ROTARY INTERNAL COMBUSTION ENGINE

Description

[0001] The present invention relates to a rotary internal combustion engine.

[0002] US 1 275 619, CH 591 016 and DE 26 07 376 disclose such rotary engines.

[0003] Rotary engines known as Wankel engines are currently commercially available: they are internal combustion engines of the rotary type, since they have a piston that does not move with a reciprocating rectilinear motion but rotates about an axis.

[0004] The Wankel engine is fed by a feeding system that has ports arranged either in the trochoidal stator chamber (peripheral position) or alternatively in the side plates of the stator chamber (lateral position) and discharges the spent products (exhaust gases) by means of an exhaust system that likewise has exhaust ports in a peripheral or lateral position.

[0005] The profile of the stator chamber is symmetrical with respect to the two barycentric perpendicular axes and is known as epitrochoidal.

[0006] The profile of the rotor instead is based on an equilateral triangle with slightly convex sides, is known as a Reuleaux triangle and is in practice a piston with three lobes.

[0007] Contact between the stator and the rotor occurs at the three apexes of the moving part, which slide on the walls of the stator; the ports for the intake of the air-fuel mix, with the addition of lubricating oil, and for the discharge of the burnt gases, as well as the receptacle for one or more plugs for mix ignition, are provided on said walls.

[0008] These Wankel engines in general have many drawbacks, which include considerable difficulty as regards specifically the seal of the gases and the life of the sealing gaskets of the rotor, which operate under high pressure and high temperature conditions.

[0009] Poor lubrication of the gaskets has also been observed; furthermore, the life of Wankel engines has been found to be limited due to the rapid wear of its components and has been increased only by the use of expensive components obtained through developments of materials technology.

[0010] Wankel engines of the known type are furthermore complicated to manufacture, require substantial maintenance, generally have a short expansion stroke (isometric and reduced torque), have a high consumption of lubricating oil and use only a mixture of gasoline and oil as fuel.

[0011] The aim of the present invention is therefore to solve the described technical problems, eliminating the drawbacks of the cited background art and thus devising an internal combustion engine that is very simple to manufacture, requires only simple and quick maintenance, has reduced wear and can use any currently commercially available fuel.

[0012] Within the scope of this aim, an important object is to provide an internal combustion engine that is structurally simple and compact, has no gooseneck or crank, linkages or pins or plungers, flywheel or camshaft, gears and starter motor.

[0013] A further object of the invention is to provide an internal combustion engine that has a large expansion stroke and a low consumption of lubricating oil.

[0014] Another object is to provide an invention that is structurally simple and has low manufacturing costs.

[0015] This aim, these objects and others that will become more apparent hereinafter are achieved by a rotary internal combustion engine including the features of claim 1.

[0016] Further characteristics and advantages of the invention will become more apparent from the detailed description of a particular but not exclusive embodiment, illustrated by way of non-limiting example in the accompanying drawings, wherein:

Figure 1 is a side view of the assembled engine without cooling fins;

Figures 2 to 5 are sectional views of the operating strokes of each lateral rotor;

Figures 6 to 8 are sectional views of the operating strokes of the central rotor;

Figure 9 is a schematic view of the timing variation of the components of the fuel pump at the first and second injectors;

Figure 10 is a schematic view of the turbo blower;

Figures 11 and 12 are a top view and a bottom view of the head;

Figure 13 is a schematic view of the lubrication and cooling system;

Figure 14 is a partially sectional side view of the path of the oil inside the lateral and central rotors;

Figure 15 is a side view of the central rotor;

Figure 16 is a side view of the lateral rotor;

Figure 17 is a partially sectional side view of the head and of one of a pair of disks arranged outside the cylinder;

Figure 18 is a view of a detail of the preceding figure;

Figure 19 is a view, similar to the preceding one, of a different position assumed by the disk arranged outside the cylinder;

Figure 20 is a partially sectional side view of one of two disks arranged outside the cylinder;

Figure 21 is a partially sectional side view of the flow control elements separated from the cylinder;

Figure 22 is a lateral perspective view of the flow control elements;

Figure 23 is a partially sectional side view of the head;

Figure 24 is a top view of the cover applied to the head;

Figure 25 is an inside view of the cover.

[0017] In the examples of embodiment that follow, individual characteristics, given in relation to specific examples, may actually be interchanged with other different characteristics that exist in other examples of embodiment.

[0018] Moreover, it is noted that anything found to be already known during the patenting process is understood not to be claimed and to be the subject of a disclaimer.

[0019] With reference to the above cited figures, the numeral 1 designates a rotary internal combustion engine, which is constituted by a cylinder (2) adapted to contain a central rotor (3) and a pair of twin lateral rotors (4); said cylinder (2) is contained within two first diametrically opposite covers (5a, 5b).

[0020] Each one of said central rotor (3) and said pair of twin lateral rotors (4) rotates inside the cylinder (2) and has a cylindrical central body whose diameter is smaller than the diameter of said cylinder (2) and has the same central axis.

[0021] A first pair of lobes and a second pair of lobes, designated by the numerals 6a, 6b and 7a, 7b, protrude respectively from said cylindrical central body of said central rotor 3 and said pair of lateral rotors 4, are identical with each other and are arranged diametrically with respect to each other.

[0022] Each one of said first and second pairs of lobes 6a, 6b, 7a, 7b has an arc-like shape, which blends at the sides with the lateral surface of the respective cylindrical central bodies of the central rotor 3 and of the two lateral rotors 4 and forms at the center a substantially flat apex 9 that skims the internal lateral surface 8 of the cylinder 2.

[0023] In the accompanying figures, one of said lobes has been designated by an asterisk (*) to facilitate comprehension of the various operating strokes.

[0024] Adapted first oil seal membranes 10 are provided between said pair of lateral rotors 4 and the two first covers 5a, 5b, while between one of said central rotor 3 and said lateral rotors 4 and said first membranes 10 adapted spacers/piston rings 11 are interposed.

[0025] Said piston rings form, for each of said central rotor 3 and said lateral rotors 4, respectively a first chamber 12 and a second chamber 13, each in turn divided into two chamber parts 12a, 12b, 13a, 13b by the presence of said first and second pairs of lobes 6a, 6b, 7a, 7b.

[0026] Two axially perforated engine axle shafts 14 are keyed to the lateral rotors 4 and are provided with adapted sealing means of a known type, such as oil seals.

[0027] The rotary internal combustion engine 1 is furthermore constituted by a turbo blower 15 with a low rotation rate, which is composed of a compressor 16 and a turbine 17.

[0028] Air at atmospheric pressure reaches the compressor 16, which has a pair of first outlets 18a, 18b for compressed air, while the turbine 17 has two first inlets 19a, 19b for the exhaust gases, in output from the central rotor 3, which it then transfers to two exhaust manifolds 20.

[0029] The turbo blower 15 is powered by an electric motor 21, which can be powered by the mains or by a battery.

[0030] The rotary internal combustion engine 1 may furthermore be constituted by a distribution unit 22 that has a set of second inlets 23 for the (twice-compressed) air that arrives from the two lateral rotors 4 and two second outlets 24 for transferring the (twice-compressed) air to a pair of loading valves 25 that are connected to the central rotor 3 and are accommodated within the body of two heads 26 that are identical with each other, are arranged diametrically to said cylinder 2 and mutually opposite.

[0031] As an alternative to the use of the distribution unit 22, it is possible to channel a pair of second inlets 23 into a single duct so as to have as only two second inlets in total.

[0032] Each loading valve 25 has a stem that is arranged and can slide within an adapted receptacle 90, within which an adapted spring 91 is also arranged which interacts with an adapted plate 92 that is arranged below a piston 93 adapted to push said loading valve.

[0033] In order to allow the feeding of air that arrives from the second outlets 24 of the distribution unit 22, adapted openings 94 are provided which connect the air inlet to the loading valve 25 and, once said loading valve has been opened, to the pre-ignition chamber 31.

[0034] The numeral 95 designates a seat for a beak-type rocker, the function of which is to push the piston 93 that actuates the opening and closure of the loading valve 25.

[0035] The cylinder 2 has, at said underlying central rotor 3 and said two lateral rotors 4, three series of three holes each, which are arranged mutually adjacent, in a mutually proximate sequence and in threes at the same height and are replicated diametrically.

[0036] Said holes have been designated (considering that the ones provided diametrically on the same cylinder also have the same numbering) as follows:

two first inlet holes 27, which are connected to said two lateral rotors 4 for the air that arrives from said compressor 16 of said turbo blower 15;

two second outlet holes 28, which are connected to said two lateral rotors 4 for the twice-compressed air that is to be directed to said distribution unit 22;

a third exhaust hole 29, which is connected to said central rotor 3 for transfer to the first inlets 19a, 19b of the turbine 17 and then to the exhaust manifold 20;

a fourth hole 30, which is connected to a pre-ignition chamber 31, on which said loading valve 25 operates, in turn connected to said central rotor 3;

three fifth holes 32, within which the second ends 45 of three hollow cylindrical flow control elements 33 slide.

