Abstract:
A rotor-piston internal combustion engine comprised of a body with two intersecting circular cylinders with pistons therein, two diametrically located ignition chambers and two cylindrical cavities, driving shaft and piston synchro mechanism with two hinges is provided.

Description:
BACKGROUND OF THE INVENTION 
     The present invention relates to engine-building industry and may be used in transportation industry. 
     From Inventor Certificate SU-81 474 a rotor-reciprocating combustion engine is known containing a body including two intersecting circular cylinders, two diameter opposite combustion chambers and two input/output channels, one pair of each per cylinder, a driving shaft, a piston shaft and a tooth gearing synchro system connecting the driving shaft with pistons. 
     The deficiency of this known device is its low reliability, too high mass/volume parameters, noncompactness, complication of design and maintenance, and a large number of elements which altogether prevents the pistons from being synchronized fully with each other. 
     Further from RU-A-1 772 372, it is known to provide a rotor-combustion engine with two intersecting circular cylinders with pistons inside, two diameter opposite input/output or inlet/outlet chambers, one pair of each per cylinder, a driving shaft and a synchro system consisting of two hinges each having a cylinder cam and a disk with a through hole, the axis thereof being perpendicular to the longitudinal axis of the cylinder, the body having a spherical cavity and two through diameter channels with conical sections, the driving shaft having a central spherical part, two opposite conical and two cylinder parts attended by corresponding sections of a body cavity. In the central sphere part of the driving shaft, there is a through slot tilted to the shaft axis and being perpendicular to the through hole containing the cylinder cam. 
     The deficiency of design of this known rotor-piston combustion engine is insufficient effectiveness or transforming mechanism. 
     The object of the present invention is to provide a combustion engine according to the opening portion of claim  1  which has an improved specific power, rotation moment, engine economy and balance of mechanism. 
     SUMMARY OF THE INVENTION 
     This object is achieved by claim  1 . Advantageous developments may be taken from the subclaims. 
     The invention provides a rotor-piston combustion engine containing two intersecting cylinders with pistons, two diametrically located ignition chambers and two inlet/outlet chambers, each pair per cylinder, a drive shaft, a piston synchro system consisting of two arcuate coupling devices, preferably hinges, each having a cylinder pin and disk, the body of the engine having a sphere cavity (central spherical cavity) and two through diameter channels (two cylindrical portions positioned diametrically opposite one another) with conical and two cylinder sections attended by corresponding sections of the body cavity. 
     The through slot (slot) in the central sphere section (spherical center portion) of the driving shaft is tilted to the shaft axis, through hole is perpendicular to the slot containing the cylinder cam. Additional arc pistons in intersecting two circular cylinders and corresponding two hinges and two additional slots are inclined to the longitudinal axis of the driving shaft, and are located symmetrically to each other in the central sphere section of the driving shaft, with the input/output windows being located on side walls of the circular cylinders. 
     The two pistons of the engine according to the invention are equivalent to eight pistons in a conventional combustion engine. The inventive engine has a very low vibration level due to excellent balancing since rotating masses are always in symmetrical position around the shaft, resulting in a twisting movement. 
     The engine according to the invention has a low revolution per minute for the same power. A free-wheel is unnecessary in view of the very smooth rotation of four strokes per revolution and since there are no dead centers at all. 
     Moreover, the shaft may be of very convenient and easy construction without requiring a crankshaft. The shaft is smoothly energized since no peak torque close to dead centers arises. 
     Same as with two-stroke engines, no valves, and thus, no camshaft is required. 
     The inventive engine requires only a very limited number of components which are all of very simple construction and easy to assemble. Thus, the manufacturing cost is low. 
     No piston rings are required, and no calibration and trimming since no valve and no camshaft exist. Due to the light construction, even with conventional materials a high power/weight ratio may be obtained. Moreover, there are only low idling turns, and the engine starts easily. Because of the improved carnot cycle, the thermodynamics are better, increasing the coefficient of filling to close to one. Thus, less pollution and less consumption and higher efficiency arises. 
     Typically, the maximum speed is about 2000 rpm such that the friction which is lower at lower speed is reduced, too. 
     Further details and advantages as well as features may be taken from the following detailed description of one embodiment of the invention with respect to the drawing. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     In the drawing shows: 
     FIG. 1 a side view of an embodiment of the engine according to the invention; 
     FIG. 2 a transversal section of-the engine body (lower part); 
     FIG. 3 a transversal section of the engine body (upper part); 
     FIG. 4 engine pistons for the engine according to FIG. 1; 
     FIGS. 5 a  and  5   b  a driving shaft for the engine according to FIG. 1; 
     FIG. 6 synchro mechanism hinges for the pistons according to FIG. 4; and 
     FIGS.  7 , 8  a principal diagram of engine operation in the beginning and the end of the working process. 
    
    
     DESCRIPTION OF PREFERRED EMBODIMENTS 
     The engine shown in FIG. 1 consists of a detachable body  1  (FIGS.  1 , 2 ) of four parts connected by bolts. Body  1  has two circular cylinders being sector cut in cross-section, the lower base of which being turned towards center. Connectors  3  (FIG. 2) are oriented relative to the axis of circular cylinders  2 . The surface passing through points of intersection of the driving shaft and circular cylinders  2  divides circular intersecting cylinders, on one side of surface, into cool cavity BDE (FIGS.  7 , 8 ) where input/output strokes are in turn, and hot cavity CFA with the strokes of working movements and output of used gases. 
     In the center of engine body  1  there is a driving shaft cavity with central sphere surface (central spherical cavity)  5  (FIG. 3) and two diametrically opposite cylinder sections  6 . On central sphere surface  5 , there are two cavities  7  (FIG. 3) for combustion chambers each having one opening window  8  corresponding to hot zones. Edge  9  of side wall of the chamber has a tilt of 22 to 23° to the longitudinal axis of cavity  4  (FIG.  3 ). 
