a tangentially forward direction from their inlets along the outer circumference of the ring segment 23 ', are bent backwards and in the lateral direction and open on the skirted side face of the ring segment 23'. From here, the expansion channels 25 'and 26' are in direct connection with the interior 4 of the rotor 2 since the lateral side bordered by the ring segment 23 'provides an annular hollow space between the inner circular portion without edges of the face lateral and the cover disc 24 which is open, in radial directions, towards the interior 4 of the rotor 2. Figs. 4 and 5 of the drawing show the preferred design and construction of the arched seal members 3. It is apparent from the figures that their seats 17 are grooved in the inner circumferences of both the segment body 11 and the segment cover 12 of the stator segment 10. The seats 17 are of a radial depth so that the arcuate seal members 3 can be radially separated against the action of the precompressed spring means (not shown but already mentioned above) when and during the rotor 2 is inserted into the stator 1, or removed therefrom in the axial direction. The figures further show that one of the two seal projections 31, 32 of the circular segment-shaped cross section protruding from both sides of the opening 30 along parallel lines of the arcuate inner circumference of the arcuate seal member 3, mainly the seal projection 32 is adjustably adjusted and therefore, provides a gas-tight seal against an annular sealing and sliding surface 29 along the preferably ceramic-coated outer circumference of the ring segment 23 of the segment of rotor 20. In the same manner, the seal projection 31 corresponds and provides a gas-tight seal with the annular sealing surface 28 of the preferably ceramic-coated cover disc 24 of the rotor segment 20. The openings 30 of the 3 arched seal members have a sufficiently wide shape so that the combustion gases expanding from the temperature between 1500 and 1600 ° K (even if additional water is injected into the combustion chambers 13 after each complete combustion but before expansion) they will not have contact with the arched seal members 3 directly in their expansions through the discharge outlets 14. On the other hand, the peripheral lengths of the arcuate seal members 3 ensure that each seal member 3 is able to simultaneously and hermetically close the entrances of both expansion channels 25 and 26 of the same group of channels when they are in a face-to-face relationship with the member. seal 3 during the operation. From the point of view of the operation which will be described in detail below, an important peculiar feature of the invention is that the rotor 2 of the motor is open at both its ends and therefore, has an interior of passage 4 through which a continuous stream of ambient air can pass through the rotor 2 in the axial direction, during the operation. This is improved by the provision of the torque transmission connection between the annular ring segments 23 or 23 'and the main shaft 21 of the rotor through rays 22. According to a further feature of the invention, at least some rays 22 of the rotor 2 are designed and shaped to serve, in operation, as axial fan blades to generate and maintain a slightly lower pressure space (preferably 5 to 20 kPa) in, and an axial flow of ambient air for eject the remains of expanded combustion gases from the expansion channels 25, 26, 26; 25 ', 26' and cooling the rotor 2, through the interior 4. The interior 4 can also be equipped, on one of its ends, with an inlet chamber (not shown) having a suction filter and with another chamber at its other end to temporarily collect the expanded combustion gases before their release into the ambient atmosphere. For its normal, effective operation, the rotary motor according to the present invention as shown in the accompanying drawings and described above, will have to be associated with well-known auxiliary devices such as a starter by means of which the main shaft 21 is put into rotation before and through the initial ignition; a brake which may preferably be a disc brake working also in association with the main shaft 21; an electronic injection device preferably capable of injecting oxygen (or high pressure air), fuel, preferably hydrogen and, as a preferred option, also predetermined amounts of water, in a controlled manner to the combustion chambers 13 of the engine; another electronically preferred device for effecting the controlled ignition of the fuel mixture injected into the combustion chambers 13 by the spark plugs 16; and a suitable gearbox, preferably of the known electronically controlled automatic type, in various embodiments thereof in the field of automotive vehicles. The parameters and functions of the motor, together with those of its auxiliary devices mentioned above, are mostly preferred embodiments at the date of the invention, fully controlled by an electronic board computer. In the following better and alternative modes for operating the preferred embodiment of the rotary motor, together with certain characteristic data thereof will be described in a more detailed manner. In accordance with the general peculiarities of a better mode according to the invention, the engine is operated by injecting intermittently, in amounts depending on the actual prevailing engine performance requirements and at predetermined consecutive intervals controlled in accordance with the number of channel groups of expansion 25, 26, 27 