WO2018014925A1 - Rotary engine with relay ignition - Google Patents

Abstract

The invention relates to a rotary engine having at least one cylinder (3) which has an inner wall (4), a piston (5) which has a circular cross section and is mounted in the cylinder (3) such that it can be rotated eccentrically with respect to the longitudinal axis (6) thereof, wherein a combustion chamber (10) is configured between the cylinder (3) and the piston (5), and the piston (5) is in sealing contact with the inner wall (4) of the cylinder (3) and has a device (13) which can be moved in the radial direction of the piston (5), is likewise in sealing contact with the inner wall (4) of the cylinder (3), rotates with the piston (5) and divides the combustion chamber (10) into at least two part combustion chambers (14, 15), characterized in that the at least two part combustion chambers (14, 15) are connected to one another temporarily via at least one transfer duct (16) in such a way that the hot ignition gases (17) of a combustion operation which is already proceeding in the one part combustion chamber (14) can be guided through into the other part combustion chamber (15) in order to ignite the compressed air/fuel mixture (20) which is situated therein, in the sense of a relay ignition.

Description

 The invention relates to a rotary engine according to the preamble of claim 1.

Such a rotary engine is known from DE 20 2015 005 275 U1 of the same Applicant.

The invention has for its object to provide a rotary engine whose operation is further improved.

This object is achieved by a rotary engine with the features of claim 1.

The rotary piston engine according to the invention has at least one cylinder having an inner wall, a piston of circular cross-section rotatably mounted in the cylinder eccentrically to the longitudinal axis thereof, wherein a combustion chamber is formed between cylinder and piston and the piston is in sealing contact with the inner wall of the cylinder and a In the radial direction of the piston movable means which is also in sealing contact with the inner wall of the cylinder, rotates with the piston and the combustion chamber is divided into at least two partial combustion chambers, wherein the at least two Partial combustion chambers are temporarily interconnected via at least one transfer channel, that the hot ignition gases of a burning in the one partial combustion chamber burning process in the sense of a Stafettenzündung in the other partial combustion chamber for igniting the therein contained compressed air / fuel mixture are durchleitbar. In this respect, the term "Stafettezündung" is understood to mean a process in which an already running burning process and thus an already running working cycle ignites the next burning process or working cycle. Similar to a relay race, this process is done without limiting the power or changing the speed. The at least two partial combustion chambers temporarily interconnecting at least one transfer channel thus makes it possible to forward the hot ignition gases from the ongoing combustion process in those partial combustion chamber in which the new combustion process or power stroke is to be started. It is advantageous that the ignition of the air / fuel mixture can be done without any kind of control mechanism, it being ensured in this type of ignition that the piston runs on its concentricity constantly without the slightest interruption or by the igniting mixture is put into a rotary motion.

Advantageously, the at least one transfer channel is arranged such that it connects the at least two partial combustion chambers with each other, if the already running burning before the escape of his hot ignition gases from a partial combustion chamber and the new combustion before the ignition of the compressed air / fuel mixture in the other partial burning room stands. It follows that the at least one transfer channel only temporarily interconnects the two partial combustion chambers, which thus also bridges only at least one movable device which subdivides the combustion chamber into at least two partial combustion chambers. In this respect, the at least one transfer channel is arranged so that it at the appropriate moment, the hot ignition gases from the running in the one combustion chamber working stroke to the compressed air / fuel mixture in the next partial combustion chamber passes. Accordingly, the at least two partial combustion chambers are connected to one another only shortly before the hot ignition gases escape from one partial combustion chamber and shortly before the ignition of the compressed mixture in the other partial combustion chamber. According to another embodiment of the invention, the at least one transfer channel to a check valve, which allows a flow from a partial combustion chamber in the partial combustion chamber and prevents flow in the reverse direction. After ignition of the mixture, the pressure of the hot gases in the partial combustion chamber of the new combustion process or power stroke will be higher than the pressure in the case of the already running shortly before the escape of his hot ignition gases burning process, was ignited by the former. In this respect, the check valve serves to avoid an energy loss by a rollover of the hot ignition gases.

According to another embodiment, the cylinder has cylinder heads, wherein between the cylinder heads and the piston in each case a rotating sealing ring is provided which has the at least one transfer channel and which is preferably rotatable by means of the piston, wherein the piston at its two ends in each case one driving pin and each Sealing ring for receiving the driving pin has a groove. By the respective groove of the sealing ring so the driving pin is guided, so that the sealing rings driven by the piston also rotate and thus rotate synchronously with the piston. In this respect, the at least one transfer channel can be particularly easily formed in the respective sealing ring.