[0037] The same reference numerals designate corresponding holes provided in the heads 26, as shown in Figures 11 and 12.

[0038] Said two mutually opposite heads 26 furthermore each contain a first injector 34 and a second injector 35, which are adapted respectively to perform a first injection and a second injection respectively at the pre-ignition chamber 31 and at the first chamber 12 of the central rotor 3, as shown in Figures 7 and 8.

[0039] Within each head 26 there is, in a region that is adjacent to said pre-ignition chamber 31, a first seat 36 for said cylindrical flow control elements 33, where said first seat 36 can be closed by means of a second cover 37.

[0040] The first seat 36 has such a shape as to form bleed-offs adapted to allow oil to fall at the pair of disks 48a, 48b.

[0041] Holes are provided in the head 26, accommodate said cylindrical flow control elements 33 and are identical with the corresponding and underlying fifth holes 32 provided in said cylinder 2; adapted sealing means, such as for example piston rings, are of course associated with the cylindrical flow control elements.

[0042] A first pair of essentially T-shaped hollow shafts 38a, 38b is associated slidingly and freely proximate to the lateral edges of each head 26 and their stem 39a, 39b slides and is guided at an adapted second seat 40a, 40b provided at the bottom of said head 26.

[0043] The head 41a, 41b of said first pair of hollow shafts limits the stroke of the stems 39a, 39b within said second seat 40a, 40b; where a hollow pivot 42 rests above said head and a first end 43 of said flow control elements 33 is pivoted to said pivot.

[0044] An adapted Belleville washer 44 is associated with said first end 43 and interacts at the other end with said second cover 37.

[0045] The function of the Belleville washer 44 is to force said flow control elements 33 to arrange themselves with their second end 45, which advantageously has a laminar shape, outside the head and, through said fifth holes (32), at the first chamber 12 of the underlying central rotor 3.

[0046] The length of said stems 39a, 39b is such that the portion thereof that protrudes from said head 26 is equal to the portion of said actuators 33 protruding from said head.

[0047] The second end 45 of said actuators 33 has a lower surface that skims the underlying lateral surface of the cylindrical central body of said central rotor 3 and therefore advantageously has a first slightly concave region 46.

[0048] Each stem 39a, 39b of said pair of said first pair of shafts has an arc-like end which interacts by sliding with a pair of disks 48a, 48b arranged outside said cylinder 2 each of which is provided with a pair of third diametrical lobes 49a, 49b, which are similar in shape to said first and second pairs of lobes 6a, 6b, 7a, 7b and slide within an adapted ring 50, which advantageously has the same dimensions as said cylinder 2.

[0049] The pair of disks 48a, 48b is keyed on said engine axle shaft 14 and the pair of third lobes 49a, 49b is arranged on the same line and in step with the first and second pairs of lobes 6a, 6b, 7a, 7b.

[0050] Said central rotor 3 and said two lateral rotors 4 have the same shape and dimensions as said discs 48a, 48b, but might also differ from those of said disks 48a, 48b and likewise the dimensions of said first and second pairs of lobes 6a, 6b, 7a, 7b can differ from those of said third pair of lobes 49a, 49b.

[0051] The dimensions of the latter are such that when their apex 9 is arranged at the second end 45 of the first pair of shafts 38a, 38b, as shown in Figure 19, they retract completely within the second seat 40, thus lifting the flow control elements 33, which are arranged in a position that does not interfere with the first and second pairs of lobes 6a, 6b, 7a, 7b of the central rotor 3 and of the two lateral rotors 4.

[0052] The dimensions of said third pair of lobes 49a, 49b are furthermore such that when the second end 45 of the first pair of shafts 38a, 38b, as shown in Figure 17, interacts with the cylindrical central body of the two disks 48a, 48b, then the second end 45 of said flow control elements 33 interacts with the lateral surface of the cylindrical central body of said central rotor 3 and of said two lateral rotors 4.

[0053] When instead the ends of the stems 39a, 39b interact with the arc- like part of each third pair of lobes 49a, 49b that blends with the lateral surface of the respective cylindrical central bodies, then the rising motion of the first pair of shafts 38a, 38b and therefore of the flow control elements 33 is forced, whereas the descent motion of the flow control elements 33 is forced by the presence of the Belleville washers 44.

[0054] At each head 26 there is also a glow coil 51, which is connected to the pre-ignition chamber 31 and is supplied by means of adapted cables 52 that exit from said head.

[0055] If the cycle is a Diesel cycle, a glow plug is used, whereas if the cycle is an Otto cycle, a spark plug is used.

[0056] The rotary internal combustion engine 1 comprises furthermore an oil-using lubrication/cooling circuit for said cylinder 2 and for said central rotor 3 and said two twin lateral rotors 4.

[0057] As regards the cylinder 2, it is provided advantageously with two series of fins 53 which are cooled by means of a circuit shown in Figure 13: each fin has a first oil inlet 54, which conveys said oil into a first duct 55 that is interposed between said fins and said cylinder 2 and is connected to a second duct 56 that is arranged inside the first covers 5a, 5b and then to a first oil outlet 57.

[0058] The second duct 56 furthermore allows lubrication of the loading valve 25 through a sixth hole 58 provided in the head, the first pair of shafts 38a, 38b through a seventh hole 59 provided in the head.

[0059] The oil-using cooling circuit for said central rotor 3 and said two twin lateral rotors 4 comprises a second oil inlet 60 that is provided in an engine axle shaft 14 and that, by means of a third duct 61, conveys the oil to a first annular chamber 62 that is provided on the lateral surface of the central rotor 3 and is connected to a second annular chamber 63 that is provided on the lateral surface of one of said two lateral rotors 4.

[0060] In the description that follows, it is specified that the lateral surfaces of the two lateral rotors 4 are identical with each other and so are those of the central rotor 3.

[0061] The second annular chamber 63 is connected, by means of fourth ducts 64, to a first annular groove 65 that is provided in the lateral surface of one of the two lateral rotors 4; the oil therefore flows through adapted seventh holes 66 provided in the central rotor 3, at the other lateral rotor 4, which has a similar first annular groove 65 which, through similar fourth ducts 64, conveys the oil into a similar second annular chamber 63, which in turn is connected to a first annular chamber 62 provided in the central rotor 3.

[0062] There is also a second oil outlet 67, which is connected to the second annular chamber 63 of the lateral rotor 4 that is opposite to the one provided with the second oil inlet 60.

[0063] At the internal lateral surface of the central rotor 3 there are also, concentrically and externally to the seventh holes 66, sequentially a first annular ridge 68, adapted to compress an annealed copper gasket (not shown), followed by a second annular groove 69 and then by a second annular ridge 70.

[0064] A second annular ridge 71, a third seat 72 for an annealed copper gasket, a third annular ridge 73, a third annular groove 74 and a fourth annular ridge 75 are provided sequentially at the internal lateral surface of each one of the lateral rotors 4, concentrically and externally to the first annular groove 65.

[0065] Eighth holes 76 are provided in the second cover 37 and accommodate sprayers (not shown) for spraying oil within the first seat 36 and therefore on the hollow flow control elements 33.

[0066] Three eighth holes 36 are provided at the second cover 37 and accommodate sprayers for spraying oil onto the underlying flow control elements 33.

[0067] At the lower surface of the second cover 37 there is a slot 77 within which oil flows which arrives from a ninth hole 78 for discharging the oil from the flow control elements 33.

[0068] A valve lifting shaft 80 is furthermore associated slidingly at a fourth seat 79 provided on said second cover 37.

[0069] Figure 9 shows an operating diagram for the pump for injecting fuel to the first injector 34 and to the second injector 35; there is in fact a slight timing variation, wherein the reference letter R designates a slight delay of a few degrees.

[0070] Instead of a fuel pump it is possible to use alternatively four distinct electric injectors for two injections each for each half turn, for a total of eight injections at each turn.

[0071] As an alternative, each pair of ducts for the fuel can be reduced to a single duct for feeding said fuel to the individual first and second injectors.

[0072] We now provide a description of the various intake, compression, injection and exhaust cycles.

[0073] Figures 2 to 5 illustrate the intake and compression start and end cycle for a single lateral rotor 4; for the sake of practicality, the cycle of a single lateral rotor 4 is described.

[0074] During intake, the second pair of lobes 7a, 7b has passed, with the apex 9, beyond the actuator 33 and air that arrives from the first outlets 18a, 18b of the compressor 16 of the turbo blower 15 is aspirated; then a step of air compression begins and said air is conveyed to the second first inlets 23 of the distribution unit 22.

[0075] When the second pair of lobes 7a, 7b arrives proximate to the second exit holes 28, the air is highly compressed.

[0076] Figures 6 to 8 illustrate the operating step of the central rotor 3.

[0077] Figure 6 illustrates the beginning of a first low-pressure cycle, in which the air begins to be compressed within the first chamber parts 12a, 12b, and of a second high-pressure cycle, in which compressed air is loaded which arrives from the second outlets 24 of the distribution unit 22, at the loading valve 25 and then at the pre-ignition chamber 31.

