EP0357650B1 - Moteur a combustion interne - Google Patents

Moteur a combustion interne Download PDF

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Publication number
EP0357650B1
EP0357650B1 EP88903788A EP88903788A EP0357650B1 EP 0357650 B1 EP0357650 B1 EP 0357650B1 EP 88903788 A EP88903788 A EP 88903788A EP 88903788 A EP88903788 A EP 88903788A EP 0357650 B1 EP0357650 B1 EP 0357650B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
piston
engine according
crank shaft
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EP88903788A
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German (de)
English (en)
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EP0357650A1 (fr
Inventor
Gerhard Karl Kienle
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Individual
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Priority to AT88903788T priority Critical patent/ATE68850T1/de
Publication of EP0357650A1 publication Critical patent/EP0357650A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B57/00—Internal-combustion aspects of rotary engines in which the combusted gases displace one or more reciprocating pistons
    • F02B57/08—Engines with star-shaped cylinder arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B13/00—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion
    • F01B13/04—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder
    • F01B13/06—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement
    • F01B13/068—Reciprocating-piston machines or engines with rotating cylinders in order to obtain the reciprocating-piston motion with more than one cylinder in star arrangement the connection of the pistons with an actuated or actuating element being at the inner ends of the cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft
    • F01B9/042—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft the connections comprising gear transmissions
    • F01B2009/045—Planetary gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B2075/1804—Number of cylinders
    • F02B2075/1816—Number of cylinders four