According to an advantageous development, the sealing rings oscillate at the piston ends due to the eccentric mounting of the piston in the cylinder about the longitudinal axis of the piston, whereby, constantly changing, the at least one passage channel having areas exposed to the combustion chamber or are covered by the lateral piston wall. This development, in cooperation with the oscillating circulation of the sealing rings, causes certain areas of the respective sealing ring, as mentioned above, to be open alternately temporarily to the combustion chamber or to be concealed by the piston wall. This feature can therefore be made technically usable in a simple manner to initiate the hot ignition gases from the ongoing combustion process of a power stroke at a specific time in the partial combustion chamber in which just a new compressed mixture for ignition and thus initiation of a new combustion process or Working cycle was prepared. Advantageously, the movable in the radial direction of the piston means comprises two opposing wing parts which are spaced from each other parallel to each other and each biased radially outwardly biased against the inner wall of the cylinder. Due to the staggered formation of the two wing parts arise over the leadership in a channel, as described in the above-mentioned prior art, reduced frictional resistance, improved sealing and thus higher performance. This feature also helps to create a rotary engine whose operation is further improved.

According to another embodiment, each wing part, preferably the combustion chamber dividing and on the inner wall of the cylinder adjacent portion of each wing part, at least one transfer channel assigned. Since, as mentioned above, two opposing wing parts are provided, this means that each sealing ring has at least two transfer channels. It is advantageous that the hot ignition gases of the already running combustion process from both ends of the piston forth in the partial combustion chamber of the compressed mixture for igniting the same can flow.

According to another embodiment, each wing part has at its abutting the inner wall of the cylinder portion a sealing member which is preferably pivotally mounted in a half-shell of the free end of the portion and has a width which corresponds approximately to that of the wing part. In this way, the sealing of the wing portion is improved on the inner wall of the cylinder and ensured under all operating conditions.

According to yet another embodiment of the invention, each sealing ring has two mutually opposite and mutually offset transfer channels. As already indicated above, this development makes it possible to transfer the hot ignition gases from both sides of the piston into the partial combustion chamber in which the air / fuel mixture to be ignited is located. The mutually opposite transfer channels are offset from one another to take into account that the wing parts are not diametrically opposite, but spaced from each other and are arranged parallel to each other.

Advantageously, at least one slot-like exhaust gas outlet opening is provided in the housing of the cylinder, which extends obliquely to the longitudinal axis of the piston and preferably widens steadily in the direction of rotation of the piston from one end to its other end. This development results in a significant reduction of the explosion noise. There is also no new compression cell at the end of the power stroke, which also requires no additional ventilation. In this respect, the wing part of the piston initially meets the narrowest part of the exhaust gas outlet opening. The oblique arrangement in the longitudinal axis of the piston and the widening in the direction of rotation or obliquely to this embodiment of the exhaust gas outlet causes the hot gas in this phase of relaxation can initially flow only through a small opening which steadily widens with continuous rotation of the piston , The aforementioned design of the exhaust outlet opening allows a time delay of the relaxation process. The purpose of this development is to allow the escape of the still pressurized hot gases while avoiding a popping noise. In a reciprocating engine known from the prior art, a valve for the exit from the cylinder and for the expansion of the exhaust gas is opened to escape the exhaust gases abruptly. In the development of the invention so no bang is generated. Furthermore, this development also contributes to a vibration-free running of the engine and to a reduction in environmental impact. In addition, due to this type of exhaust gas outlet, the noise development can easily be reduced to almost zero by simple additional measures of sound insulation.

Embodiments of the subject invention are described below with reference to the drawing, all described and / or illustrated features alone or in any combination, the subject of the present invention, regardless of their combination in the claims or their dependency form. Show it: Fig. 1 is a schematic section through a rotary engine with

Compression device in a first working position;

Fig. 2 is a schematic section through the rotary engine with

 Compression device according to Figure 1 in a second working position.

Fig. 3 is a schematic, exploded partial view of the

 Rotary piston engine, partly in section;

4 is a schematic front view of a sealing ring of

 Rotary engine;

 5 shows a schematic cross section through the rotary engine according to a further embodiment in a further working position.

 6 shows a schematic, partial longitudinal section through the rotary piston engine according to FIG. 5;

 7 shows a schematic cross section through the rotary piston engine according to FIG. 5 in a further rotated working position;

8 shows a schematic, partial longitudinal section through the rotary piston engine according to FIG. 7;

 9 shows a schematic cross section through the rotary piston engine according to FIG. 5 or 7 in a further rotated working position;

 10 shows a schematic, partial longitudinal section through the rotary piston engine according to FIG. 9; and

 11 shows a schematic section through the rotary piston engine with compression device according to another embodiment in a working position which corresponds approximately to that of FIG. 2.