[0078] Figure 7 shows the first injection step, in which the first injector 34 is activated and the first ignition occurs; this is followed by a second injection, shown in Figure 8, in which the second injector 35 is activated and a second ignition occurs.

[0079] This is followed by an expulsion of the exhaust gases through the third exhaust holes 29, which are transferred to the first inlets 19a, 19b of the turbine 17 of the turbo blower 15 and then to the exhaust manifold 20.

[0080] Of course, the various components of the engine are kept mutually coupled by the use of various adapted tension members 47, even with different dimensions, which pass through said various components.

[0081] It has thus been found that the invention has achieved the intended aim and objects, an internal combustion engine having been devised which has a very simple construction and consequently requires only simple and quick maintenance, has low wear and can use any fuel.

[0082] According to the invention, the internal combustion engine, where it is possible to suppress combustion gases, can be combined in order to generate power, in electric power stations, arranged next to waste-to-energy plants or on large ships, using for the second pneumatic injection coal dust mixed with a landfill-derived moist fraction: seaweed, grass, pine needles, leaves, prunings, all oily cereals, all fruit and vegetables.

[0083] It is obvious that these products must be appropriately dried and reduced to powder, and likewise slaughterhouse waste, animal fat and bones.

[0084] The internal combustion engine can be used for civil propulsion: on wheels provided with tires, on trains, on watercraft, on propeller aircraft, using as a fuel all distillates of cereals and succulent plants, natural gases, gases derived from stables, from standards-compliant landfills, from petroleum, hydrogen, butane and propane.

[0085] The internal combustion engine solves in an optimum manner hybrid traction (engine-dynamo), does not require anti-knock additives and indeed the more it knocks the higher is its performance.

[0086] The exhaust gases, due to their long expansion, contain a very low percentage of unburned fuels.

[0087] In reciprocating engines this percentage is in the order of more than 25%.

[0088] Again due to their long expansion, the gases exit from the exhaust manifolds at a lower speed and therefore the internal combustion engine is far quieter.

[0089] The engine thus provided is furthermore structurally simple and compact, lacking for example a gooseneck or crank, linkages or pins or plungers, flywheel or camshaft, gears and starter motor.

[0090] The internal combustion engine thus obtained has a long expansion stroke and a low consumption of lubricating oil and can be manufactured with relatively low manufacturing costs.

[0091] Bearing in mind that engines of the known type can have an ignition and an expansion of approximately 9 cm every two turns, in the engine according to the present application there are four mutually opposite expansions of approximately 27 cm each and eight ignitions at each turn: this leads to high power for an equal displacement.

[0092] The invention is of course susceptible of numerous modifications and variations, within the scope of the appended claims.

[0093] The materials used, as well as the dimensions that constitute the individual components of the invention, may of course be more pertinent to the specific requirements.

[0094] Where technical features mentioned in any claim are followed by reference signs, those reference signs have been included for the sole purpose of increasing the intelligibility of the claims and accordingly such reference signs do not have any limiting effect on the interpretation of each element identified by way of example by such reference signs.

Claims

1. A rotary internal combustion engine (1), comprising a central rotor (3), which is adapted to manage the ignition, expansion and exhaust strokes, and a pair of twin lateral rotors (4), which are adapted to manage the intake and compression strokes, characterized in that it is constituted by:

- a cylinder (2), which is provided with through holes (27, 28, 29, 30,32) and is adapted to contain said central rotor (3) and said pair of twin lateral rotors (4), each rotor having respectively a first pair and a second pair of diametrical lobes (6a, 6b, 7a, 7), said cylinder (2) being in turn contained within two first diametrically opposite covers (5a, 5b), two hollow engine axle shafts (14), which are integral with said pair of lateral rotors (4),

- two mutually opposite heads (26), each containing three cylindrical flow control elements (33), which affect said through holes (27, 28, 29, 30, 32), a first injector and a second injector (34, 35), an exhaust duct (29), a pre-ignition chamber (31) with a glow coil (51), or a spark plug in the case of an Otto cycle, and a first pair of shafts (38a, 38b) which interact with said central rotor (3) and operate said three cylindrical flow control elements (33),

- a pair_of disks (48a, 48b), which are arranged outsize a ring (50) and are provided with a pair of third diametrical lobes (49a, 49b) interacting with said first pair of shafts (38a, 38b),

- a turbo blower (15), which is powered by the mains or by a battery and by the exhaust gases, an optional air distribution unit (22),

- at least one oil-using lubrication/cooling circuit for said cylinder (2), for said central rotor (3), for said pair of twin lateral rotors (4) and for said pair of third lobes (49a, 49b).

2. The engine according to claims 1, characterized in that each rotor of said central rotor (3) and said pair of twin lateral rotors (4) rotates within said cylinder (2), has a cylindrical central body whose diameter is smaller than that of said cylinder (2) and has the same central axis, a first pair of lobes (6a, 6b) and a second pair of lobes (7a, 7b), which are identical with each other and arranged diametrically to each other, protruding respectively from said cylindrical central body of said central rotor (3) and said pair of lateral rotors (4), each one of said first and second pairs of lobes (6a, 6b, 7a, 7b) having an arc-like shape which is blended, at its sides, with the lateral surface of the respective cylindrical central bodies of said central rotor (3) and of said pair of lateral rotors (4) and forms at its center a substantially flat apex (9), which skims the internal lateral surface (8) of said cylinder (2), two engine axle shafts (14) being keyed to said pair of lateral rotors (4), being perforated axially and being provided with adapted sealing means, such as oil seals.

3. The engine according to claims 1 and 2, characterized in that adapted first oil seal membranes (10) are provided between said pair of lateral rotors (4) and the two first covers (5a, 5b), while adapted spacers/piston rings (11) are interposed between one of said central rotor (3) and said lateral rotors (4) and said first membranes (10) and form, for each of said central rotor (3) and said lateral rotors (4), respectively a first chamber (12) and a second chamber (13), each in turn being divided into two chamber parts (12a, 12b, 13a, 13b) by the presence of said first and second pairs of lobes (6a, 6b, 7a, 7b).

4. The engine according to claims 1 and 3, characterized in that said turbo blower (15) with a low rotation rate is composed of a compressor (16) and a turbine (17), said compressor (16) receiving air at atmospheric pressure and having a pair of first outlets (18a, 18b) for compressed air while said turbine (17) has two first inlets (19a, 19b) for the exhaust gases, in output from said central rotor (3), which it then transfers to two exhaust manifolds (20), said turbo blower (15) being powered by the exhaust gases and by an electric motor (21), the power supply of which can be the mains or a battery.

5. The engine according to claims 1 and 4, characterized in that said optional distribution unit (22) has a series of second inlets (23) for the (twice-compressed) air that originates from said pair of lateral rotors (4) and two second outlets (24) for transferring the (twice-compressed) air to a pair of loading valves (25) which are connected to said central rotor (3) and are accommodated within the body of said two heads (26), which are identical with each other, are arranged diametrically to said cylinder (2) and mutually opposite, where it is possible, as an alternative to the use of said distribution unit (22), to channel a pair of second inlets (23) into a single duct, so as to have only two second inlets in total.

6. The engine according to claim 1, characterized in that each one of said loading valves (25) has a stem which is arranged and can slide within an adapted receptacle (90) within which an adapted spring (91) is also arranged which interacts with an adapted plate (92) which is arranged below a piston (93) adapted to push said loading valve, so as to allow the feeding of air that originates from said second outlets (24) of said 20 distribution unit (22), adapted openings (94) being provided which connect the air inlet to said loading valve (25) and, once it has been opened, to said pre-ignition chamber (31), said piston (93) that actuates the opening and closing of said loading valve (25) being actuated by a beak-type rocker arranged in an adapted seat (95).

7. The engine according to claims 1 and 6, characterized in that said
cylinder (2) has, at said underlying central rotor (3) and pair of lateral rotors (4), three series of three holes each, which are arranged mutually adjacent and in a mutually proximate sequence and are arranged in threes at the same height, replicated diametrically, said holes being constituted by:

- two first inlet holes (27), which are connected to said two lateral rotors (4) for the air that arrives from said compressor (16) of said turbo blower (15),

- two second outlet holes (28), which are connected to said two lateral rotors (4) for the twice-compressed air that is to be directed to said distribution unit (22),

- a third exhaust hole (29), which is connected to said central rotor (2) for transfer to the first inlets (19a, 19b) of the turbine (17) and therefore to the exhaust manifold (20),

- a fourth hole (30), which is connected to a pre-ignition chamber (31), on which said loading valve (25) operates, in turn connected to said central rotor (3),

- three fifth holes (32), within which the second ends (45) of three cylindrical hollow flow control elements (33) slide.