or 25 ', 26' in, their ratio spaced along the circumference and the actual revolution speed of the rotor 2, oxygen or air and fuel that will form a fuel mixture capable of complete combustion in the combustion chambers 13; causing the fuel mixture, by ignition controlled or spontaneously in the ignition, preferably by detonation, at constant volume keeping the combustion chambers 13 hermetically sealed to the gas until reaching the maximum combustion pressure therein; expanding the high pressure combustion gases, preferably in three or at least two expansion steps in sequence, in the form of tangentially directed gas stream pulses, through the discharge outlets 14 of the combustion chambers 13 to the expansion channels 25, 26, 27 or 25 ', 26' placing, through the rotation of the rotor 2 in relation to the stator 1, the circumferential inlet openings of the expansion channels 25, 26, 27 or 25 ', 26 'in temporary front relation with the discharge outlets 14 of the combustion chambers 13; and removing the expanded combustion gases from the expansion channels 25, 26, 27 or 25 ', 26' through the hollow interior 14 of lower pressure of the rotor 2. During the operation, after the combustion, preferably by detonation, has been completed in a combustion chamber 13 and a first expansion channel 25 (in the direction of rotation) reaches its circumferential position giving the exhaust outlet 14 of the combustion chamber 13 mentioned, the combustion gases of still higher pressure and temperature are discharged, in the form of a tangential hot gas jet in the first expansion channel 25 and exert, as they expand, a considerable pressure of pressure and therefore a thrust of thrust against the front, arched portion of the channel. The arched front wall portion of the expansion channel 25 (in the same way as the portion of the subsequent expansion channels 26 and 27) is formed in such a way that the gas particles which have been trying to maintain their direction of movement are forced to continually alter their trajectory of movement; almost until an angle of rotation of a little less than 180 ° is realized while they move towards the interior 4 of the rotor 2. During his route, the particles of gas move of continuous way and therefore, little by little lose their content of energy while decreasing their speed, simultaneously. However, since the gas particles are acting against the wall portions rotating at a constant angular velocity but with a gradually smaller radius and therefore a decreasing rate of advancement, an abiding continuous energy transfer is made throughout the all its trajectory of travel because the portions of wall that transform the pressure into force and in this way, in torque would not "escape" from the impacts of the particles of the expanding gas. The peripheral length of the arcuate seal members 3 and the peripheral distance between the entrances of the successive expansion channels 25 and 26 have been selected so that the arcuate seal member 3 will simultaneously cover the peripheral inputs of both expansion channels 25 and 26 by means of which the (remaining) pressure in the combustion chamber 13 is maintained until the inlet of the expansion channel 26 reaches its position which gives the discharge outlet 14. In this position, a second jet pulse of gas generated by and carrying a "second stage" energy content of the remaining combustion gases is discharged to the expansion channel 26 and will be utilized therein, for the operation of the engine torque in the same manner as described above. In the rotor segments 20 having a ring segment 23 with three successive expansion channels 25, 26 and 27, the energy transfer is still performed in the last expansion channel 27 whose main task is to ensure that the pressure remains even more Low combustion gases are removed from the combustion chamber 13. This is further improved by the lower pressure and the axial flow of the ambient air maintained, to expel the remains of expanded combustion gases from the expansion channels 25, 26 , 27 or 25 ', 26' and to cool the rotor 2, in and through the interior 4 of the latter. In order to achieve its main goals and better performance, the rotating motor representing the invention is operated using liquefied hydrogen with oxygen added thereto in amounts capable of completely oxidizing the injected hydrogen to the combustion chamber 13. For start-up, first the Rotor 2 is adjusted in rotary motion using a starter device known as mentioned above. The minimum revolution speed required for starting does not need to be higher than 60 to 80 r.p.m. which is in the range of the speed of the traditional alternative engines. However, since the rotor 2 of the rotary motor according to the invention can rotate freely (without resistance resulting from compression), the starting speeds in the order of 600 r.p.m. they can be easily achieved using a conventional performance starter. Having reached the desired speed of revolution, the engine is started by injecting oxygen, followed by hydrogen through the fuel inlets 15 in the combustion chambers 13 and initiating the combustion of the fuel mixture by means of the spark plugs 16 All these phases of operation are controlled electronically by a suitable board computer. In this start-up phase of operation, combustion will not take place under adiabatic conditions as long as the engine is heated to working temperature. Having reached this temperature, it is no longer necessary for the spark plugs 16 to