In Fig. 1 is a schematic, partial cross-section through a rotary engine 1 with a compression device 2 according to a first embodiment. The compression device 2 is constructed similar to the rotary engine 1 and, for example, a compressor or a compressor.

The rotary engine 1 has at least one cylinder 3, which has an inner wall 4. The cylinder 3 has a circular cross section according to the embodiments shown in the figures. But it is also possible that the cylinder 3 has a different, in particular an elliptical cross-section. Further, the rotary engine 1 has a piston 5 which is rotatably supported in the cylinder 3 eccentrically to the longitudinal axis 6. The longitudinal axis 6 of the cylinder 3 is shown in Fig. 3. The piston 5 has a circular, namely circular cross-section 7. Between the cylinder 3 and the piston 5 is a cross-sectionally approximately sickle-shaped combustion chamber 10 is formed. Thus, the cross section 7 of the piston 5 is completely within the inner cross section of the cylinder 3. The outer diameter 11 of the piston 5 is smaller than the inner cross section of the cylinder 3, which is formed according to FIGS. 1 and 2 as a circular surface with the inner diameter 12 ,

1, 2, 5, 7 and 9 are sealingly in contact with the inner wall 4 of the cylinder 3 (see the printing device 76 hereafter). The piston 5 has a movable in the radial direction of the piston 5 means 13, which is also in sealing contact with the inner wall 4 of the cylinder 3, rotates with the piston 5 and the combustion chamber 10 in at least two partial combustion chambers 14, 15 divided. The at least two partial combustion chambers 14, 15 are temporarily interconnected via at least one transfer duct 16 such that the hot igniting gases 17 of a partial combustion chamber 14 already running in the partial combustion chamber 14 in FIG the therein contained, compressed air / fuel mixture 20 are durchleitbar.

The at least one transfer channel 16 is arranged such that this at least two partial combustion chambers 14, 15 (only) then connects to each other, if the already running burning before the escape of his hot igniting gases 17 from a partial combustion chamber 14 and the new firing before ignition of the compressed air / fuel mixture 20 is in the other partial combustion chamber 15. In this respect, it is clear that the partial combustion chambers 14, 15 are connected to each other only at a short time via the at least one transfer channel. To ensure this, the at least one transitional a check valve 21, which allows a flow from one partial combustion chamber 14 in the other partial combustion chamber 15 and prevents flow in the reverse direction. In Figs. 1 and 2, the rotary engine 1 is shown in a simplified representation. The check valves 21 in the transfer channels are shown schematically only in Figs. 3 and 4.

According to FIGS. 3, 6, 8 and 10, the cylinder 3 has cylinder heads 22, 23. Between the cylinder heads 22, 23 and the piston 5, a rotating sealing ring 24, 25 is provided in each case. According to a particularly preferred embodiment, each sealing ring 24, 25 has the at least one transfer channel 16. Each sealing ring 24, 25 is rotatable by means of the piston 5. For this purpose, the piston 5 at its two ends 26, 27 each have a driving pin 30, 31. In Fig. 3 provided at the one end 26 of the piston 5 driving pin 30 is indicated only schematically, while the right driving pin 31 at the opposite other end 27th of the piston 5 is clearly formed and shown. Each sealing ring 24, 25 has a groove 32 for receiving the driving pin 30, 31.

The sealing rings 24, 25 at the ends 26, 27 of the piston 5 oscillate about the longitudinal axis 33 of the piston 5, whereby, constantly changing, the areas of the respective sealing ring having at least one transfer channel 16 are exposed to the combustion chamber 10 or from the lateral piston wall 34 are covered. The piston 5 has a drive shaft 35 (see Fig. 3). Since, as previously mentioned, each sealing ring 24, 25 oscillates about the drive shaft 35 of the piston 5, each sealing ring has an inner bore 36, which is larger than the outer diameter of the drive shaft 35, as illustrated in Figs. 3 and 4. In FIGS. 3 and 4, the longitudinal axis 6 of the cylinder 3 and the longitudinal axis 33 of the piston 5 are shown purely schematically, the latter corresponding to the axis of rotation of the piston 5. In this respect, the inner bore 36 of each seal ring is dimensioned such that the extending through the inner bore drive shaft 35 of the piston 5 can rotate freely in all operating positions of the respective sealing ring.