8. The engine according to claims 1 and 7, characterized in that said two mutually opposite heads (26) each contain a first injector (34) and a
second injector (35), which are adapted to perform respectively a first injection and a second injection respectively at said pre-ignition chamber (31) and at said first chamber (12) of said central rotor (3), a first seat (36) for said cylindrical flow control elements (33) being provided within each one of said heads (26) in a region that is adjacent to said pre-ignition, chamber (31), where said first seat (36) can be closed by means of a second cover (37) and has such a shape as to form bleed-offs adapted to allow oil to fall at said pair of disks (48a, 48b), holes being provided on each one of said heads (26), acting as seats for said cylindrical flow control elements (33) and being identical with said corresponding and underlying fifth holes (32) provided in said cylinder (2), adapted sealing means, such as piston rings, being associated with said cylindrical flow control elements (33), a first pair of essentially T-shaped hollow shafts (38a, 38b) being associated slidingly and freely proximate to the lateral edges of each one of said heads (26), their
stem (39a, 39b) sliding and being guided at an adapted second seat (40a, 40b) provided at the bottom of each one of said heads (26), the head (41a, 41b) of said first pair of hollow shafts limiting the stroke of said stems (39a, 39b) within said second seat (40a, 40b).

9. The engine according to claims 1 and 8, characterized in that a hollow pivot (42) rests on said head and a first end (43) of said flow control elements (33) is pivoted thereto, an adapted Belleville washer (44) being associated with said first end (43), interacting, at the other end, with said second cover (37), and being adapted to force said flow control elements (33) to arrange themselves with their second end (45), which advantageously has a laminar shape, outside the respective head (26) and, through said fifth holes (32), at said first chamber (12) of said underlying central rotor (3), the length of said stems (39a, 39b) being such that their portion that protrudes from said head (26) is equal to the portion of said actuators (33) that protrude from said head (26), said second end (45) of said actuators (33) having a lower surface that skims the underlying lateral surface of said cylindrical central body of said central rotor (3) and has a first slightly concave region (46), each one of said stems (39a, 39b) of said pair of hollow shafts (38a, 38b) having an arc-like end which interacts by sliding with said pair of disks (48a, 48b) arranged outside said cylinder (2), each provided with a pair of third diametrical lobes (49a, 49b), which are similar in shape to said first and second pairs of lobes (6a, 6b, 7a, 7b) and slide within said adapted ring (50), having substantially the same dimensions as said cylinder (2).

10. The engine according to claims 1 and 9, characterized in that said pair of disks (48a, 48b) is keyed on said engine axle shaft (14) and said pair of third lobes (49a, 49b) is arranged on the same line and in step with said first and second pairs of lobes (6a, 6b, 7a, 7b), said central rotor (3) and said two lateral rotors (4) having the same shape and dimensions as said disks (48a, 48b), said third pair of lobes (49a, 49b) having such dimensions that when their apex (9) is arranged at said second end (45) of said first pair of shafts (38a, 38b) they retract completely into said second seat (40), raising said flow control elements (33), which arrange themselves in a position that does not interfere with said first and second pairs of lobes (6a, 6b, 7a, 7b) of said central rotor (3) and of said pair of lateral rotors (4), the dimensions of said third pair of lobes (49a, 49b) being further such that when said second end (45) of said first pair of shafts (38a, 38b) interacts with said cylindrical central body of said two disks (48a, 48b) the second end (45) of said flow control elements (33) interacts with the lateral surface of said cylindrical central body of said central rotor (3) and of said two lateral rotors (4); when instead said ends of said stems (39a, 39b) interact with the arc-like part of each one of said third pair of lobes (49a, 49b) that blends with the lateral surface of the respective cylindrical central bodies, the upward motion of said first pair of shafts (38a, 38b) and therefore of said flow control elements (33) is forced, whereas the downward movement of said flow control elements (33) is forced by the presence of said Belleville washers (44).

11. The engine according to claims 1 and 10, characterized in that at each one of said heads (26) there is a glow coil (51), which is connected to said pre-ignition chamber (31) and is powered by means of adapted cables (52) that exit from said head, a glow plug being used if the cycle is a Diesel cycle and a spark plug being used if the cycle is an Otto cycle, said engine comprising at least one oil-using lubrication/cooling circuit for said cylinder (2) and for said central rotor (3) and said two twin lateral rotors (4), said cylinder (2) being provided with two series of fins (53), each having a first oil inlet (54), which conveys said oil into a first duct (55), which is interposed between said fins and said cylinder (2) and is connected to a second duct (56) which is arranged within said first covers (5a, 5b) and then to a first oil outlet (57), said second duct (56) allowing lubrication of said loading valve (25), through a sixth hole (58) provided in each one of said 30 heads (26), and said first pair of shafts (38a, 38b) through a seventh hole (59) provided in each one of said heads (26).

12. The engine according to claims 1 and 11, characterized in that said oil-using cooling circuit for said central rotor (3) and said two twin lateral rotors (4) comprise a second oil inlet (60), which is provided on one of said engine axle shafts (14) and which, by means of a third duct (61), conveys the oil to a first annular chamber (62), which is provided on the lateral surface of said central rotor (3) and is connected to a second annular chamber (63) provided on the lateral surface of one of said lateral rotors (4), the lateral surfaces of said pair of lateral rotors (4) being identical with each other, the lateral surfaces of said central rotor (3) being likewise identical with each other, said second annular chamber (63) being connected, by means of fourth ducts (64), to a first annular groove (65) provided in the lateral surface of one of said lateral rotors (4); the oil thus flows, through adapted seventh holes (66) provided in said central rotor (3), at the other one of said lateral rotors (4), which has a similar first annular groove (65), which, by means of adapted fourth ducts (64), conveys the oil into a similar second annular chamber (63), which in turn is connected to a first annular chamber (62) provided on the central rotor (3), a second oil outlet (67) being provided which is connected to said second annular chamber (63) of said lateral rotor (4) that is opposite to the one provided with said second oil inlet (60).

13. The engine according to claims 1 and 12, characterized in that in the internal lateral surface of said central rotor (3), there are furthermore, concentrically and externally to said seventh holes (66), sequentially a first annular ridge (68), which is adapted to compress a gasket made of annealed copper, followed by a second annular groove (69) and then by a second annular ridge (70), at the internal lateral surface of each one of said lateral rotors (4) there being, concentrically and externally to said first annular groove (65), sequentially a second annular ridge (71), a third seat (72) for an annealed copper gasket, a third annular ridge (73), a third annular groove (74), a fourth annular ridge (75), on said second cover (37) there being eighth holes (76) which accommodate sprayers for spraying oil into said first seat (36) and therefore onto said hollow flow control elements (33), in said second cover (37) three eighth holes (36) being provided, which accommodate sprayers for spraying oil onto said underlying flow control elements (33), in the lower surface of said second cover (37) a slot (77) being formed within which oil flows which arrives from a ninth exhaust hole (78) for discharging the oil from said flow control elements (33), a valve lifting shaft (80) being associated slidingly at a fourth seat (79), provided on said second cover (37).

14. The engine according to claims 1 and 13, characterized in that some components thereof are kept mutually coupled by the use of adapted and various tension members (47), even of different dimensions, which pass through said various components.

Ansprüche

1. Ein Kreiskolben-Verbrennungsmotor (1), der einen zentralen Rotor (3) umfasst, welcher ausgebildet ist, um die Zündungs-, Verbrennungs- und Auslasshübe zu verwalten, und ein Paar seitlicher Zweifachrotoren (4), die ausgebildet sind, um die Einlass- und Verdichtungshübe zu verwalten, dadurch gekennzeichnet, dass er aus Folgendem besteht:

- einem Zylinder (2), der mit Durchgangsbohrungen (27, 28, 29, 30, 32) versehen und ausgebildet ist, um den zentralen Rotor (3) und das Paar seitlicher Zweifachrotoren (4) zu enthalten, wobei jeder Rotor ein erstes Paar und ein zweites Paar diametraler Nockenbuckel (6a, 6b, 7a, 7b) hat und der Zylinder (2) wiederum in zwei ersten diametral gegenüberliegenden Abdeckungen (5a, 5b) enthalten ist, zwei Motorachsen-Hohlwellen (14), die integral mit dem Paar seitlicher Rotoren (4) sind,

- zwei einander gegenüberliegenden Köpfen (26), von denen jeder drei zylindrische Durchflusssteuerungselemente (33) enthält, die die Durchgangsbohrungen (27, 28, 29, 30, 32) beeinflussen, eine erste Einspritzdüse und eine zweite Einspritzdüse (34, 35), einen Auslasskanal (29), eine Vorzündungskammer (31) mit einer Glühspule (51), oder einer Zündkerze im Fall eines Otto-Zyklus, und ein erstes Paar von Wellen (38a, 38b), die mit dem zentralen Rotor (3) zusammenwirken und die drei zylindrische Durchflussteuerungselemente (33) betätigen,

- einem Paar von Scheiben (48a, 48b), die außerhalb eines Rings (50) angeordnet und mit einem Paar dritter diametraler Nocken (49a, 49b) versehen sind, welche mit dem ersten Paar von Wellen (38a, 38b) zusammenwirken,

- einem Turbogebläse (15), das vom Netz oder von einer Batterie und von den Abgasen angetrieben wird, einer optionalen Luftverteilungseinheit (22),

- mindestens einem Öl nutzenden Schmier-/Kühlkreislauf für den Zylinder (2), für den zentralen Rotor (3), für das Paar seitlicher Zweifachrotoren (4) und für das Paar dritter Nocken (49a, 49b).