Definitions

  • the invention relates to an internal combustion engine, with at least one piston moving back and forth in a cylindrical piston bore, which acts on a rotatably mounted crankshaft via a connecting rod, with a rotor containing the piston bore, which is rotatably supported in a housing, and with the crankshaft is coupled in motion by a gear mechanism such that the rotor and crankshaft rotate in opposite directions of rotation, the piston bore arranged in the rotor communicating with an opening in the outer surface of the rotor, which is located at an inlet opening and an outlet opening of the housing when the rotor rotates moved past.
  • the object of the present invention is to provide an internal combustion engine of the type mentioned in the introduction, in which a combined oil supply and discharge system is provided, which both lubricates the various Bearing and cooling in the piston area is used.
  • crankshaft is traversed by an oil line system which is provided with outlet openings in the area of the connecting rod bearings and / or the crankshaft bearings and / or the crankshaft parts, and that oil drainage channels are provided from the at least one piston bore go off, which extend radially outwardly parallel to the piston bore for cooling the same, and that the location of the piston bore, from which the oil discharge channels in the piston bore extend, is arranged such that it is released by the piston at top dead center.
  • a structurally simple design of the channel system for the bearing lubrication results from the features of claim 2.
  • the opposed pistons arranged in this way become one smooth and smooth running and contribute to a simple construction.
  • the pistons or cylinders located opposite one another are offset in the direction of the axis of the crankshaft.
  • the coaxial piston or cylinder arrangement results in a flatter and more compact design, from which a reduction in weight and an even quieter running can be derived.
  • An expedient embodiment of this exemplary embodiment results from the features of claim 7 and / or those of claim 8.
  • valve-free and / or slide-free control of the intake process and the exhaust process can be provided by appropriate arrangement and design of the inlet and outlet openings.
  • the housing 1 is formed in this internal combustion engine by a cylindrical wall 2, an upper flat cover plate 3 and a likewise substantially round lower base plate 4.
  • the housing 1 thus has in principle the shape of a round disk, the height of which is equal to the height of the cylindrical wall 2.
  • This housing is stationary.
  • a rotor 10 rotates in the housing 1.
  • This rotor comprises two axially offset cylinders 11, 12, a disk 35 and a race 17.
  • the cylinders 11, 12 are provided with cylindrical piston bores 13 and 14, in which pistons 15, 16 are arranged to move back and forth.
  • the cylinders 11, 12 in the form of inserts are firmly connected to the inner race 17.
  • Crosspieces 18, 19 (not shown in FIG.
  • the race 17 is provided with openings 20, 21 at the points at which the piston bores 13, 14 adjoin it.
  • Connecting rods 24, 25 are articulated to the pistons 15, 16 by means of piston pins 22, 23, which are mounted on a crankshaft 30 in connecting rod bearings 36, 37 arranged offset from one another by 180 °, so that the pistons execute a simultaneously opposite movement.
  • the crankshaft 30 is supported in the base plate 4 with its lower bearing journal 31.
  • the upper journal 32 of the crankshaft 30 is rotatably mounted in a blind hole 33 which is provided in the disk 35.
  • the disk 35 is an integral part of the rotor 10 and rotates with this.
  • crankshaft 30 and rotor 10 can thus be rotated against each other. Furthermore, the crankshaft 30 is rotatable relative to the housing 1.
  • a coupling of the rotary movement of the rotor 10 (containing the cylinders 11, 12, race 17, webs 18, 19, disk 35, output shaft 34) with the rotary movement of the crankshaft 30 takes place via a planetary gear.
  • This is formed by an inner ring gear 40 (see FIG. 2) on the underside (in FIG. 1) of the rotor 10, a toothed wheel 41 on the crankshaft 30 and two further toothed wheels 42 and 43.
  • the gears 42 and 43 are mounted in the base plate 4 of the housing 1. They are “two-stage”, that is to say they have first toothings 421 and 431 which are in engagement with the inner ring gear 40 on the rotor 10.
  • the cylindrical wall 2 is provided with an inlet slot 50 and an outlet slot 51 along the circumference.
  • the inlet slot 50 extends approximately over a circular angle of 70 °. It is covered by an inlet chamber 52, the inlet opening 53 of which is e.g. communicates with a carburetor (not shown).
  • the outlet slot 51 also extends over approximately 70 °. It is connected to an outlet chamber 54 which is connected via an outlet opening 55 e.g. communicates with an exhaust pipe (not shown).
  • the relative arrangement of the slots 50, 51 to one another is as follows: In the case of a circular cross section of the rotor 10, of which the inner race 17 is a part, the inlet slot 50 and outlet slot 51 lie next to one another on the same circle half, in such a way that the inlet slot 50 is in the region between 270 ° and 360 °, and the outlet slot 51 is in the range between 180 ° and 270 °.
  • the piston 16 is then in the dashed position 16 '. Then the suction process is finished.
  • the opening 21 has left the region in that it overlaps with the inlet slot 50 in whole or in part.
  • the compression process begins, in which the piston 16 is pressed radially outwards as a result of the further movement of the crankshaft 30 and rotor 10 in the directions shown.