remain in operation since the high temperature of the walls of the isolated, ceramic-coated combustion chamber 13 only causes the fuel mixture to spontaneously combust. by detonation. The optimum revolution speed of the main shaft 21 can be in the order of 4000 r.p.m. In certain fields of application, however, higher values are possible that even reach 6000 r.p.m. and also much slower speed values. The revolution speed of the main shaft 21 is maintained at its optimum value by the board computer. Both, the values of excess speed, and the values of accelerated speed to slow of the rotation caused by different load conditions and other factors are corrected automatically. To interrupt the operation of the engine, ie to stop the rotational movement of the main shaft 21 and to add a controlled braking effect to the engine brake function in the no-load mode and in other possible operating emergency modes if require, it is recommended the use of at least one disc brake device, acting on main shaft 21. A final requirement of operation is that the combustion of the fuel mixture is carried out at constant volume with the combustion chambers that are sealed hermetically to the gas during the whole combustion. To meet this requirement, in addition to providing an adequate shape and maintaining the gas-tight sealing effect of the arcuate seal members 3, the fuel injection (and ignition) has to be controlled in such a way that combustion by detonation in a closed space which, in contrast to traditional reciprocating engines, is highly favorable with the rotary motor according to the present invention, is completely completed in the combustion chambers 13 at the moment when the entrance of the first expansion channel reaches its rotational phase by looking at the discharge outlet 14 of the respective combustion chamber 13. Fulfilling the above requirement results in the expansion of the combustion gases and therefore, the transfer of energy always begin at times and intervals when the maximum pressure prevails. With one of the preferred embodiments of the engine as shown and described above, the combustion gases can be expanded from each combustion chamber 13 in three successive passages (or pressure stages). The first step of its expansion begins with the entrances of the first expansion channels 25 arriving and facing the discharge outlet 14 of a combustion chamber 13 in which the combustion gas, in fact pure water vapor, has been generated completely burning a suitable dose of a mixture of hydrogen and oxygen reaching maximum temperatures in the range of 2500 to 2600 ° K and a maximum pressure of between 8 and 16 MPa. The first expansion step is followed by a second through the expansion channel (s) 26 and a third through the channels 27 (if any), resulting in the complete conversion of the energy content into torque and into the total amount of expanded combustion gas that is removed from the respective combustion chambers 13 that are now ready to receive a successive fuel charge by controlled injection. Each of the expansion channels 25, 26, 27 has an effective wall portion of about 5 cm 5 in which the pressure pulses are exerted in each expansion. The average value of the pressure impact radii is equal to 10 cm which is equivalent to an average diameter and thus, to a coupling torque generating arm of 20 cm. It is estimated that the average pressure values of the successive expansion stages are in the ranges of 11 to 9 MPa, 8 to 5 MPa and 4 to 0.1 MPa, respectively. The practical realization of the highest values is most likely since the initial high pressure of the gas emerging from the combustion chamber always acts on the wall of the maximum radius portions. The main shaft 21 rotates at 4000 r.p.m. with maximum engine performance. Since the maximum temperatures that are between 2500 and 2600 ° K when the engine is operated by hydrogen would result in an extraordinary high thermal load even for thermally insulating coatings known from current techniques, according to one of the provisions of the present invention, pure water is injected into the combustion chambers 13 shortly after the combustion ends but before expansion. By doing this, the combustion gases are cooled to a temperature between 1500 and 1600 ° K, while consequently their pressure will also decrease. However, since by the additional injection of water, the amount of gas, i.e., vapor contained in the chamber is substantially increased, the content of the chamber energy seems to remain practically unchanged. The injection of water into the combustion chamber can be applied, with good results, even if the engine is operated using fuel other than hydrogen, for example, oil, diesel, LP gas, etc. The controlled injection of water can be done using the fuel inlets 15 of the combustion chambers for this purpose, or through additional, separate inlets serving only for water injection. In the preferred embodiments of the invention where each engine segment comprises two combustion chambers 13 and two groups of expansion channels having three expansion channels 25, 26 and 27 each, four combustions per segment and in accordance with the present, four by three, that is, twelve stages of expansion per segment are performed during each complete revolution of the main shaft 21. When in full operation, in the four-segment motor shown in Fig. 1 of the drawings, the rotor 2 is driven for forty-eight impulses of expansion per revolution. Using the aforementioned partially estimated