2. Der Motor gemäß Anspruch 1, dadurch gekennzeichnet, dass jeder Rotor des zentralen Rotors (3) und des Paares seitlicher Zweifachrotoren (4) sich innerhalb des Zylinders (2) dreht, einen zylindrischen zentralen Körper hat, dessen Durchmesser kleiner ist als derjenige des Zylinders (2) und dieselbe Mittelachse hat, ein erstes Paar Nocken (6a, 6b) und ein zweites Paar Nocken (7a, 7b), die identisch sind und diametral zueinander angeordnet sind und aus dem zentralen zylindrischen Körper des zentralen Rotors (3) und dem Paar seitlicher Rotoren (4) herausragen, wobei jedes des ersten und des zweiten Paars von Nocken (6a, 6b, 7a, 7b) eine Bogenform hat, die an ihren Seiten in die seitliche Oberfläche der entsprechenden zentralen zylindrischen Körper des zentralen Rotors (3) und des Paares seitlicher Rotoren (4) übergeht und in ihrer Mitte einen im Wesentlichen flachen Scheitelpunkt (9) bildet, welcher die innere Seitenfläche (8) des Zylinders (2) streift, wobei zwei Motorachswellen (14) mit dem Paar seitlicher Rotoren (4) verkeilt sind, die axial gelocht und mit geeigneten Abdichtungsmitteln, wie zum Beispiel Öldichtungen, ausgestattet sind.

3. Der Motor gemäß den Ansprüchen 1 und 2, dadurch gekennzeichnet, dass geeignete erste Öldichtungsmembrane (10) zwischen dem Paar seitlicher Rotoren (4) und den zwei ersten Abdeckungen (5a, 5b) bereitgestellt sind, während geeignete Abstandhalter/Kolbenringe (11) zwischen einem der zentralen Rotoren (3), der seitlichen Rotoren (4) und der ersten Membranen (10) angeordnet sind und für jeden des zentralen Rotors (3) und der seitlichen Rotoren (4) eine erste Kammer (12) beziehungsweise eine zweite Kammer (13) bilden, die wiederum jeweils durch das erste und zweite Paar von Nocken (6a, 6b, 7a, 7b) in zwei Kammerteile (12a, 12b, 13a, 13b) unterteilt sind.

4. Der Motor gemäß den Ansprüchen 1 und 3, dadurch gekennzeichnet, dass das Turbogebläse (15) mit niedriger Rotationsrate aus einem Kompressor (16) und einer Turbine (17) besteht, wobei der Kompressor (16) Luft bei atmosphärischem Druck empfängt und ein Paar erster Auslässe (18a, 18b) für Druckluft hat, während die Turbine (17) zwei erste Einlässe (19a, 19b) für die Abgase hat, die von dem zentralen Rotor (3) ausgestoßen werden und die sie dann an zwei Abgas-Sammelrohre (20) überträgt, wobei das Turbogebläse (15) von den Abgasen und von einem Elektromotor (21) angetrieben wird, dessen Stromversorgung das Netz oder eine Batterie sein kann.

5. Der Motor gemäß Anspruch 1 und 4, dadurch gekennzeichnet, dass die fakultative Verteilungseinheit (22) eine Reihe zweiter Einlässe (23) für die (zweimal komprimierte) Luft hat, die von dem Paar seitlicher Rotoren (4) stammt, und zwei zweite Auslässe (24) zum Übertragen der (zweimal komprimierten) Luft an ein Paar von Ladeventilen, die mit dem zentralen Rotor (3) verbunden und im Körper der zwei Köpfe (26) untergebracht sind, die miteinander identisch sind, diametral zu dem Zylinder (2) angeordnet sind und einander gegenüberliegen, wenn möglich, als Alternative zur Verwendung der Verteilungseinheit (22), um ein Paar zweiter Einlässe (23) zu einer einzigen Leitung zusammenzuführen, um so nur zwei zweite Einlässe insgesamt zu haben.

6. Der Motor gemäß Anspruch 1, dadurch gekennzeichnet, dass jedes der Ladeventile (25) einen Schaft hat, der in einem dafür ausgebildeten Hohlraum (90) angeordnet ist und darin gleiten kann, in dem auch eine geeignete Feder (91) angeordnet ist, die mit einer geeigneten Platte (92) zusammenwirkt, welche unterhalb eines Kolbens (93) angeordnet ist, der ausgebildet ist, um das Ladeventil zu drücken, um die Zufuhr von Luft zu ermöglichen, die von den zweiten Auslässen (24) der 20 Verteilungseinheit (22) stammt, wobei geeignete Öffnungen (94) bereitgestellt sind, die den Lufteinlass mit dem Ladeventil (25) und, sobald es geöffnet wurde, mit der Vorzündungskammer (31) verbinden, wobei der Kolben (93), der das Öffnen und Schießen des Ladeventils (25) antreibt, von einem schnabelartigen Unterbrecherhebel angetrieben wird, der in einem dafür ausgebildeten Sitz (95) angeordnet ist.

7. Der Motor gemäß den Ansprüchen 1 und 6, dadurch gekennzeichnet, dass der Zylinder (2), an dem darunter liegenden zentralen Rotor (3) und dem Paar seitlicher Rotoren (4), drei Reihen von jeweils drei Löchern hat, die angrenzend aneinander und in proximaler Reihenfolge zueinander zu dritt auf derselben Höhe angeordnet sind, diametral repliziert, wobei die Löcher aus Folgendem bestehen:

- zwei ersten Einlassbohrungen (27), die mit den zwei seitlichen Rotoren (4) verbunden sind, für die Luft, die von dem Kompressor (16) des Turbogebläses (15) kommt,

- zwei zweiten Auslassbohrungen (28), die mit den zwei seitlichen Rotoren (4) verbunden sind, für die zweimal komprimierte Luft, die zur Verteilungseinheit (22) zu leiten ist,

- einer dritten Abgasöffnung (29), die mit dem zentralen Rotor (2) verbunden ist, für den Transfer zu den ersten Einlässen (19a, 19b) der Turbine (17) und somit zum AbgasSammelrohr (20),

- einer vierten Öffnung (30), die mit einer Vorzündungskammer (31) verbunden ist, an der das Ladeventil (25) arbeitet, wiederum mit dem zentralen Rotor (3) verbunden,

- drei fünften Öffnungen (32), in denen die zweiten Enden (45) von drei zylindrischen hohlen Durchflussregelungselementen (33) gleiten.

8. Der Motor gemäß den Ansprüchen 1 und 7, dadurch gekennzeichnet, dass die zwei einander gegenüberliegenden Köpfe (26) jeweils eine erste Einspritzdüse (34) und eine zweite Einspritzdüse (35) enthalten, die ausgebildet sind, um einen ersten Einspritzvorgang und einen zweiten Einspritzvorgang an der Vorzündungskammer (31) beziehungsweise an der ersten Kammer (12) des zentralen Rotors (3) durchzuführen, wobei ein erster Sitz (36) für die zylindrischen Durchflussregelungselemente (33) in jedem der Köpfe (26) in einem Bereich bereitgestellt ist, der an die Vorzündungskammer (31) angrenzt, wobei der erste Sitz (36) mit Hilfe einer zweiten Abdeckung (37) verschlossen werden kann und eine Form hat, um Ablässe zu bilden, die geeignet sind, es zu ermöglichen, dass Öl an dem Paar von Scheiben (48a, 48b) herunterfällt, wobei Löcher an jedem der Köpfe (26) angebracht sind, die als Sitze für die zylindrischen Durchflussregelungselemente (33) dienen und identisch sind mit den entsprechenden darunter liegenden fünften Löchern (32), die in dem Zylinder (2) angebracht sind, wobei geeignete Abdichtungsmittel, wie zum Beispiel Kolbenringe, mit den zylindrischen Durchflussregelungselementen (33) verbunden sind und ein erstes Paar im Wesentlichen T-förmiger Hohlwellen (38a, 38b) verschiebbar und frei nahe den Seitenkanten jedes der Köpfe (26) angeschlossen ist, wobei ihr Schaft (39a, 39b) gleitend und an einem geeigneten zweiten Sitz (40a, 40b) geführt ist, der am Boden jedes der Köpfe (26) angebracht ist, wobei der Kopf (41a, 41b) des ersten Paares von Hohlwellen den Hub der Schäfte (39a, 39b) innerhalb des zweiten Sitzes (40a, 40b) begrenzt.