  • the top dead center is reached when the piston 16 is in the position which is offset by 180 ° with respect to the starting position (FIG. 2). This is the position in which the piston 15 is shown in FIG. 2.
  • the ignition takes place by means of a spark plug 71.
  • the expansion process begins.
  • the piston moves radially inwards again.
  • the rotor 10 rotates further in the direction of the arrow 60 until the second bottom dead center is reached, at which the piston 16 has rotated by 270 ° with respect to the starting position shown in FIG.
  • the piston is then in the dashed line indicated position 16 ".
  • the exhaust gases begin to be expelled by again moving the piston 16 radially outwards and at the same time sweeping over the opening 21 of the exhaust slot 50 so that it expels the exhaust gas. only one revolution of rotor 10.
  • the cycle for the piston 15 takes place, but offset by half a revolution of the rotor 10. That is, when the piston 16 sucks, the piston 15 is in the expansion phase; when the piston 16 compresses, the piston 16 expels the exhaust gases. When the piston 16 expands, the piston 15 sucks; when the piston 16 ejects the exhaust gases, the piston 15 compresses.
  • the ignition for this is effected by a spark plug 70, which is arranged above the spark plug 71 about the offset of the cylinder axes.
  • the slots 50, 51 are assigned to both pistons 15, 16. It is also possible to use only one spark plug, which is arranged in a middle plane, that is, opposite both combustion chambers.
  • Lubrication takes place in such a way that an oil pump (not shown) a bore 75 (shown in broken lines) in the crankshaft 30 is supplied with oil under pressure.
  • the bore 75 is connected to transverse bores 76, 76 ', 78 and 77, through which on the one hand the connecting rod bearings 36, 37 and the bearing 32, 33 are lubricated and on the other hand oil also freely enters the interior of the housing 1 (bore 77) can, where it is thrown radially onto the underside of the pistons 15, 16 and thus also against the cylinder piston bores 13, 14 as a result of the centrifugal force.
  • the oil is discharged through oil channels 80, 81.
  • the oil is also transported as a result of the centrifugal force, since the oil channels 80, 81 are located in the rotating rotor 10.
  • the oil channels 80, 81 open into the cylinder-piston bores 13, 14 at locations that are at the top dead center of the pistons 15, 16 just below the underside of the pistons 15, 16. From there, the oil returns to the oil pan 90.
  • the oil channel 80 is guided up to the race 17 in the radial direction, and at a relatively short distance from the wall of the cylinder-piston bore 13, so that cooling of the wall of the Cylinder 11 can be done.
  • the oil channel 80 then extends parallel to the axis of rotation along the race 17 so that it is also cooled.
  • the oil channel 81 can also be designed accordingly.
  • the sealing problems can be solved very easily in that all the seals which are provided on the outside of the race 17 and which seal this against the cylindrical wall 2 of the housing 1 are pressed into the sealing position by centrifugal force when the rotor 10 rotates.
  • a further seal or sealing strip is additionally provided in the execution as a diesel engine.
  • the cooling can also be accomplished relatively easily with a corresponding oil throughput, since when it emerges from the oil channels in the crankshaft, the centrifugal force ensures that the oil reaches all points to be lubricated or cooled.
  • the motor also ensures an extremely compact design and thus also a comparatively low weight.
  • the housing 101 is likewise formed by a cylindrical wall 102, an upper flat cover plate 103 and a likewise substantially round lower one Base plate 104 formed.
  • a rotor 110 rotates in the stationary housing 101.
  • This rotor 110 also comprises two cylinders 111 and 112, which, however, in contrast to the first exemplary embodiment, are arranged coaxially, the longitudinal axes of which are therefore in alignment.
  • the two cylinders 111 and 112 are designed as inserts and held between an upper and a lower disk 135, 135 ', which are components of the rotor 110.
  • the cylinders 111 and 112 are provided with cylindrical piston bores 113 and 114, in which pistons 115 and 116 are also arranged to move back and forth in opposite directions.
  • the cylinders 111, 112 are firmly connected to the disks 135, 135 'and have annular sealing strips 107, 108 with respect to the wall 102.
  • a race can be provided in front of the cylinder, which then contains the sealing strips .
  • Conrods 124, 125 are articulated to the pistons 115, 116 by means of only indicated piston pins 122, 123, the longitudinal axes of which of the pistons are in alignment at top dead center.
  • the connecting rod 124 is essentially U-shaped and has a shoulder on the cross leg of the U longitudinally connecting the two lateral legs, which is pivotally connected to the piston 115 via the piston pin 122.
  • the two free ends of the Parallel, longitudinal legs of the U-shaped connecting rod 124 are mounted in connecting rod bearings 136, 136 'arranged in the same axis, which are provided in two opposite side crank disks 138, 139 of a crankshaft 130 at a point on the circumference thereof.
  • connecting rod bearings 136 and 136 ' are on the inside of the U-shaped connecting rod 124 facing away from the crank disks 138, 139, two parallel rod-shaped intermediate members 126, 126' held such that they can be pivoted relative to the connecting rod 124, but with the two crank disks 138, 139 are rotatably connected. Their ends facing away from this are articulated or pivotably connected to the other rod-shaped connecting rod 125 by means of a bearing 137.