data, the rotor inertia production, the torque and the estimated performance of the main shaft 21 can be calculated with substantial ease. Estimates in this direction have shown that the fuel consumption of the engine according to the present invention would be about one-sixth to one-eighth of the consumption of a traditional average reciprocating engine of the same output power. Thanks to this and other characteristics such as burning fuel by detonation that is not only permitted but favorable, the use of so-called hybrid fuel tanks, or the safe storage of hydrogen in steel tanks both in liquid form at atmospheric pressure, and in its gaseous state compressed under a pressure of 25 bar would be completely safe and applicable even to and in ordinary automobiles To ensure a constant, substantially uniform distribution of the driving torques exerted by the expansion pulses in the rotor 2, the last embodiments as shown in Fig. 9 of the attached drawing it seems to be especially convenient. In the embodiment of Fig. 9, the identically formed rotor segments 20 are aligned coaxially along the main axis 21 such that the groups of expansion channels 25, 26 and 27 of each rotor segment 20 are placed in equidistantly offset relationship with those of the rotor segments 20 juxtaposed about the main axis 21. The complete operation of the motor means that all output power capacity of the motor is required and therefore, all the combustion chambers 13 are working at all your performance. This full charge mode is rarely required. The most characteristic modes are the modes of operation with partial load and without load. There are a number of possibilities to vary the output power of the motor. Some of these possibilities can also be applied in combination. The simplest way to control the power would be the alteration of the quantities of fuel injected into the combustion chambers. The engine according to the present invention, however, offers a more favorable possibility, not exercised so far to control the output power by suspending, especially in the modes of operation with partial load and without load, the injection of fuel and optionally, of air or oxygen in at least some of the combustion chambers 13. Work interruption of the camera can be done individually, in certain groups, in the form of segments, or even in more segments of the engine. The rotor 2 having a relatively high production of inertia, is capable of storing a considerable amount of kinetic energy. As a result of this, in certain modes of operation, especially without load where only friction losses and possibly others have to be covered, in a four-segment motor as shown in the drawing and described above, the operation of a single segment. In order to maintain a substantially equal distribution of thermal load and wear on the combustion chambers 13 of the engine, consecutively controlled commutations can be made between the combustion chambers 13 working and temporarily suspended, preferably by segments, with substantial advantage. Another provision aimed at savings in energy consumption, the rotation speed of the rotor 2 is maintained between values of, for example, 3000 and 4000 r.p.m. even in unloaded operation modes. When the speed reaches or approaches the lower limit value, the dashboard computer puts at least the individual combustion chambers in operation. In braking operation modes of the engine, the braking energy is used to accelerate the rotor and to avoid excessive speed, it can not be applied neither the previously mentioned disc brake is activated, nor an additional fifth segment of the installed motor for the rotation and operated in the opposite direction of the same. Reference has already been made to the possibility of operating the engine according to the present invention using fuel other than hydrogen, all known types of fuel suitable for combustion are applicable for an effective operation. Through the inlet openings 15, for example, compressed air and ordinary oil can be injected in a controlled manner into the combustion chambers 13. For injection, devices that are suitable for temporarily suspending the injection must be used. minus the fuel component of the fuel mixture in individual combustion chambers 13 or in certain groups thereof. As an auxiliary device, the motor needs an air compressor capable of compressing from 5 to 6 atmospheric air at a pressure between 2 to 6 MPa in the continuous operation mode. The compressor has to be associated with a pressure vessel of sufficient volume capable of storing a quantity of high pressure air that would be necessary to restart the engine. It is estimated that the air consumption of the engine in full load operation at 4000 r.p.m. it is 3.2 to 3.8 m3 of atmospheric air with a proportion of air being equal to values between 0.9 and 1.1. This is much less than the air consumption of a traditional engine from 2000 to 2500 cm3 of approximately the same power output. For the controlled injection of air and fuel here also, the use of solenoid-controlled shell distributors is recommended. Preferably, the proportion of air can be controlled by altering the amount of the injected air charge and before concluding the expansion in its third stage of preference, the respective expansion channels must be washed with small amounts of fresh air injected through the same. Certain losses are inevitably associated even with the rotary motor according to the invention. Friction losses occur preferentially in the sliding