9. Der Motor gemäß Anspruch 1 und Anspruch 8, dadurch gekennzeichnet, dass ein hohler Drehzapfen (42) auf dem Kopf aufsitzt und ein erstes Ende (43) der Durchflussregelungselemente (33) gelenkig damit verbunden ist, wobei ein geeigneter Belleville-Dichtungsring (44) mit dem ersten Ende (43) verbunden ist, der am anderen Ende mit der zweiten Abdeckung (37) zusammenwirkt und ausgebildet ist, um die Durchflussregelungselemente (33) zu zwingen, sich mit ihrem zweiten Ende (45), das praktischerweise eine laminare Form hat, außerhalb des jeweiligen Knopfes (26) und, durch die fünften Löcher (32), an der ersten Kammer (12) des darunter liegenden zentralen Rotors (3) anzuordnen, wobei die Länge der Schäfte (39a, 39b) derart ist, dass ihr Abschnitt, der aus dem Kopf (26) herausragt, gleich dem Abschnitt der Antriebselemente (33) ist, die aus dem Kopf (26) herausragen, wobei das zweite Ende (45) der Antriebselemente (33) eine untere Oberfläche hat, die die darunter liegende Seitenfläche des zentralen zylindrischen Körpers des zentralen Rotors (3) streift und einen ersten leicht konkaven Bereich (46) hat, wobei jeder der Schäfte (39a, 39b) des Paares von Hohlwellen (38a, 38b) ein bogenförmiges Ende hat, das durch Gleiten mit dem Paar von Scheiben (48a, 48b) zusammenwirkt, die außerhalb des Zylinders (2) angeordnet sind, jeweils mit einem Paar dritter diametraler Nocken (49a, 49b) ausgestattet, die in der Form den ersten und zweiten Paaren von Nocken (6a, 6b, 7a, 7b) ähnlich sind und innerhalb des geeigneten Rings (50) gleiten, der im Wesentlichen dieselben Maße hat wie der Zylinder (2).

10. Der Motor gemäß Anspruch 1 und 9, dadurch gekennzeichnet, dass das Paar von Scheiben (48a, 48b) auf der Motorachswelle (14) verkeilt ist und das Paar dritter Nocken (49a, 49b) auf derselben Linie und im Schritt mit den ersten und zweiten Paaren von Nocken (6a, 6b, 7a, 7b) angeordnet ist, wobei der zentrale Rotor (3) und die beiden seitlichen Rotoren (4) dieselbe Form und dieselben Maße haben wie die Scheiben (48a, 48b), wobei das dritte Paar von Nocken (49a, 49b) solche Maße hat, dass, sie, wenn ihr Scheitelpunkt (9) an dem zweiten Ende (45) des ersten Paares von Wellen (38a, 38b) angeordnet ist, sich vollständig in den zweiten Sitz (40) zurückziehen und die Durchflussregelungselemente (33) anheben, welche sich in einer Position anordnen, die die ersten und zweiten Paare von Nocken (6a, 6b, 7a, 7b) des zentralen Rotors (3) und des Paares seitlicher Rotoren (4) nicht behindert; wobei die Maße des dritten Paares von Nocken (49a, 49b) weiter derart sind, dass, wenn das zweite Ende (45) des ersten Paares von Wellen (38a, 38b) mit dem zentralen zylindrischen Körper der zwei Scheiben (48a, 48b) zusammenwirkt, das zweite Ende (45) der Durchflussregelungselemente (33) mit der Seitenfläche des zentralen zylindrischen Körpers des zentralen Rotors (3) und der zwei seitlichen Rotoren (4) zusammenwirkt; wenn hingegen die Enden der Schäfte (39a, 39b) mit dem bogenförmigen Teil jedes des dritten Paares von Nocken (49a, 49b) zusammenwirken, der in die Seitenfläche der jeweiligen zentralen zylindrischen Körper übergeht, wird die Aufwärtsbewegung des ersten Paares von Wellen (38a, 38b) und somit der Durchflussregelungselemente (33) erzwungen, während die Abwärtsbewegung der Durchflussregelungselemente (33) durch die Anwesenheit der Belleville-Dichtungsringe (44) erzwungen wird.

11. Der Motor gemäß den Ansprüchen 1 und 10, dadurch gekennzeichnet, dass sich an jedem der Köpfe (26) eine Glühspule (51) befindet, die mit der Vorzündungskammer (31) verbunden ist und mit Hilfe geeigneter Kabel (52) angetrieben wird, welche aus dem Kopf austreten, wobei eine Glühkerze verwendet wird, wenn der Zyklus ein Diesel-Zyklus ist, und eine Zündkerze wenn der Zyklus ein Otto-Zyklus ist; wobei der Motor mindestens einen Öl nutzenden Schmier-/Kühlkreislauf für den Zylinder (2) und für den zentralen Rotor (3) und das Paar seitlicher Zweifachrotoren (4) umfasst; wobei der Zylinder (2) mit zwei Reihen von Rippen (53) ausgestattet ist, von denen jede einen ersten Öleinlass (54) hat, welcher das Öl in einen ersten Kanal (55) befördert, der zwischen den Rippen und dem Zylinder (2) angeordnet und mit einem zweiten Kanal (56) verbunden ist, der innerhalb der ersten Abdeckungen (5a, 5b) angeordnet ist, und dann zu einem ersten Ölauslass (57), wobei der zweite Kanal (56) die Schmierung des Ladeventils (25) durch ein sechstes Loch (58) ermöglicht, das in jedem der 30 Köpfe (26) angebracht ist, und des ersten Paares von Wellen (38a, 38b) durch ein siebtes Loch (59), das in jedem der Köpfe (26) angebracht ist.

12. Der Motor gemäß den Ansprüchen 1 und 11, dadurch gekennzeichnet, dass der Öl nutzende Kühlkreislauf für den zentralen Rotor (3) und das Paar seitlicher Zweifachrotoren (4) einen zweiten Öleinlass (60) umfassen, der an einer der Motorachswellen (14) angebracht ist und der über einen dritten Kanal (61) das Öl zu einer ersten ringförmigen Kammer (62) leitet, die an der Seitenfläche des zentralen Rotors (3) angebracht und mit einer zweiten ringförmigen Kammer (63) verbunden ist, welche an der Seitenfläche eines der seitlichen Rotoren (4) bereitgestellt ist, wobei die Seitenflächen des Paares seitlicher Rotoren (4) miteinander identisch sind und die Seitenflächen des zentralen Rotors (3) ebenfalls miteinander identisch sind, wobei die zweite ringförmige Kammer (63) über vierte Kanäle (64) mit einer ersten Ringnut (65) verbunden ist, die in der Seitenfläche eines der seitlichen Rotoren (4) angebracht ist; wobei das Öl daher durch geeignete siebte Löcher (66) fließt, die in dem zentralen Rotor (3) angebracht sind, am anderen der seitlichen Rotoren (4), der eine ähnliche erste Ringnut (65) hat, welche über geeignete vierte Kanäle (64) das Öl in eine ähnliche zweite ringförmigen Kammer (63) leitet, die wiederum mit einer ersten ringförmigen Kammer (62) verbunden ist, welche an dem zentralen Rotor (3) angebracht ist, wobei ein zweiter Ölauslass (67) bereitgestellt ist, der mit der zweiten ringförmigen Kammer (63) des seitlichen Rotors (4) verbunden ist, die gegenüber derjenigen liegt, die mit dem zweiten Öleinlass (60) ausgestattet ist.

13. Der Motor gemäß den Ansprüchen 1 und 12, dadurch gekennzeichnet, dass sich in der inneren Seitenfläche des zentralen Rotors (3) weiter, konzentrisch und außerhalb der siebten Löcher (66), sequentiell Folgendes befindet: ein erster ringförmiger Grat (68), der ausgebildet ist, um eine Dichtung aus geglühtem Kupfer zu komprimieren, gefolgt von einer zweiten Ringnut (69) und dann von einem zweiten ringförmigen Grat (70); wobei sich an der inneren Seitenfläche jedes der seitlichen Rotoren (4), konzentrisch und außerhalb der ersten Ringnut (65), sequentiell Folgendes befindet: ein zweiter ringförmiger Grat (71), ein dritter Sitz (72) für eine geglühte Kupferdichtung, ein dritter ringförmiger Grat (73), eine dritte Ringnut (74), ein vierter ringförmiger Grat (75); wobei sich an der zweiten Abdeckung (37) achte Löcher (76) befinden, die Sprühvorrichtungen zum Versprühen von Öl in den ersten Sitz (36) und somit auf die hohlen Durchflussregelungselemente (33) enthalten; wobei in der zweiten Abdeckung (37) drei achte Löcher (36) bereitgestellt sind, die Sprühvorrichtungen zum Versprühen von Öl auf die darunter liegenden Durchflussregelungselemente (33) enthalten; wobei in der unteren Oberfläche der zweiten Abdeckung (37) ein Schlitz (77) geformt ist, in dem Öl fließt, welches von einer neunten Abgasöffnung (78) zum Ablassen des Öls von den Durchflussregelungselementen (33) kommt; wobei ein Ventilheberschaft (80) verschiebbar an einem vierten Sitz (79) angeschlossen ist, der an der zweiten Abdeckung (37) bereitgestellt ist.

14. Der Motor gemäß den Ansprüchen 1 und 13, dadurch gekennzeichnet, dass manche Komponenten davon mit Hilfe verschiedener geeigneter Spannungsglieder (47), auch mit verschiedenen Maßen, die durch die verschiedenen Komponenten verlaufen, in Kopplung miteinander gehalten werden.

