STATOR-ROTOR PISTON INTERNAL COMBUSTION ENGINE

Abstract: A Stator-Rotor piston internal combustion engine (50) having two identical stator halves (5) with an even number of cylinders in each of them, a flat rotor (6) with two internal gear rings (12) fitted on its periphery and two auxiliary gears (13) sliding on its hubs (14), the rotor (6) being fixed on the engine shaft (7) and closed into the flat housing between both stator halves. Each cylinder is provided with own crankshaft (10) and a drive gear (11) mounted thereon. All drive gears (11) are engaged equidistantly with the rotor internal gear rings (12) and the auxiliary gears (13) for transmitting the explosion power to the engine shaft (7). As a result of the transmission ratio between the drive gears (11) and the internal gear rings (12) the engine revolutions are reduced in comparison with those of the single crankshafts. For a fluent running characteristics of the engine two diametrically opposite cylinders explode simultaneously, one of each stator half, and the firing order runs in a circle: 1+3A, 2+4A, 3+1A, 4+2A.

Description: STATOR-ROTOR PISTON INTERNAL COMBUSTION ENGINE FIELD OF THE INVEΪTTION This invention relates to a new Stator-Rotor piston internal combustion engine accomplishing a new method for transmitting the explosion power to the engine shaft, using a new cylinder arrangement in form of two stator halfs, and a flat rotor closed in-between mechanically connected with all cylinders. Through increasing the number of cylinders and de¬ creasing the cylinder displacement is achieved a general re¬ duction of the compression stress and the nower of explosion, and the already reduced power of explosion is transmitted in a best harmony between cylinder arrangement, kinematics and firing order smoothly to the engine shaft. REVIEW OF THE PRIOR ART As it is well known all kinds of piston internal combus- tion engines have more or less a vibrating run, in a conside¬ rable degree due to their cylinder arrangement, mechanical means for transmitting the explosion power, and the relative¬ ly great displacement of a single cylinder. This vibrating run affects negatively the engine work and the engine durability. DEFINITION OF THE INVENTION In accordance with the υresent invention there is provided a Stator-Rotor piston internal combustion engine having two mirror-imaged identical stator halfs, each half coraorising an even number of cylinders. Also in accordance with the present invention there is provided a Stator-Rotor piston internal combustion engine comprising a flat rotor vith two internal gear rings fitted on its periphery and two auxiliary gears sliding on its hubs, said rotor being fixed on the engine shaft and closed into the flat housing between both stator halfs, two rings mounted internally on the stator halfs carrying the internal ends of the single krankshafts, and two engine lids carrying the engine shaft and the outer ends of the single krankshafts. Further there is provided a Stator-Rotor piston internal combustion engine comprising two mirror-imaged identical stator halfs with an even number of cylinders, each cylinder having, except a conventional piston and a connecting rod, its own krankshaft and a drive gear mounted thereon, all drive gears being engaged equidistantly with the rotor internal gear rings and the auxiliary gears, thereby transmitting harmoniously the explosion power from all cylinders to the rotor, respectively to the engine shaft. In Stator-Rotor engine according to the invention all drive gears having equal pitch diameter, said diameter being smaller than the pitch diameter of the internal gear rings causing lower engine revolutions in comparison with those of the single krankshafts. The reduction of the engine revolutions depends on the transmission ratio between the drive gears and the internal gear rings. The original and compact construction of the engine of this invention allows an alternator, a starter motor, and other engine aggregats to be mounted directly on the outer ends of the single krankshafts. It also allows this engine to be in¬ stalled in different working positions without to disturb the engine work. In engine according to the invention each cylinder of one stator half explodes preferably always together v/ith the diametrically onposite one of the other stator half, thus, in each explosion are involved two cylinders contributing to a quiet engine run. To this Stator-Rotor engine construction according to the invention the cylinder firing is preferably set in a circle rotative order to improve further the fluent transmission of the explosion power to the engine shaft. The invention is not restricted in regard to stroke prin- ciple of operation, cooling system, kind of fuel, and can be realized in all known versions in a conventional way. C PI DESCRIPTION OF THE DRAWINGS The objects of the invention will be appreciated in more detail by reference to particular preferred embodiments illustrated by the accompaning drawing wherein: FIG. 1 is a front view of an eight cylinder Stator-Rotor engine which is a first embodiment of the invention. FIG. 2 is a sectional view taken on the line A-A of Fig. 1. FIG. 3 is a schematic front view of an twelve cylinder Stator-Rotor engine which is a second embodiment of the inven¬ tion, illustrating an increased number of cylinders. FIG. i is a schematic front view of an eight cylinder Stator-Rotor engine which is a third embodiment of the inven¬ tion, illustrating another cylinder-head arrangement. DESCRIPTION OF THE PREFERRED EMBODIMENTS The Stator-Rotor piston internal combustion engine (50) of the invention illustrated by the drawing comprises two mirror- imaged identical stator halfs (5) » each of them having an even number of cylinders (1,2,3 » + 1A,2A,3A,iA) , each cylinder has, except a conventional piston (8) and a connecting rod (9) , its own krankshaft (10) and a drive gear (11) mounted thereon, a flat rotor (6) with two internal gear rings (12) fitted thereon and two auxiliary gears (13) sliding on its hubs (1^), said rotor (6) is fixed on the engine shaft (7) and closed into the flat housing between both stator halfs, two rings (15) mounted internally on the stator halfs (5) carrying the internal ends (16) of the single krankshafts (10), and two engine lids (18) carrying the engine shaft (7) and the outer ends of the single krankshafts (17). The drive gears (11) are engaged equidistantly with the rotor internal gear rings (12) and the auxiliary gears (13), the outer ends of the single krankshafts (17) allow different aggregats, for example an alternator (20), a starter motor (19) ? etc., to be mounted directly thereon. All drive gears (11) have equal pitch diameter which is smaller than the pitch diameter of the internal gear rings (12) and OMPI ■ o - k - therefore the engine revolutions are reduced in comparison with the revolutions of the single krankshafts. The transmission ratio between the drive gears (11) and the internal gear rings (12) determines the reduction of the engine revolutions. In FIG. 3 is represented a schematic front view of a Stator- Rotor engine of the invention, particularly showing an increased number of cylinders - visible are the six cylinders of the front stator half, which means a twelve cylinder engine. FIG. Z shows a schematic front view of an eight cylinder Stator-Rotor engine of the invention, illustrating particularly another cylinder-head arrangement. In use the Stator-Rotor engine (50) of the invention is started in a conventional way. In Fig. 1 and 2 is given an example of an eight cylinder four-stroke engine with a trans- mission ratio : > between the drive gears (11) and the internal gear rings (12). The starter motor (19) activates the krankshaft (10) of cylinder No. lχ and via its drive gear (11) and the engaged internal gear ring (1 ) transmits the movement to the rotor (6) , respectively to the engine shaft (7) . At this moment begins the engine work. Simultaneously explode always two diametrically opposite cylinders, one of each stator half, and the firing order is set as follows: 1+3A, 2+iA, 3+1A, i+2A in a circle rotative order to give a fluent running charakteristics of the engine. The engine revolutions are reduced four times in comparison with the revolutions of the single krankshafts, and per each engine revolution occur eight double explosions. Because of its flexible construction with respect to: in¬ stalled working position, size, number of cylinders, cylinder- head arrangement, rotor diameter, and reduction ratio by the engine revolutions the above described Stator-Rotor piston in¬ ternal combustion engine could be used for different purposes. Furthermore there are possibilities to combine a few Stator- Rotor engines with connected engine shafts for locomotive or ship engines. In such cases each engine unit may consist greater number of cylinders and in each explosion may be involved more than two diametrically opposite cylinders in order to achieve greater engine output. OMPI ■