  • the intermediate members 126, 126 ' have a length which corresponds to the diameter of the crank disk 138, 139.
  • the connecting rod 125 is arranged between the two intermediate members 126, 126 '.
  • the articulation point of the connecting rod 125 via the piston pin 123 in the piston 116 is coaxial with the articulation point of the U-shaped connecting rod 124 via the piston pin 122 in the piston 115. It is understood that the clear distance from the connecting rod bearings 136, 136 'to Cross leg of the U-shaped connecting rod 124 is slightly larger than the length of the intermediate members 126, 126 ', so that during the rotational movement of the crankshaft 130, the intermediate members 126, 126' can move through or between the U-shaped connecting rods 124.
  • crankshaft 130 is different from the crankshaft of the first Embodiment, with its upper journal 132, the holes 133, 133 'in the disks 135 and 103 and is mounted in the latter, rotatably connected to an output shaft 134.
  • crankshaft 130 and rotor 110 can be rotated relative to one another and crankshaft 130 relative to housing 101.
  • the rotation of the rotor 110 is coupled to the rotation of the crankshaft 130 via a planetary gear, which is designed and acts in the same way as the planetary gear shown in FIGS. 1, 2 and 2a. In this respect, this planetary gear is not described further here.
  • Figure 3 therefore, the same reference numerals as in Figure 1, only with a 1 in front, used.
  • the lubrication and cooling of the internal combustion engine according to the second exemplary embodiment in FIG. 3 takes place in a structurally similar manner to that in the first exemplary embodiment.
  • An oil pump which is not shown here, presses oil into an axial bore 175 in the crankshaft 130.
  • the bore 175 is continued and ends in the crank disks 138, 139, the bearings 136, 136 ', 137 and the intermediate members 126, 126' in a transverse bore 178 opening radially outwards in the bearing bore 133 '.
  • the piston bore 113, 114 is thrown onto the underside of the pistons 115, 116 and thus also onto the inner surfaces of the cylinders.
  • the oil is drained off along the inner circumference of the piston bore 113, 114 at preferably evenly spaced oil channels 180. 180 'which open into a wide circumferential groove 181, 181' which is provided on the outside of the cylinder 111, 112.
  • the grooves 181, 181 ' extend along a substantial longitudinal part of the cylinder 111, 112, so that they are suitable as a channel for cooling the cylinder area.
  • an exhaust passage 182, 182 ' is provided in the disk 135', in contrast to which a narrow inner annular groove 183 is arranged in the base plate 104, which, for example, has two bores 184 , 184 'opens into the oil pan 190.
  • the inlet and outlet openings with the associated chambers can be provided in a corresponding manner as in the first embodiment.
  • the rotor 110 is rotated in the opposite direction, namely in the direction of arrow 160 the inlet slit 150 and the outlet slit 151 overlap each other by respective tapering, with the remaining blowing out of the burned mixture by the piston 116 from the combustion chamber, fresh air is already drawn in.
  • the overlap of inlet and outlet slots 150, 151 is preferably provided over an angular range between 5 ° and 15 °. This overlap is advantageous to the extent that when the remaining burned mixture is blown out, a negative pressure is already created, which is advantageous for the suction that then begins at the same time.
  • the suction process extends beyond bottom dead center UT (dashed piston position 116 ′) and that over an angular range between 30 ° and 60 °, whereby the inertia is taken into account.
  • This is followed by compression at the time ES, the spark plug 170 being arranged shortly before the top dead center position OT (shown position of the piston 115).
  • the compressed mixture ignites.
  • the mixture can be burned, ie the expansion process can be carried out, which extends into an angular range of approximately 30 ° to 60 ° before the bottom dead center position UT (dashed piston position 116 ⁇ ).
  • the outlet slot 151 is opened or the cylinder chamber comes into connection therewith, so that the blowing out of the burned mixture begins, at the end of which this ejection or blowing process again overlaps with the suction process. It goes without saying that this sequence also takes place in the other piston 115 in a manner offset in time and position.
  • FIG. 5 shows a developed side view of an area of the cylindrical wall 102 which contains the inlet slot 150.
  • the inlet shield is 150 and in FIG however, a slider 192 is also provided in the same way for the outlet slot serves to partially cover the inlet slot 150 during part-load operation of the internal combustion engine.
  • the slider 192 with a symmetrical recess 193 has a certain curve shape and a control mechanism 194, the lever 195 of which can be driven between the positions V (full load) and T (partial load), the inlet slot 150 being essentially fully open at full load.
  • the slide 192 is arranged on the circumference and is therefore curved in accordance with the wall 102 and can be moved from one side along the wall 102. It goes without saying that instead of this, two opposing slides that can be moved toward one another can also be provided.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transmission Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Supercharger (AREA)