Revendications

1. Moteur à combustion interne rotatif (1)
comprenant :

un rotor central (3) qui est adapté pour gérer les courses d'allumage, d'expansion et d'échappement, et une paire de rotors latéraux jumelés (4) qui sont adaptés pour gérer les courses d'admission et de compression, caractérisé en ce qu'il est constitué par :

un cylindre (2) qui est prévu avec des trous traversants (27, 28, 29, 30, 32) et est adapté pour contenir ledit rotor central (3) et ladite paire de rotors latéraux jumelés (4), chaque rotor ayant respectivement une première paire et une deuxième paire de lobes diamétraux (6a, 6b, 7a, 7b), ledit cylindre (2) étant à son tour contenu à l'intérieur de deux premiers couvercles diamétralement opposés (5a, 5b), deux arbres d'essieu de moteur creux (14) qui sont solidaires avec ladite paire de rotors latéraux (4),

deux têtes mutuellement opposées (26), contenant chacune trois éléments de régulation d'écoulement cylindriques (33) qui affectent lesdits trous traversants (27, 28, 29, 30 32), un premier injecteur et un second injecteur (34, 35), un conduit d'échappement (29), une chambre de pré-allumage (31) avec une bobine de préchauffage (51) ou une bougie d'allumage dans le cas d'un cycle à quatre temps, et une première paire d'arbres (38a, 38b) qui interagissent avec ledit rotor central (3) et actionnent lesdits trois éléments de régulation d'écoulement cylindriques (33),

une paire de disques (48a, 48b) qui sont agencés à l'extérieur d'un anneau (50) et sont prévus avec une paire de troisièmes lobes diamétraux (49a, 49b) interagissant avec ladite première paire d'arbres (38a, 38b),

une turbosoufflante (15) qui est alimentée par le réseau électrique ou par une batterie et par les gaz d'échappement, une unité de distribution d'air (22) facultative,

au moins un circuit de lubrification/ refroidissement utilisant de l'huile pour ledit cylindre (2), pour ledit rotor central (3), pour ladite paire de rotors latéraux jumelés (4) et pour ladite paire de troisièmes lobes (49a, 49b),

2. Moteur selon la revendication 1, caractérisé en ce que chaque rotor dudit rotor central (3) et de ladite paire de rotors latéraux jumelés (4) tourne à l'intérieur dudit cylindre (2), a un corps central cylindrique dont le diamètre est inférieur à celui dudit cylindre (2) et a le même axe central, une première paire de lobes (6a, 6b) et une deuxième paire de lobes (7a, 7b) qui sont identiques l'une par rapport à l'autre et agencées diamétralement l'une par rapport à l'autre, faisant respectivement saillie dudit corps central cylindrique dudit rotor central (3) et de ladite paire de rotors latéraux (4), chacune desdites première et deuxième paires de lobes (6a, 6b, 7a, 7b) ayant une forme d'arc qui se mélange, au niveau de ses côtés, avec la surface latérale des corps centraux cylindriques respectifs dudit rotor central (3) et de ladite paire de rotors latéraux (4) et forme, au niveau de son centre, un sommet (9) sensiblement plat qui effleure la surface latérale interne (8) dudit cylindre (2), deux arbres d'essieu de moteur (14) étant clavetés sur ladite paire de rotors latéraux (4), étant perforés axialement et étant prévus avec des moyens d'étanchéité adaptés, tels que des joints d'étanchéité à l'huile.

3. Moteur selon les revendications 1 et 2, caractérisé en ce que des premières membranes de joint d'étanchéité à l'huile adaptées (10) sont prévues entre ladite paire de rotors latéraux (4) et les deux premiers couvercles (5a, 5b), alors que des dispositifs d'espacement/bagues de piston adaptés (11) sont intercalés entre l'un dudit rotor central (3) et desdits rotors latéraux (4) et lesdites premières membranes (10) et forment, pour chacun dudit rotor central (3) et desdits rotors latéraux (4), respectivement, une première chambre (12) et une seconde chambre (13), chacune étant à son tour divisée en deux parties de chambre (12a, 12b, 13a, 13b) par la présence desdites première et deuxième paires de lobes (6a, 6b, 7a, 7b).

4. Moteur selon les revendications 1 et 3, caractérisé en ce que ladite turbosoufflante (15) avec une faible vitesse de rotation est composée d'un compresseur (16) et d'une turbine (17), ledit compresseur (16) recevant l'air à la pression atmosphérique et ayant une paire de premières sorties (18a, 18b) pour comprimer l'air alors que ladite turbine (17) a deux premières entrées (19a, 19b) pour le gaz d'échappement, en sortie dudit rotor central (3), lequel le transfère ensuite à deux collecteurs d'échappement (20), ladite turbosoufflante (15) étant alimentée par les gaz d'échappement et par un moteur électrique (21), dont l'alimentation en énergie peut être le réseau électrique ou une batterie.

5. Moteur selon les revendications 1 et 4, caractérisé en ce que ladite unité de distribution facultative (22) a une série de secondes entrées (23) pour l'air (comprimé deux fois) qui provient de ladite paire de rotors latéraux (4) et deux secondes sorties (24) pour transférer l'air (comprimé deux fois) à une paire de valves de chargement (25) qui sont raccordées audit rotor central (3) et sont logées à l'intérieur du corps desdites deux têtes (26) qui sont identiques entre elles, sont agencées diamétralement par rapport audit cylindre (2) et mutuellement opposées, lorsque cela est possible à titre de variante à l'utilisation de ladite unité de distribution (22), pour acheminer une paire de secondes entrées (23) dans un conduit unique, afin de n'avoir que deux secondes entrées au total.

6. Moteur selon la revendication 1, caractérisé en ce que chacune desdites valves de chargement (25) a une tige qui est agencée et peut coulisser à l'intérieur d'un réceptacle (90) adapté, à l'intérieur duquel est également agencé un ressort (91) adapté qui interagit avec une plaque (92) adaptée qui est agencée au-dessous d'un piston (93) adapté pour pousser ladite valve de chargement, afin de permettre l'alimentation de l'air qui provient desdites secondes sorties (24) de ladite unité de distribution (22), des ouvertures adaptées (94) étant prévues qui raccordent l'entrée d'air à ladite valve de chargement (25) et une fois que cette dernière s'est ouverte, avec ladite chambre de pré-allumage (31), ledit piston (93) qui actionne l'ouverture et la fermeture de ladite valve de chargement (25) étant actionné par un balancier de type à bec, agencé dans un siège (95) adapté.

7. Moteur selon les revendications 1 et 6, caractérisé en ce que ledit cylindre (2) a, au niveau dudit rotor central (3) sous-jacent et de ladite paire de rotors latéraux (4), trois séries de trois trous chacun, qui sont agencés de manière mutuellement adjacente et dans une séquence mutuellement à proximité et sont agencés tout les trois à la même hauteur, reproduits diamétralement, lesdits trous étant constitués par :

deux premiers trous d'entrée (27) qui sont raccordés auxdits deux rotors latéraux (4) pour l'air qui arrive dudit compresseur (16) de ladite turbosoufflante (15),

deux deuxièmes trous de sortie (28) qui sont raccordés auxdits deux rotors latéraux (4) pour l'air comprimé deux fois qui doit être dirigé vers ladite unité de distribution (22),

un troisième trou d'échappement (29) qui est raccordé audit rotor central (2) pour le transfert aux premières entrées (19a, 19b) de la turbine (17) et par conséquent au collecteur d'échappement (20),

un quatrième trou (30) qui est raccordé à une chambre de pré-allumage (31) sur laquelle ladite valve de chargement (25) actionne, raccordé à son tour audit rotor central (3),

trois cinquièmes trous (32) à l'intérieur desquels les secondes extrémités (45) des trois éléments de régulation d'écoulement creux cylindriques (33) coulissent.

8. Moteur selon les revendication 1 et 7, caractérisé en ce que lesdites deux têtes mutuellement opposées (26) contiennent chacune un premier injecteur (34) et un second injecteur (35), qui sont adaptés pour réaliser respectivement, une première injection et une seconde injection respectivement au niveau de ladite chambre de pré-allumage (31) et au niveau de ladite première chambre (12) dudit rotor central (3), un premier siège (36) pour lesdits éléments de régulation d'écoulement cylindriques (33) étant prévu à l'intérieur de chacune desdites têtes (26) dans une région qui est adjacente à ladite chambre de pré-allumage (31), où ledit premier siège (36) peut être fermé au moyen d'un second couvercle (37) et a une forme telle qu'il forme des soutirages adaptés pour permettre à l'huile de tomber dans ladite paire de disques (48a, 48b), des trous étant prévus sur chacune desdites têtes (26), servant de sièges pour lesdits éléments de régulation d'écoulement cylindriques (33) et étant identiques auxdits cinquièmes trous correspondants et sous-jacents (32) prévus dans ledit cylindre (2), des moyens d'étanchéité adaptés, tels que des anneaux de piston, étant associés avec lesdits éléments de régulation d'écoulement cylindriques (33), une première paire d'arbres creux sensiblement en forme de T (38a, 38b) étant associés de manière coulissante et librement à proximité des bords latéraux de chacune desdites têtes (26), leur tige (39a, 39b) coulissant et étant guidée au niveau d'un deuxième siège adapté (40a, 40b) prévu au fond de chacune desdites têtes (26), la tête (41a, 41b) de ladite première paire d'arbres creux limitant la course desdites tiges (39a, 39b) à l'intérieur dudit deuxième siège (40a, 40b).