The movable in the radial direction of the piston 5 means 13 has two opposing wing parts 40, 41. The wing parts 40, 41 are from each other spaced apart parallel to each other and are each biased radially outwardly biased on the inner wall 4 of the cylinder 3 at. This is shown in FIGS. 1 and 2 as well as in FIGS. 5, 7 and 9. As previously mentioned, the wing members 40, 41 extend substantially radially, and as shown for example in Figures 1 and 2, the wing members do not extend through, but are spaced apart from, the longitudinal axis 33 of the piston. It is clear that the longitudinal axis of the piston corresponds to its axis of rotation.

The wing parts 40, 41 are guided in the piston 5 and loaded by spring force radially outwardly towards the inner wall 4 of the cylinder 3. The wing parts 40, 41 are held in guide grooves 42, 43 and movably guided in the radial direction, the guide grooves 42, 43 extending over the entire length of the piston, as can be seen by way of example in FIGS. 6, 8 and 10. Between the inner end of each guide groove and the inner end of each wing portion 40, 41 is at least one compression spring 44 which presses each wing portion 40, 41 approximately radially outward.

Each wing part 40, 41, preferably a combustion chamber 10 dividing and resting against the inner wall 4 of the cylinder 3 section 45, 46 of each wing portion 40, 41 is associated with at least one transfer channel 16, as can be seen in particular FIGS. 1 and 2. It should be noted that the at least one transfer duct 16 is assigned to the subdividing sections 45 and 46 at certain positions between piston and sealing ring and may be in other positions within the cross section of the piston and therefore is not associated with the subdividing sections. This is exemplified in relation to the rotary piston engine 1 in Fig. 2, where with respect to the wing portion 40 of the transfer channel 16 the outer portion 45 of the wing portion 40 latter bridging associated and with respect to the wing portion 41 of the transfer channel 16 within the cross section of the Piston is and thus concealed, not associated with the outer portion 46 of the wing portion 41 and thus does not bridge the latter.

Another preferred embodiment of the rotary engine is shown in FIGS. 5, 7 and 9. Each wing part 40, 41 has here at its abutting on the inner wall 4 of the cylinder 3 section 45, 46, a sealing member 50, 51 on. Each sealing member 50, 51 is preferably pivotally mounted in a half-shell 52 of the free end of the portion 45, 46 and has a width 53 which corresponds approximately to that of the wing portion 40, 41. According to another embodiment, the width 53 of the sealing part 50, 51 slightly exceeds the width of the wing part 40, 41.

As indicated in FIGS. 4 and 6, each sealing ring 24, 25 has two mutually opposite and mutually offset transfer channels 16. The mutually opposite transfer channels are each assigned to the same wing part 40 and 41, respectively. It should be noted that the illustrations in FIGS. 6, 8 and 10 are shown greatly simplified. For example, in Fig. 6, only the wing portion 41 indicated, the wing portion 40, however, omitted.

A particularly preferred embodiment of the invention is shown schematically in Figs. 6, 8 and 10, which refer to the cross sections shown in Figs. 5, 7 and 9 by the rotary engine and the piston positions shown in the latter. 6, 8 and 10 show that in the housing 54 of the cylinder 3 wenigstes a slot-like exhaust gas outlet opening 55 is provided. The exhaust outlet opening 55 extends obliquely to the longitudinal axis 33 of the piston 5, for example, at an angle of about 40 ° and widens in the direction of rotation (see arrows A in Figs. 5 and 6) of the piston 5 from its one end 56 to its other end 57 out preferably steady. In this respect, the exhaust outlet opening 55 has a simplified club-like cross-section.

As FIGS. 1 and 2 make clear, the rotary piston engine 1 and the compression device 2 are largely similar or identical in construction.

In this respect, the compression device 2 likewise has at least one cylinder 61 having an inner wall 60 and a piston 62 of circular cross-section rotatably mounted in the cylinder 61 eccentrically to its longitudinal axis. Between cylinder 61 and piston 62 is at least one compression space 63rd formed, wherein the inner cross section in the embodiment of the cylinder 61 shown in FIGS. 1 and 2 is a circular cross section. Further, in the case of the compression device 2, the piston 62 is sealingly in contact with the inner wall 60 of the cylinder 61 (see the printing device 76 below). Also in the case of the compression device 2, the piston 62 has a movable in the radial direction of the piston means 64, which is also in sealing contact with the inner wall 60 of the cylinder 60 rotates with the piston 62 and the compression space 63 in a plurality of partial compression chambers 65, 66th divided.