supports of the main shaft 21. Additional frictional losses arise between the members of arcuate seal 3 and the circumference of the rotor 2. One possibility of reducing the latter is in the provision of contracting the members of arched seal 3 associated with combustion chambers temporarily not working, ie, suspended, against the action of its pre-compressed spring means in their respective seats 17. In the no-load operation mode of the motor, all the arched seal members 3 could be contracted. Ventilation losses are caused by lightning 22. These can be reduced by using lightning bolts at a reduced number and smaller surface areas. In the most sophisticated embodiments up to the controllable blade angle 22 beams could be provided. Industrial Applicability Among the numerous advantages provided by the present invention, it seems worth emphasizing that thanks to the combustion carried out under adiabatic conditions in the engine, a thermal efficiency is achieved that is very close to the efficiency of the ideal Carnot process. An additional advantage is produced by the possibility not only of allowing but of positively performing the combustion by detonation. The possibility of operating the combustion chambers individually or in certain groups thereof provides additional advantages especially with regard to control of the output power. By storing the kinetic energy in the rotor temporarily, these advantages are further improved. In addition to the possibility of operating the engine using a known flammable fuel, the preferred use of hydrogen for engine operation results in outstanding values of thermal efficiency and the fact that the engine is totally harmless to the environment. The rotary motor that represents the invention consists of an unusually small number of component parts. Most of them are standard parts, easy to manufacture and are used in multiple applications. The space requirement of the engine is very low, the engine is relatively low mass when compared to conventional engines of equal performance. The engine can be operated under all possible conditions, that is, in motor vehicles, motor boats, aircraft, etc. It can even be incorporated into the wheels of automotive vehicles if suitable transmission gears are used for the same. Since due to other associated advantages mentioned above, the rotor has a relatively high inertia production, especially in vehicles, it is widely recommended to use friction clutches having a higher number than the usual friction discs, together with the use of transmission gears of multiplier type.

List of Reference Numbers Used in Stator Drawings 1 stator segment 10 segment body 11 segment cover 12 combustion chamber 13 discharge outlet 14 fuel inlet 15 spark plug 16 seat 17 rotor 2 rotor segment 20 main shaft 21 ray 22 ring segment 23, 23 'cover disc 24 expansion channel 25, 26, 27 expansion channel 25', 26 'sealing surface 28, 29 arched seal member 3 opening 30 seal protrusion 31, 32 interior 4

Claims (15)

1. Claims 1. A rotary internal combustion engine comprising a circular inner element installed so that it is rotatable, and thereby, functions as a rotor of the motor and a concentric, substantially annular outer element installed so as to be stationary, and thereby , function as a stator of the motor, the rotor and the stator being positioned so that the inner circumference of the stator, at least in certain predetermined circumferential sectors thereof, hermetically encloses the rotor, the rotor and the stator being installed for relative rotation around of the axis of concentricity thereof, the stator being provided with at least two combustion chambers equidistantly spaced around the circumference, each of the combustion chambers having a discharge outlet opening tangentially to the circumference towards the rotor, each of the combustion chambers also having at least one fuel inlet through which oxygen or air and fuel can be injected, in predetermined amounts to form a combustible mixture, to the combustion chamber at predetermined intervals, the combustion chamber further comprising a means for initiating or improving the ignition of the fuel mixture injected into the combustion chamber, the rotor being designed to form a generally annular rotation body having an outer ring body connected to a central axis by a plurality of spokes in a rigid manner of torque transmission, the central axis protruding , at least at one of its ends, of the annular body and being installed to serve as the main shaft of the motor, the annular body of the rotor is provided with a plurality of cavities adapted to receive a jet of expanding high pressure combustion gases. discharged from the combustion chambers through their discharge outlets when the cavities is, temporarily and consecutively, looking at the discharge outlets during the relative rotation movement of the rotor relative to the stator, the rotary motor being characterized in that the rotor consisting of at least two adjacent and identical rotor segments, each comprising one, a ring segment and the cavities being, in each ring segment of the rotor, designed and formed to create at least one group of passage expansion channels providing direct connections to the combustion gases of the discharge outlets of the chambers of combustion into the rotor at intervals when the entrances of the expansion channels along the outer circumference of the rotor segments are facing the discharge outlets along the inner circumference of the stator.