9. Moteur selon les revendications 1 et 8, caractérisé en ce qu'un pivot creux (42) s'appuie sur ladite tête et une première extrémité (43) desdits éléments de régulation d'écoulement (33) est pivotée sur cette dernière, un rondelle Belleville adaptée (44) étant associée avec ladite première extrémité (43), interagissant, au niveau de l'autre extrémité, avec ledit second couvercle (37) et étant adaptée pour forcer lesdits éléments de régulation d'écoulement (33) pour s'agencer eux-mêmes avec leur seconde extrémité (45), qui a de manière avantageuse une forme laminaire, à l'extérieur de la tête (26) respective, et à travers lesdits cinquièmes trous (32), au niveau de ladite première chambre (12) dudit rotor central (3) sous-jacent, la longueur desdites tiges (39a, 39b) étant telle que leur partie qui fait saillie de ladite tête (26) est égale à la partie desdits actionneurs (33) qui fait saillie de ladite tête (26), ladite seconde extrémité (45) desdits actionneurs (33) ayant une surface inférieure qui effleure la surface latérale sous-jacente dudit corps central cylindrique dudit rotor central (3) et a une première région légèrement concave (46), chacune desdites tiges (39a, 39b) de ladite paire d'arbres creux (38a, 38b) ayant une extrémité en forme d'arc qui interagit en coulissant avec ladite paire de disques (48a, 48b) agencée à l'extérieur dudit cylindre (2), chacune prévue avec une paire de troisièmes lobes diamétraux (49a, 49b), qui ont une forme similaire auxdites première et deuxième paires de lobes (6a, 6b, 7a, 7b) et coulissent à l'intérieur dudit anneau (50) adapté, ayant sensiblement les mêmes dimensions que ledit cylindre (2).

10. Moteur selon les revendications 1 et 9, caractérisé en ce que ladite paire de disques (48a, 48b) est clavetée sur ledit arbre d'essieu de moteur (14) et ladite paire de troisièmes lobes (49a, 49b) est agencée sur la même ligne et en gradin avec lesdites première et deuxième paires de lobes (6a, 6b, 7a, 7b), ledit rotor central (3) et lesdits deux rotors latéraux (4) ayant la même forme et les mêmes dimensions que lesdits disques (48a, 48b), ladite troisième paire de lobes (49a, 49b) ayant des dimensions telles que, lorsque leur sommet (9) est agencé au niveau de ladite seconde extrémité (45) de ladite première paire d'arbres (38a, 38b), ils se rétractent complètement dans ledit deuxième siège (40), levant lesdits éléments de régulation d'écoulement (33) qui s'agencent eux-mêmes dans une position qui n'interfère pas avec lesdites première et deuxième paires de lobes (6a, 6b, 7a, 7b) dudit rotor central (3) et de ladite paire de rotor latéraux (4), les dimensions de ladite troisième paire de lobes (49a, 49b) étant en outre telle que lorsque ladite seconde extrémité (45) de ladite première paire d'arbres (38a, 38b) interagit avec ledit corps central cylindrique desdits deux disques (48a, 48b), la seconde extrémité (45) desdits éléments de régulation d'écoulement (33) interagit avec la surface latérale dudit corps central cylindrique dudit rotor central (3) et desdits deux rotors latéraux (4) ; au lieu de cela, lorsque lesdites extrémités desdites tiges (39a, 39b) interagissent avec la partie en forme d'arc de chacun de ladite troisième paire de lobes (49a, 49b) qui se mélange avec la surface latérale des corps centraux cylindriques respectifs, le mouvement ascendant de ladite première paire d'arbres (38a, 38b) et par conséquent desdits éléments de régulation d'écoulement (33) est forcé, alors que le mouvement descendant desdits éléments de régulation d'écoulement (33) est forcé par la présence desdites rondelles Belleville (44).

11. Moteur selon les revendications 1 et 10, caractérisé en ce que, au niveau de chacune desdites têtes (26), il y a une bobine de préchauffage (51) qui est raccordée à ladite chambre de pré-allumage (31) et est actionnée au moyen de câbles (52) adaptés qui sortent de ladite tête, une bougie de préchauffage étant utilisée si le cycle est un cycle Diesel et une bougie d'allumage étant utilisée si le cycle est un cycle à quatre temps, ledit moteur comprenant au moins un circuit de lubrification / refroidissement utilisant de l'huile pour ledit cylindre (2) et pour ledit rotor central (3) et lesdits deux rotors latéraux jumelés (4), ledit cylindre (2) état prévu avec deux séries d'ailettes (53), chacune ayant une première entrée d'huile (54) qui transporte ladite huile dans un premier conduit (55) qui est intercalé entre lesdites ailettes et ledit cylindre (2) et est raccordé à un deuxième conduit (56) qui est agencé à l'intérieur desdits premiers couvercles (5a, 5b) et ensuite à une première sortie d'huile (57), ledit deuxième conduit (56) permettant la lubrification de ladite valve de chargement (25), à travers un sixième trou (58) prévu dans l'une desdites têtes (26) et ladite première paire d'arbres (38a, 38b) à travers un septième trou (59) prévu dans chacune desdites têtes (26).

12. Moteur selon les revendications 1 et 11, caractérisé en ce que ledit circuit de refroidissement utilisant de l'huile pour ledit rotor central (3) et lesdits deux rotors latéraux jumelés (4) comprennent une seconde entrée d'huile (60) qui est prévue sur l'un desdits arbres d'essieu de moteur (14) et qui, au moyen d'un troisième conduit (61), transporte l'huile à une première chambre annulaire (62) qui est prévue sur la surface latérale dudit rotor central (3) et est raccordée à une seconde chambre annulaire (63) prévue sur la surface latérale de l'un desdits rotors latéraux (4), les surfaces latérales de ladite paire de rotors latéraux (4) étant identiques entre elles, les surfaces latérales dudit rotor central (3) étant également identiques entre elles, ladite seconde chambre annulaire (63) étant raccordée, au moyen de quatrièmes conduits (64), à une première rainure annulaire (65) prévue dans la surface latérale de l'un desdits rotors latéraux (4) ; l'huile s'écoule ainsi, à travers des septièmes trous (66) adaptés prévus dans ledit rotor central (3), au niveau de l'autre desdits rotors latéraux (4) qui a une première rainure annulaire (65) similaire qui, au moyen de quatrièmes conduits (64) adaptés, transporte l'huile dans une seconde chambre annulaire (63) similaire, qui est à son tour raccordée à une première chambre annulaire (62) prévue sur le rotor central (3), une seconde sortie d'huile (67) qui est prévue, est raccordée à ladite seconde chambre annulaire (63) dudit rotor latéral (4) qui est opposée à celle prévue avec ladite seconde entrée d'huile (60).

13. Moteur selon les revendications 1 et 12, caractérisé en ce que, dans la surface latérale interne dudit rotor central (3), il y a en outre, de manière concentrique et à l'extérieur desdits septièmes trous (66), de manière séquentielle, une première crête annulaire (68) qui est adaptée pour comprimer un joint réalisé avec un cuivre recuit, suivie par une deuxième rainure annulaire (69) et ensuite par une seconde crête annulaire(70), au niveau de la surface latérale interne de chacun desdits rotors latéraux (4), on trouve, de manière concentrique et externe à ladite première rainure annulaire (65), de manière séquentielle une crête annulaire (71), un troisième siège (72) pour un joint en cuivre recuit, une troisième crête annulaire (73), une troisième rainure annulaire (74), une quatrième crête annulaire (75), sur ledit second couvercle (37), on trouve huit trous (76) qui logent des pulvérisateurs pour pulvériser l'huile dans ledit premier siège (36) et par conséquent sur lesdits éléments de régulation d'écoulement creux (33), dans ledit second couvercle (37), on prévoit huit trous (36) qui logent des pulvérisateurs pour pulvériser l'huile sur lesdits éléments de régulation d'écoulement sous-jacents (33), dans la surface inférieure dudit second couvercle (37), on forme une fente (77) à l'intérieur de laquelle s'écoule l'huile qui arrive d'un neuvième trou d'échappement (78) pour décharger l'huile desdits éléments de régulation d'écoulement (33), un arbre de levage de valve (80) étant associé de manière coulissante à un quatrième siège (79) prévu sur ledit second couvercle (37).

14. Moteur selon les revendications 1 et 13, caractérisé en ce que certains de ses composants sont maintenus mutuellement couplés par l'utilisation de différents éléments de tension adaptés (47), même de différentes dimensions, qui passent à travers lesdits différents composants.

Drawing