Rotary engine 1 and compression device 2 are interconnected via a in Fig. 1 and 2 only schematically indicated transfer valve 67. This is open in the illustration of FIG. 1, closed in the illustration of FIG.

The movable in the radial direction of the piston 62 device 64 of the compression device 2 has two opposing wing portions 70, 71 which are spaced from each other in parallel and each biased radially outwardly biased against the inner wall 60 of the cylinder 61. The wing parts 70, 71 and their arrangement within the piston 62 may correspond to the wing parts 40, 41 of the rotary piston engine 1 and their arrangement within the piston 5. It should be noted that in the case of the compression device 2 no transfer channels, such as the transfer channels 16 in the case of the rotary piston engine 1, are provided.

The cylinders 3, 61 are arranged parallel to each other. They form a unit, wherein the transfer valve 67 at the same time forms the inlet valve of the cylinder 3 involved in the combustion process and the outlet valve of the compression device 2. The transfer valve 67 serves for passing the compressed air or the compressed air / fuel mixture into the combustion chamber 10.

The piston 62 of the compression device 2 is drivingly connected to the piston 5 of the cylinder 3 involved in the combustion process (not shown in detail) and drivable by the latter. The pistons 5, 62 are synchronous with each other, but in opposite directions of rotation (see arrows A, B) rotatable. As shown in FIG. 1, the piston 5 rotates clockwise in the direction of the arrows A and the piston 62 rotates counterclockwise in the direction of the arrows B. Hereinafter, the operation of the rotary piston engine 1 including that of the compression device 2 will be explained with reference to FIGS. 1 and 2.

1 shows that working position in which the compressed air or the compressed air / fuel mixture 20 is introduced from the partial compression chamber 65 of the compression device 2 via the transfer valve 67 into the partial combustion chamber 15 of the combustion chamber 10. The bypass valve 67 is closed when the compressed fluid has been completely introduced into the partial combustion chamber 15 and the wing member 71 passes the bypass valve 67. This position is shown in Fig. 2. The compression device 2 has an inlet valve 72 for introducing the fluid to be compressed into the compression space 63. Like the combustion chamber in the case of the rotary piston engine 1, the compression space 63 is sickle-shaped.

FIG. 1 further illustrates that the wing part 70 in the compression device 2 has already begun to compress or compress the fluid located in the partial compression space 66.

Upon further rotation of the pistons 5, 62 then follows, as mentioned above, the position shown in Fig. 2, in which the compressed air / fuel mixture 20 is completely in the partial combustion chamber 15, which by the wing portion 40 of the other partial combustion chamber fourteenth , in which the burning process is already running, is disconnected.

In the position shown in FIG. 2, the hot ignition gases 17 located in the partial combustion chamber 14 are about to relax, since the wing part 41 is located directly in front of the exhaust gas outlet opening 55. 2, in the position shown there, the partial combustion chambers 14 and 15 are connected to each other via the transfer channel 16 bridging the wing part 40, so that the hot ignition gases flow from the partial combustion chamber 14 into the partial combustion chamber 15 and the compressed air located there / Fuel mixture 20 can ignite. The hot ones Gases from the currently running working cycle thus ignite the compressed mixture of the next operating cycle at a precisely determined point in time. In order to ensure a rollover of the hot gases, it is necessary that the pressure in the partial combustion chamber 14 of the operating cycle (combustion process) is greater than the pressure, namely the compression pressure, of the air / fuel mixture in the newly formed and increasing partial combustion chamber 15 Requirement can be controlled by the fact that the transfer channel 16 and the transitional channels 16 arranged in the sealing rings only become free, ie continuous, when the mixture to be ignited has already started with a certain relaxation of the pressure.

It is not critical to ignite the air / fuel mixture at the highest compression level, because in this state, the deployment of the force of expansion on the wing portions is not completely optimal. At this time, the wing portion to which the gas pressure is to act protrudes with a small area from the piston 5; It is thus available only with a small area for passing the gas pressure and converting it into a rotary motion of the piston. The attack surface of the wing part, which is available to the gas pressure acting on it, is increased in the further course of the rotation of the piston in the direction of arrows A by the associated pushing out of the wing part from the piston into the combustion chamber so far that the gas pressure the piston can continue to turn effectively. A slightly delayed ignition therefore only slightly damages the power output and the efficiency. The other part of the wing 41 associated transfer channel 16 is closed in the position shown in Fig. 2 by the lateral piston wall 34 and only returns to the open position when the piston 5 has rotated in the direction of the arrows A and the wing part 41 is in the position of the wing portion 40 in Fig. 2.