Claims (17)

1. Moteur à combustion interne, avec au moins un piston (15, 16; 115, 116) qui se déplace en va-et-vient dans un alésage de piston cylindrique (13, 14; 113, 114) et qui agit par l'intermédiaire d'une bielle (24, 25; 124, 125) et d'un palier de bielles (36, 37; 136, 137) sur un vilebrequin (30; 130) monté rotatif, avec un rotor (10; 100) qui contient l'alésage de piston (13, 14; 113, 114), qui est monté rotatif dans un carter (1; 101) et qui est accouplé en mouvement au vilebrequin (30; 130) par un mécanisme de transmission (40, 41, 42, 43; 140, 141, 142, 143) de telle sorte que le rotor et le vilebrequin tournent dans des directions de rotation opposées (60; 160 ou 61; 161), l'alésage de piston (13, 14; 113, 114) disposé dans le rotor (10; 110) étant en communication avec une ouverture (20, 21) qui est pratiquée dans la face extérieure du rotor (10, 17; 100, 117), qui est étanchéifiée vis-à-vis du carter (1; 101) et qui, lors de la rotation du rotor (10; 100), se déplace devant une lumière d'admission (50) et une lumière d'échappement (51) du carter, caractérisé en ce que le vilebrequin (30; 130) est traversé par un système de conduites d'huile (75; 175) qui est pourvu d'ouvertures de sortie dans la région des paliers de bielles (36, 37; 136, 137) et/ou des paliers de vilebrequin (32; 132) et/ou des poulies de vilebrequin (138, 139), et en ce que des canaux d'évacuation d'huile (80; 180) partent du ou des alésages de piston (13; 113), et ils s'étendent au moins en partie radialement vers l'extérieur en parallèle à l'alésage de piston (13; 113) en vue de son refroidissement, et en ce que l'endroit de l'alésage de piston (13; 113) d'où partent les canaux d'évacuation d'huile (80; 180) dans l'alésage de piston (13; 113), est disposé de telle sorte qu'il est dégagé par le piston (15; 115) au point mort haut.
2. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les ouvertures de sortie dans la région des paliers de bielles (136) sont formées par des rainures ou gorges axiales (177) pratiqués sur la face extérieure des poulies de vilebrequin (138, 139) et/ou des bielles (124, 125).
3. Moteur à combustion interne selon la revendication 1, caractérisé en ce que les canaux d'évacuation d'huile (180) sont disposés répartis sur la périphérie intérieure des alésages de piston (113, 114) et débouchent du côté extérieur du cylindre dans une rainure périphérique extérieure (181) qui est en communication avec un perçage d'évacuation (184) pratiqué dans le disque (135′) du rotor (110).
4. Moteur à combustion interne selon la revendication 1, caractérisé en ce que deux perçages de piston mutuellement décalés de 180° (13, 14; 113, 114) sont disposés dans un rotor (10; 100), et en ce que les bielles (24; 124, 125) attaquent le vilebrequin (30; 130) en deux paliers de bielles (36, 37; 136, 136′, 137) mutuellement décalés de 180°.
5. Moteur à combustion interne selon la revendication 1 ou 4, caractérisé en ce que les axes longitudinaux des alésages de piston (113, 114) sont mutuellement alignés, et en ce que les paliers de bielles (136, 136′, 137) sont disposés en conséquence symétriquement par rapport à ces axes longitudinaux.
6. Moteur à combustion interne selon la revendication 5, caractérisé en ce qu'au moins une des deux bielles (124, 125) est réalisée sensiblement en forme de U et est reliée de manière articulée à l'autre bielle (125, 124) par un organe intermédiaire pivotant (126, 126′).
7. Moteur à combustion interne selon la revendication 6, caractérisé en ce que l'une (124) des bielles est en forme de U et l'autre bielle (125) est un barreau plat, et en ce que deux éléments intermédiaires parallèles en forme de barreau (126, 126′), qui attaquent rigidement le vilebrequin (130), sont disposés de manière articulée à leurs deux extrémités entre les deux bielles (124, 125).