2. 2. The rotary internal combustion engine according to claim 1, characterized in that each rotor segment of the rotor comprising at least one group of expansion channels and the entrances of the expansion channels forming the group or groups being placed in relations spaced predetermined from one another along the outer circumferences of the rotor segments.
3. The rotary internal combustion engine according to claim 1 or 2, characterized in that each rotor segment consisting of a ring segment and a cover disk, the cover disk having a diameter equal to a side face of the segment of ring and being installed thereon, the expansion channels being channels of limiting cross section grooved towards the side face of the ring segment and having, when viewed in the direction of rotation, front and rear wall sections confining the channels and at least the front wall sections of the expansion channels being formed, starting from their inlets along the outer circumference of the rotor, as arched wall sections as a turbine blade.
4. 4. The internal combustion rotary motor according to claim 1 or 2characterized in that each rotor segment consisting of a ring segment having a side face provided with an annular edge axially protruding on its outer circumference and a cover disk, the cover disk having an equal diameter with the lateral face of the segment of ring and being installed thereon and the expansion channels being passage channels placed in the ring segment, the expansion channels starting, when viewed in the direction of rotation, in a tangentially forward direction from their inputs along the the outer circumference of the ring segment, both bending, backward and in the lateral direction, and opening on the lateral side bordered by the ring segment, from where the expansion channels are in direct connection with the interior of the rotor.
5. The rotary internal combustion engine according to one of the preceding claims 1 to 4, characterized in that the engine having thermally insulated ceramic lined combustion chambers, preferably heat-resistant, discharge outlets and expansion channels and the rotor segments of the rotor being, at least along its outer circumferences, in the same way as the thermally insulated, ceramic-coated component parts, preferably heat-resistant to the motor.
6. 6. The rotary internal combustion engine according to one of the preceding claims 4, characterized in that the motor stator comprising at least two stator segments, whose inner circumferences are in the circumferential sectors where the discharge outputs of the combustion chambers they open tangentially to the circumference towards the rotor, provided with sealing means for a sealed but still rotatable fit between the stator segments and the rotor in the circumferential sectors thereof; the sealing means being provided by arcuate seal members which are arranged, preferably against the action of the precompressed spring means, in suitable slotted seats, in circumferentially spaced apart portions, to the inner circumferences of the stator segments; each of the arched seal members having a through opening through which free flow of the high pressure combustion gases from the discharge outlets of the combustion chambers into the rotor and into the expansion channels is allowed. at intervals when the inputs of the expansion channels along the outer circumferences of the rotor segments are facing the discharge outlets along the inner circumferences of the stator segments.
7. 7. The rotary internal combustion engine according to claim 6, characterized in that the arcuate seal members being designed and formed as interchangeable wear parts made of a suitable carbon material, each arched seal member being provided with at least two circular section shaped seal protrusions in the form of a circular segment projecting from both sides of the opening along parallel lines of the arcuate inner circumference of the seal member, the seal projections being adjustably adjusted and therefore forming seals gas-tight against annular sliding and sealing surfaces along the outer circumference preferably ceramic-coated of at least one rotor segment.
8. The rotary internal combustion engine according to one of the preceding claims 1 to 7, characterized in that it has a stator and a rotor consisting respectively of a plurality of identically formed stator segments and identically formed rotor segments, the segments being aligned coaxially along a major axis, each of the stator segments comprising a segment body whose side face is hermetically covered by a segment cover, the segment body being provided with two combustion chambers equidistantly spaced around each other. a predetermined circumference, a discharge outlet and at least one fuel inlet, together with seats capable of accommodating an arched seal member and an optional spark plug hole for each of the chambers of a ring segment and a disk of cover, the cover disc being of equal diameter with the side face of the segment of ring and being installed thereon, the ring segment comprising, associated with each combustion chamber, a group of three successive expansion channels.