In the position shown in Fig. 2, the wing portion 41 is directly to the exhaust outlet 55. This position corresponds approximately to that, as illustrated in another embodiment in Fig. 5. In the position shown in FIGS. 5 and 6, the one, narrow end 56 of the exhaust gas outlet opening 55 is still closed by the sealing part 51 of the wing part 41, so that the hot ignition gases from the partial combustion chamber 14 can not yet relax and escape via the exhaust gas outlet. When the piston 5 continues to rotate from its position shown in FIGS. 5 and 6 along the arrows A into its position shown in FIGS. 7 and 8, the hot ignition gases 17 can approach via the upper region 73 in FIG the one end 56 of the exhaust gas outlet opening 55 escape, as indicated in Fig. 7 by the arrows C. In this position, as shown in FIG. 8, the central region 74 of the exhaust gas outlet opening 55 is still closed by the sealing part 51 of the wing part 41.

When the piston 5 continues to rotate from its position shown in FIGS. 7 and 8 in the direction of the arrows A, it finally reaches the position shown in FIGS. 9 and 10. In this, only the lower region 75 of the exhaust gas outlet opening 55 is covered by the sealing part 51 of the wing part 41. In this respect, the upper region 73 and the central region 74 of the exhaust gas outlet opening 55 are already available for the escape of the hot ignition gases in the direction of the arrows C (see FIG. 9). It is clear that with a further rotation of the piston in the direction of the arrows A finally the entire cross section of the exhaust gas outlet opening 55 is available for the escape of the ignition gases.

The surface of the exhaust gas outlet opening 55 available for the escape of the hot ignition gases is shown in an oblique hatching in FIGS. 8 and 10. In this respect, it is clear that in the position shown in Fig. 6 is still no available for the escape of gases available surface. It is further pointed out that in FIGS. 8 and 10, the transfer channels 16 provided in the sealing rings 24, 25 are only partially shown. When the at least one exhaust gas outlet opening 55 is completely released by the wing part 41, in particular by its sealing part 51, the wing part 41 is substantially completely inside the piston 5, while conversely the wing part 40 is in its position furthest out of the piston. It is clear that the wing parts 40, 41, 70, 71 in Direction of the double arrows D and E slidably in the respective pistons 5, 62 are guided (see Fig. 2).

Further, a pressure device 76 is provided both in the rotary engine 1 and in the compression device 2, which seals the cylinder 3 of the rotary piston engine 1 and the cylinder 61 of the compression device 2 relative to the piston 5, 62. The pistons are thus mounted eccentrically in the respective cylinder and contact the inner wall 4, 60 of the cylinder 3 or 61 at a location sealed by the pressure device 76. The diameter of the respective piston is less than the inner diameter of the cylinder, so that the difference is the cylinder content once as a combustion chamber 10, is available as compression space 63 in the compression device.

The rotary piston engine according to the invention allows two work cycles per revolution.

The two sealing rings 24, 25 oscillate at the ends 26, 27 of the piston 5 about the drive shaft 35. As mentioned above, are located in each sealing ring precalculated and strategically arranged two transfer channels 16 for the ignition in the relay ignition. Each transfer channel is intended for ignition starting from an already running power stroke to the next and already prepared power stroke. The transfer channels are dimensioned to be integrated with the seal rings 24, 25; Accordingly, the sealing rings are dimensioned. By the wing parts 40, 41 in the piston 5, the combustion chamber 10 in the cylinder 3 is divided into two. One partial combustion chamber is always active, the other is prepared at the same time for the next working cycle with the compressed mixture of air and fuel for the next, upcoming power stroke. As previously mentioned, areas of the sealing rings are constantly exposed to the combustion chamber through the oscillation of the sealing rings and then again, during further rotation, covered by the lateral piston wall 34. The check valves 21 close immediately after the ignition of the new power stroke the passage through the respective transfer channel. The compression device compresses air or an air / fuel mixture. Preferably, the rotary piston engine according to the invention operates as a diesel engine, wherein the ignition is not caused by the compressed, highly heated air, but takes place by the hot ignition gases of the previous combustion process or power stroke. The expired, finished work cycle ignites so the next working cycle. This ignition sequence is defined as so-called Stafettezündung. It is also possible for the fuel, eg diesel fuel, to be injected first in the cylinder 3 of the rotary piston engine. In the case of a gasoline engine, the fuel can also be sucked in via a carburetor, not shown, together with the air, and compressed in the compression space of the compression device before the transfer into the cylinder of the rotary piston engine according to demand.