Claims: C L A I M S 1. A Stator-Rotor piston internal combustion engine (50) comprising two mirror-imaged identical stator halfs (5) > each of them having an even number of cylinders (1,2,3 » - + 1A,2A,3A, lχ ) , any cylinder being equipped with a piston (8), a con¬ necting rod (9)j own krankshaft (10), and a drive gear (11) mounted on said krankshaft (10), a flat rotor (6) fixed on the engine shaft (7) and closed into the flat housing between both stator halfs (5), two internal gear rings (12) fitted on the rotor (6), two auxiliary gears (13) sliding on the rotor hubs (li f ), all drive gears (11) having equal pitch diameter and being engaged equidistantly with the internal gear rings (12) and tire auxiliary gears (13) to transmit the explosion power from the cylinders to the engine shaft (7), two rings (15) mounted internally on said stator halfs (5) carrying the in¬ ternal ends of the single krankshafts (16), two engine lids (18) carrying the engine shaft (7) and the outer ends of the single krankshafts (17), said outer ends (17) allowing different engine aggregats to be mounted directly thereon, two diametri¬ cally opposite cylinders one of each stator half exploding simultaneously, and the firing following in a circle rotative order (1+3A, 2+l f A, 3+1A, +2A) to give a fluent running charakteristics of the engine. f RE OMP V ^ IF

Inventors: IVANOV BORISLAW, IVANOVA RAINA, IVANOV, BORISLAW, IVANOVA, RAINA
Applicants: IVANOV BORISLAW, IVANOVA RAINA, IVANOV, BORISLAW, IVANOVA, RAINA
Application year: 1983
Main classification: F02B75
IPC codes: F01B1, F01B9, F02B75