8. Moteur à combustion interne selon les revendications 1 ou 2 et 7, caractérisé en ce que les ouvertures de sortie dans la région des paliers de bielles (136) sont constituées par des rainures ou gorges axiales (177) sur la face extérieure des éléments intermédiaires en forme de barreau (126, 126′) et/ou des bielles (124, 125).
9. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que le rotor (10) présente une bague de roulement cylindrique (17) qui est disposée rotative dans le carter (1), en ce que les ouvertures précitées (20, 21) sont prévues dans la bague de roulement (17) et sont en communication radialement vers l'intérieur avec les alésages de piston (13, 14), en ce que les cylindres (11, 12), dispoés à l'intérieur de la bague de roulement (17), sont renforcés par des nervures (18, 19) les uns par rapport aux autres et par rapport à la bague de roulement (17), et en ce que le canal d'évacuation d'huile (80) destiné au refroidissement est guidé le long de la bague de roulement (17).
10. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que le vilebrequin (30) est monté rotatif par une (31) de ses extrémités dans l'une de deux plaques (3, 4), qui constituent le couvercle ou encore le fond du carter (1), en ce que le vilebrequin (30) est monté par son autre extrémité (32) dans un disque (35) qui fait partie du rotor (10), et en ce que l'arbre de sortie (34) est assemblé rigidement au rotor (10).
11. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que le vilebrequin (130) est monté rotatif par ses deux extrémités (131, 132) dans des plaques (103, 104) qui constituent respectivement le couvercle et le fond du carter (101), et il traverse un disque (135) qui fait partie du rotor (110), et en ce que le vilebrequin (130) est assemblé solidairement en rotation à l'arbre de sortie (134) par l'une de ses extrémités.
12. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que le mécanisme de transmission présente une couronne dentée (40; 140) sur le rotor (10; 110), deux roues dentées (42, 43; 142, 143) qui sont en prise avec la couronne et qui sont montées sur le carter, et une roue dentée (41; 141) qui est reliée au vilebrequin (30; 130) et qui se trouve en prise avec les deux roues dentées précitées (42, 43; 142, 143).
13. Moteur à combustion interne selon la revendication 12, caractérisé en ce que les deux roues dentées (42, 43; 142, 143) présentent chacune deux dentures superposées (421, 422, 431, 432; 1421, 1422, 1431, 1432) de diamètres différents, l'une (421, 431; 1421, 1431) des dentures étant chaque fois en prise avec la couronne dentée (40; 140) du rotor (10; 110), et l'autre denture (422, 432; 1422, 1432) étant en prise avec la roue dentée (41; 141) qui se trouve sur le vilebrequin (30; 130).
14. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que la lumière d'admission (50) et/ou la lumière d'échappement (51) s'étend sur un angle d'environ 70° dans la paroi cylindrique (2) du carter (1).
15. Moteur à combustion interne selon la revendication 1 ou l'une des revendications 2 à 13, caractérisé en ce que la lumière d'admission (150) et/ou la lumière d'échappement (151) s'étend sur un angle compris entre 125° et 165° dans la paroi cylindrique (102) du carter (101).
16. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que la lumière d'admission (50; 150) et la lumière d'échappement (51) sont disposées voisines le long de la paroi cylindrique (2; 102) du carter (1; 101), et se recoupent.
17. Moteur à combustion interne selon la revendication 1 ou l'une des revendications suivantes, caractérisé en ce que la lumière d'admission (50; 150) et/ou la lumière d'échappement (51) peuvent être partiellement recouvertes par un ensemble de tiroir (192).
EP88903788A 1987-04-16 1988-04-13 Moteur a combustion interne Expired - Lifetime EP0357650B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT88903788T ATE68850T1 (de) 1987-04-16 1988-04-13 Verbrennungsmotor.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3712992 1987-04-16
DE19873712992 DE3712992A1 (de) 1987-04-16 1987-04-16 Verbrennungsmotor