Due to the oscillating movement of the transfer openings 77 of the respective transfer channel 16 are temporarily covered by the piston or temporarily released from this. The ignition takes place, as previously indicated, always twice, ie from both ends 26, 27 of the piston 5 ago. In this case, the hot ignition gases from the partial combustion chamber 14 penetrate into the partial combustion chamber 15 provided with the compressed air / fuel mixture. The transition phase, ie the period in which the hot ignition gases can flow from the one partial combustion chamber into the other partial combustion chamber via the transfer conduit Very short in time, to ensure a flashover of the working flame and the safe ignition of the subsequent ignition cycle. At the moment of the transfer of the hot ignition gases pressure is still present from the previous power stroke in the partial combustion chamber 14; Only then does the hot ignition gas escape through the exhaust gas outlet opening 55. The ignition function takes place via a flashover of the hot ignition gases from the preceding partial combustion chamber into the subsequent partial combustion chamber. The orientation of the groove 32 in the respective sealing ring 24, 25 with respect to the axis of rotation of the piston allows synchronous circulation of the piston and sealing rings. When relative to the axis of rotation of the piston angled groove results in an asynchronous motion between the piston and sealing rings. It should be noted that the ignition in the subsequent partial combustion chamber 15 can be delayed and does not have to start even when the air / fuel mixture completely from the compression chamber 63 (partial compression chamber 65) of the compression device 2 in the partial combustion chamber 15 of the cylinder 3 of the rotary engine 1 has been initiated. The advantage of a slightly delayed ignition is that the respective wing part, in Figs. 1 and 2 this is the wing part 40, further out of the piston 5 is moved out and thus the gas pressure a larger area for the transfer of the gas pressure to a rotary motion of the piston is available.

The parallel and spaced apart arrangement of the wing parts 40, 41 allows for improved guidance and sealing. The noise development of the engine is improved in particular by the previously described design of the exhaust gas outlet opening, and consequently the technical load in the engine according to the invention is significantly lower. In a diesel-powered engine eliminates the system typical energy-consuming, leading to auto-ignition compression. The Abgasauslassöffnung is inclined according to a preferred embodiment as an expanding slot or in the form of a plurality of such slots. As a result, the explosion bang is changed or greatly reduced when the gases escape. In contrast to a conventional turbocharger, the charge air is permanently available in the case of the engine according to the invention. The running of a diesel-powered vehicle shows in the case of the engine according to the invention with regard to its smoothness no difference to a gasoline-powered vehicle. The technology is almost identical. Due to the invention Stafettezündung the Zündablauf is automatically brought about without electricity or electronics.

The wing parts no longer extend through the longitudinal axis of the piston, but are offset to this. This results in a more favorable angle of attack of the respective wing part to the piston and the inner wall of the cylinder out, as shown in a preferred embodiment in Fig. 11. In Fig. 11, the transfer passages 16 are omitted for the sake of simplicity. Both in the cylinder 3 (working cylinder) and in the cylinder 61 (compression cylinder), the respective angle of attack of the wing part is inclined in the direction of rotation, ie the angle of attack in Direction of rotation is smaller than that opposite to the direction of rotation. This results in the cylinder 61 of the compression device 2, the compression of the air in the direction of rotation in front of the wing portion 70 (see FIG. 11) or the ignition of the air / fuel mixture 20 in the partial combustion chamber 15 in the direction of rotation behind the wing portion 40. It also follows that protruding from the piston 5 sections 45, 46 of the wing parts 40, 41 each have a direction of rotation (see arrow A) front side 83, 84, whose protruding from the piston 5 length is smaller than that of each rear side 85 in the direction of rotation , 86. In the cylinder 3 of the rotary piston engine 1, the hot combustion gases in the partial combustion chamber 15 thus extend in the direction of rotation behind the wing. Due to the inclination in the direction of rotation thereby the pressure and thus the friction of the respective wing part in the guide grooves 42, 43 is significantly reduced. A comparison of the arrangement of the wing parts 40, 41 in Fig. 2 with the arrangement of the wing parts 40, 41 in Fig. 11 illustrates that in the arrangement shown in Fig. 11, the wing portion 40 is below the wing portion 41, while in the in 2, the wing portion 40 is positioned in a comparable position above the wing portion 41.

As previously mentioned, the longitudinal axis 6 of the cylinder 3, which also represents the longitudinal axis of the sealing rings 24, 25, is not identical to the longitudinal axis 33 of the piston 5, so that the axis of rotation of the sealing rings is arranged eccentrically to the axis of rotation of the piston. For this reason, each sealing ring has the larger, central inner bore 36 so that the drive shaft 35 of the piston 5 can extend through the inner bore 36 in each of its operating positions.