9. 9. The rotary internal combustion engine according to claim 8, characterized in that the identically formed rotor segments or predetermined groups of rotor segments are aligned coaxially along the main axis such that the expansion channels or groups of the Expansion channels in the rotor segments are positioned in an equidistantly offset relationship with those of the rotor segments juxtaposed around the main axis. The rotary internal combustion engine according to one of claims 1 to 9, characterized in that at least some of the rotor spokes are designed and shaped to serve, in operation, as axial fan blades to generate and maintain a lower pressure space in, and an axial flow of ambient air for washing and cooling through the interior of the rotor. A method for operating the internal combustion rotary engine according to one of claims 10, the method being characterized by injecting intermittently, in amounts depending on the actual prevailing engine performance requirements and at predetermined consecutive intervals controlled at least in conformity with the number of groups of expansion channels in and their spaced relation along the circumference and the actual revolution speed of the rotor, oxygen or air and fuel that will form a fuel mixture capable of complete combustion in the chambers of combustion; causing the mixture of fuel, by ignition controlled or spontaneously in the ignition by detonation, at constant volume keeping the combustion chambers hermetically sealed to the gas until reaching the maximum combustion pressure in the same; expanding the high pressure combustion gases, preferably in more than one step of expansion in sequence, in the form of tangentially directed gas stream pulses, through the discharge outlets of the combustion chambers to the expansion channels putting , through the rotation of the rotor in relation to the stator, the circumferential entrance openings of the expansion channels in relation to the temporary front with the discharge outlets of the combustion chambers; and eliminating the expanded combustion gases from the expansion channels through the hollow interior rotor. The method according to claim 11, wherein the fuel mixture capable of complete combustion, preferably by detonation in the combustion chambers is produced by injecting, by means of an electronic fuel injection device, high air pressure and liquid fuel in sequence to the combustion chambers. The method according to claim 11, wherein the fuel mixture capable of complete combustion by detonation in the combustion chambers is produced by injecting, by means of an electronic fuel injection device, oxygen and hydrogen into the chambers of combustion. The method according to one of the preceding claims 11 to 13, characterized in injecting predetermined additional amounts of water into the combustion chambers when the combustion of the fuel mixture in the combustion chambers has been completed. The method according to one of the preceding claims 11 to 14, characterized in that, in particular in the modes of operation with partial load and without load, the injection of fuel and optionally, of air or oxygen in at least some of the the combustion chambers are suspended and consecutively controlled commutations are made between the combustion chambers working and temporarily suspended, preferably by segments, to provide a distribution substantially equal to the thermal load and wear in the combustion chambers of the engine. Summary of the Invention The internal combustion rotary engine comprises a rotor and a stator which are arranged so that the inner circumference of the stator, at least in certain predetermined circumferential sectors thereof, hermetically encloses the rotor. The stator is provided with at least two combustion chambers. Each combustion chamber has a discharge outlet opening tangentially to the rotor and at least one fuel inlet through which oxygen or air and fuel, in predetermined amounts to form a combustible mixture, can be injected into the combustion chamber at predetermined intervals. The rotor has outer ring segments connected to a main shaft by a plurality of spokes. The ring segment is provided with a passage interior through which a gas stream as ambient air passes through the rotor in the axial direction during operation and has a plurality of expansion channels adapted to receive a gas jet of Expanding high-pressure combustion gases discharged from the combustion chambers through their discharge outlets when the inputs of the expansion channels are temporarily and consecutively looking at the discharge outlets during the relative rotation movement of the rotor relative to the stator . The rotor consists of at least two adjacent rotor segments. The expansion channels in each of the rotor segments form at least one group of pitch expansion channels capable of continuously rotating the rotor by converting the energy content of the combustion gases into torque exerted in the form of tangential pulses in the ring segment. Each expansion channel provides a direct connection to the combustion gases from the discharge outlets of the combustion chambers into the interior of the rotor segment at intervals when the peripheral inputs of the expansion channels are facing the discharge outlet of the combustion chambers. combustion chambers.