     Over or above the chamber there are ignition plugs  10  (FIG.  1 ). Input opening  11  and output opening  12  (FIGS. 2,  7 ,  8 ) are pairly connected with input chamber  13  and output chamber  14  (FIGS.  1 , 2 ). In the circular intersecting cylinders there are four arc pistons  15  (FIG. 4) with cross-section matching the cross-section of circular intersecting cylinders. Arc pistons have side  16  and end  17 , 18  surfaces. On outer sphere surface there is for each one a longitudinal driving clamp, and there is one non-through cylinder hole (receiving bore)  20  for a hinge cam  21  (hinge/arcuate coupling device  21 ) (FIG. 6) which consists of cylinder cam  22  (pin) and disk  23 . 
     A driving shaft  24  (FIG. 5) has a central spherical surface  25  and two opposite cylinder sections  26  attended by or adjacent to the inner surface of the cavity  4  (FIG.  2 ). 
     On the sphere surface of the driving shaft  24  there are four inclined slots  27  (FIG. 5) arranged at an angle of 22 to 23° to the longitudinal axis of the driving shaft and to each other. In the slots, there are disks  23  of the four hinges  21  (FIG. 6) dividing the slots cavities into two cavities G, K. Cavity G faces the, end  28  of sector  23  of hinge  21  is part of combustion chamber  7  volume (FIG.  3 ), and cavity G faces the side of end  29  of disk  23 . The hinge  21  has an oil cavity which has one window  30  for each end cylinder section  26  of the driving shaft  24  (FIG. 5 b ). 
     On the spherical surface of the driving shaft on both surfaces there are four holes  31  (FIG. 5 a ) with the interval of 90° in between. 
     Operation of device is as follows: 
     During interaction of the four arc pistons  15  (FIGS.  4 , 7 , 8 ) inside the two intersecting circular cylinders  2  (FIGS.  2 , 3 ) between end  17 , 18  and side  16  surfaces of the arc pistons, there appear six cavities A,B,C,D,E,F which are changing in volume and corresponding to repeating processes: input, compression, working movements and output of used gases. This results in four 4 stroked cycles per one rotation of the driving shaft. 
     The engine is suitable for gas, diesel and petrol depending only on the desired application. 
     During one turn of the driving shaft in the process of revolution of the arc pistons inside the two intersecting circular cylinders the disks  23  of the four hinges  21  (FIG. 6) make a forth/back movement inside the inclined slots  27  of the driving shaft  24  (FIG.  5 ). In cavity G, there are in turn input and compression of fuel mixture and in cavities K there are pumping and input of oil through the openings  30  (FIG.  5 ), thus lubricating any fricting parts and cooling the driving shaft. Input of fuel is under the action of the arc piston  15  (FIG. 5) and sector  23  of hinge  21  (FIG. 6) through the input opening (FIG.  7 , 8 ) simultaneously. 
     The compression stroke starts in cavity B (FIG. 7) after the arc piston closes the input opening for a duration of 130° of turn of the arc piston together with disk  23  of hinge  21  in cavity G of driving shaft  24  (FIG.  5 ). 40° before the end of the compressing stroke while the edge of the inclined slot  27  of the cavity G of the driving shaft is with the inclined edge  9  of the sidewall of chamber  7  (FIG.  3 ), fuel under excess pressure is moving into the combustion chamber where the final pressure is reached. 
     The full usage of fuel is supported by cavity  31  (FIG. 5) of driving shaft. Work stroke starts in cavity C (FIGS.  3 , 7 ) after ignition of fuel inside chamber  7  and in cavity G of the inclined slot  27  of the driving shaft  24 . Under the ignition pressure gases from the chamber are moving through opening  8  (FIG. 3) into the working cavity and are acting onto end surface  18  of arc piston  15  (FIG. 4) which through hinge  21  (FIG. 6) rotates driving shaft  24  (FIG. 5 a ). 
     With the beginning of the working stroke the volume of the cavity G is entirely spaced with end  28  of disk  23  of hinge  21  (FIG. 6) during 50° of rotation the indicator pressure being raised. 
     Working stroke is every 90° rotation of the piston together with a driving shaft rotation of 140°, without fall of rotation moment on driving shaft. Out of 140° gases act on end surface  18  of stroke  15  for 90° while the residual 50° are for acting of gases onto end surface  17  of stroke  15  (FIG. 7) during the reverse rotation of the driving shaft, the square of this surface is increasing whilst divergence of the arc pistons to that value of the surface  18  of the arc piston  15  (FIG.  7 ). After this, the arc piston opens side opening  12  (FIG.  8 ). This time, the rotation of driving shaft is due to the difference in surface of the ends or arc pistons resulting in gases acting simultaneously onto end surfaces  18  of the two pistons  15  in two work cavities C,F (FIG.  7 ), thus raising the driving shaft rotation moment and smoothness of the work of the engine. 
     The outlet of used gases is out of cavity A (FIG. 8) under the action of arc pistons  15  (FIG. 4) through outlet opening  12  (FIG.  7 ). 
     Due to the double number of working cycles per one rotation of the driving shaft together with the pistons, the total volume of the working cavities is  1 , 5  compared to the known engine of same size. These preferencies enable to raise specific power, rotation moment, economy and balance of engine. 
     The specification incorporates by reference the disclosure of Russian priority document 96121281/06 of Oct. 31, 1996 and PCT/EP97/06026 of Oct. 31, 1997. 
     The present invention is, of course, in no way restricted to the specific disclosure of the specification and drawings, but also encompasses any modifications within the scope of the claims.