Each transfer channel 16 has an inlet opening 80 which opens toward the combustion chamber 10 and an outlet opening 81 (see FIG. 5). According to an embodiment shown only schematically in FIGS. 1 and 2, the cross-section of the inlet opening 80 may be larger than that of the outlet opening 81. Further, each transfer passage 16 has a connection passage 82 (Fig. 4) which connects entrance and exit ports 80, 81 with each other. The cross section of this connection channel 82 can narrow from the inlet opening 80 to the outlet opening 81. Thus, a rotary engine is created, whose operation is further improved.

Claims

claims: 1st rotary engine with  at least one cylinder (3) having an inner wall (4),  one in the cylinder (3) eccentric to the longitudinal axis (6) rotatably mounted piston (5) with a circular cross section,  wherein between the cylinder (3) and piston (5), a combustion chamber (10) is formed, and  the piston (5) is in sealing contact with the inner wall (4) of the cylinder (3) and has a device (13) movable in the radial direction of the piston (5), also in sealing contact with the inner wall (4) of the cylinder (3) rotates with the piston (5) and subdivides the combustion chamber (10) into at least two partial combustion chambers (14, 15),  characterized in that  the at least two partial combustion chambers (14, 15) are temporarily connected to one another via at least one transfer channel (16) in such a way that the hot ignition gases (17) of a combustion process already taking place in the one partial combustion chamber (14) in the sense of a stator ignition into the other partial combustion chamber (15 ) for igniting the therein contained, compressed air / fuel mixture (20) are durchleitbar. 2. Rotary piston engine according to claim 1, characterized in that the at least one transfer channel (16) is arranged such that the at least two partial combustion chambers (14, 15) then interconnects when the already running burning before the escape of its hot ignition gases (17 ) from one partial combustion chamber (14) and the new combustion process before the ignition of the compressed air / fuel mixture (20) in the other partial combustion chamber (15). 3. Rotary piston engine according to claim 1 or 2, characterized in that the at least one transfer channel (16) has a check valve (21) which allows a flow from one partial combustion chamber (14) in the other partial combustion chamber (15) and a flow in the reverse Direction prevented. 4. Rotary piston engine according to one of claims 1 to 3, characterized in that the cylinder (3) has cylinder heads (22, 23) and between the cylinder heads (22, 23) and the piston (5) each have a rotating sealing ring (24, 25 ) is provided, which has the at least one transfer channel (16). 5. Rotary piston engine according to claim 4, characterized in that each sealing ring (24, 25) by means of the piston (5) is rotatable, wherein the piston (5) at its two ends (26, 27) each have a driving pin (30, 31) and each sealing ring (24, 25) for receiving the driving pin (30, 31) has a groove (32). 6. Rotary piston engine according to claim 4 or 5, characterized in that the sealing rings (24, 25) to the piston ends (26, 27) about the longitudinal axis (33) of the piston (5) oscillate, whereby, constantly changing, the at least one transfer channel (16) exposed areas to the combustion chamber (10) or are covered by the lateral piston wall (34). 7. Rotary piston engine according to one of the preceding claims, characterized in that in the radial direction of the piston (5) movable means (13) has two opposing wing parts (40, 41) which are spaced from each other in parallel and each radially on the outside biased against the inner wall (4) of the cylinder (3). 8. Rotary piston engine according to claim 7, characterized in that each wing part (40, 41), preferably the combustion chamber (10) dividing and on the inner wall (4) of the cylinder (3) adjacent section (45, 46) of each wing part (40 , 41), at least one transfer channel (16) is assigned. 9. Rotary piston engine according to claim 7 or 8, characterized in that each wing part (40, 41) at its on the inner wall (4) of the cylinder (3) adjacent section (45, 46) has a sealing part (50, 51), the preferably in a half-shell (52) of the free end of the portion (45, 46) is pivotally mounted and has a width (53) which corresponds approximately to that of the wing part (40, 41). 10. Rotary piston engine according to one of claims 4 to 9, characterized in that each sealing ring (24, 25) has two opposite and mutually offset transfer channels (16). 11. Rotary piston engine according to one of the preceding claims, characterized in that in the housing (54) of the cylinder (3) at least one slot-like Abgasauslassöffnung (55) is provided which extends obliquely to the longitudinal axis (33) of the piston (5) and in the direction of rotation (A) of the piston (5) preferably continuously widened from its one end (56) to its other end (57).