Publications (2)

Publication Number Publication Date
EP0357650A1 EP0357650A1 (fr) 1990-03-14
EP0357650B1 true EP0357650B1 (fr) 1991-10-23

Family

ID=6325805

Family Applications (1)

Application Number Title Priority Date Filing Date
EP88903788A Expired - Lifetime EP0357650B1 (fr) 1987-04-16 1988-04-13 Moteur a combustion interne

Country Status (5)

Country Link
EP (1) EP0357650B1 (fr)
JP (1) JP2575054B2 (fr)
AT (1) ATE68850T1 (fr)
DE (3) DE3712992A1 (fr)
WO (1) WO1988008074A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3814269A1 (de) * 1988-04-27 1989-11-09 Maier Max Kolbenmaschine
DE3937874A1 (de) * 1989-11-15 1990-04-05 Erich Ellbogen Verbrennungsmotor mit hohem wirkungsgrad, schadstoffarm und kleiner baugroesse
DE4142385A1 (de) * 1991-12-20 1993-06-24 Bayerische Motoren Werke Ag Mehrzylindrige hubkolbenmaschine mit einem hypozykloid-hubgetriebe, insbesondere brennkraftmaschine
DE59309857D1 (de) * 1992-03-13 1999-12-02 Johann Josef Grabner Verbrennungskraftmaschine
CN1053259C (zh) * 1994-11-08 2000-06-07 缪东云 对旋式气缸发动机
AU2003304605A1 (en) * 2003-12-12 2005-06-29 Vladyslav Ivanovich Bazarya Internal combustion engine and method for the operation thereof
KR101175071B1 (ko) * 2010-05-31 2012-08-23 김대성 회전형 피스톤 엔진
DE102010064296B4 (de) * 2010-12-29 2014-05-15 Otto Hermann Becker Rotationsverbrennungsmotor und Verfahren zur Einstellung der Steuerzeiten eines Rotationsverbrennungsmotors

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE265905C (fr) *
GB191511543A (en) * 1915-08-10 1916-08-10 Joseph Seward Ruston Improvements in or relating to Internal Combustion Engines.
US1598518A (en) * 1923-12-08 1926-08-31 Thomas E Braley Rotary explosive engine
US2665668A (en) * 1949-03-22 1954-01-12 Patrick C Ward Engine
IT1029474B (it) * 1975-02-05 1979-03-10 Magliano M Motore a scoppio con cilindro o cilindri posti in posizione radiale in un corpo rotante in un carter fisso

Also Published As

Publication number Publication date
DE8717614U1 (de) 1989-05-18
EP0357650A1 (fr) 1990-03-14
ATE68850T1 (de) 1991-11-15
DE3865839D1 (de) 1991-11-28
JP2575054B2 (ja) 1997-01-22
DE3712992A1 (de) 1988-11-03
JPH02503103A (ja) 1990-09-27
WO1988008074A1 (fr) 1988-10-20

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