Abstract
The invention relates to a charged rotary internal combustion engine with intake air internal cooling (EM), characterized in that in the connection between components to be cooled and the inlet into the working area at least one shut-off device (V) is provided, through which charging pressure can escape.
Claims
1. Rotary internal combustion engine with intake air internal cooling (M), characterized in that in at least one connection between components to be cooled (3, 4, 5) and at least one inlet into the working area at least one oil separator (A) is provided.
2. Rotary internal combustion engine with intake air internal cooling (M) according to the preceding claim, characterized in that in at least one connection between components to be cooled (3, 4, 5) and at least one inlet into the working area at least one charge air cooler (LLK2) is provided.
3. Rotary internal combustion engine with intake air internal cooling (M) according to the preceding claim, characterized in that at least one charge air cooler (LLK3) is combined with an oil separator (A).
4. Charged rotary internal combustion engine with intake air internal cooling (EM1-5), characterized in that in at least one connection between components to be cooled (3, 4, 5) and at least one inlet into a working area at least one shut-off device (V) is provided, through which charging pressure can escape.
5. Rotary internal combustion engine (EM1-5) according to the previous claim and at least one of claims 1-3.
6. Rotary internal combustion engine (EM2) according to claim 4 or 5, characterized in that at least one oil separator (A) is provided in at least one shut-off device (V) or at least one connection adjacent to the shut-off device (V).
7. Rotary internal combustion engine (EM4) according to any of the claims 4-6, characterized in that air escaping from at least one shut-off device (V) is led to the inlet of the compressor side of the charger (L).
8. Rotary internal combustion engine (EM1-5) according to any of the claims 4-7, characterized in that air escaping from at least one shut-off device (V) is led into at least one enclosure (E), in which at least parts of the exhaust system (AG) of the rotary internal combustion engine (EM1-5) are located and at least one turbine side of a turbocharger (L) can be located as well.
9. Rotary internal combustion engine (EM1-5) according to the preceding claim, characterized in that at least one enclosure (E) is provided with at least one oil separator (A).
10. Rotary internal combustion engine (EM1-5) according to any one of the claims 4-9, characterized in that air escaping from at least shut-off device (V) is fed into at least one exhaust system (AG) of the rotary internal combustion engine (EM1-5).
Description
[0030] Shown are in:
[0031] FIG. 1 a rotary internal combustion engine with intake air internal cooling according to the state of the art in sectional view to explain the components.
[0032] FIG. 2 the rotary internal combustion engine from FIG. 1 for illustration of air flow.
[0033] FIG. 3 a rotary internal combustion engine with intake air internal cooling according to the state of the art as a schematic diagram.
[0034] FIG. 4 as a schematic diagram a charged rotary internal combustion engine with intake air internal cooling according to the state of the art.
[0035] FIG. 5-9 as schematic diagrams charged rotary internal combustion engines according to the invention with intake air internal cooling.
[0036] FIG. 10-11 as schematic diagrams how air escaping from the shut-off device of an engine according to the invention can be used for cooling hot engine components.
[0037] FIG. 1 serves to explain the components and shows a rotary internal combustion engine in epitrochoidal design and with intake air internal cooling (M) in sectional view through the center axis and the inlet port. Shown is the inlet manifold (1), the side plate connected with the inlet manifold (2), the rotor (3), the eccentric shaft (5), the so-called main bearing (4) between rotor (3) and eccentric shaft (5), the second side plate (6), the trochoid (8) as well as a bridge (7) which serves as a connection between the side plate (6) and trochoid (8). Further shown to offer an overview are lateral bearings (9, 10) of the eccentric shaft (5), shaft seals (11, 12) to seal the eccentric shaft (5), as well as the gear (13) in the rotor (3) and the corresponding stationary gear (14) in the side plate (6).
[0038] FIG. 2 shows with arrows on the basis of the sectional view from FIG. 1 how inlet air flows through a rotary internal combustion engine in epitrochoidal design and with intake air internal cooling (M). White arrows indicate cold air, black arrows indicate heated air. Cold air first enters the inlet manifold (1) and flows from there through the side plate (2). When exiting from the side plate (2), the air disperses to the rotating components, rotor (3), main bearing (4) and eccentric shaft (5). The air flow passes and cools rotor (3), main bearing (4) and eccentric shaft (5) and thus heats up. In the side plate (6) the air accumulates again, and via a connection, in this case formed as a bridge (7), it enters the inlet area of the trochoid (8).
[0039] FIG. 3 shows a previously described rotary internal combustion engine in epitrochoidal design and with intake air internal cooling (M) as a schematic diagram. Indicated are the two side plates, the trochoid, as well as the inlet manifold and the connection from the side plate to the inlet area of the trochoid.
[0040] FIG. 4 schematically shows a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling (KM) according to the state of the art. Here, a charger (L)—for example, a supercharger or turbocharger—is connected with the inlet manifold and generates charging pressure, and a charge pressure control according to the state of the art is used. Shown is a shut-off device designed a pressure relief valve (V) upstream from the throttle. In turbochargers the charging pressure can alternatively or supplementary be controlled by a bypass valve in the exhaust gas flow (so-called wastegate). Air conveyed by the charger (L) and not escaped through the pressure relief valve (V), possibly after passing through a charge air cooler not shown here, gets to a throttle (D), which is designed as a carburetor or throttle body with a nozzle for injection of fuel (K). The oil supply (O) is carried out separately in the illustrated example, but could also be done by mixing oil with the fuel.
[0041] FIG. 5 schematically shows a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM1). Again, the charger (L)—for example a supercharger or turbocharger—is connected to the inlet manifold and generates charging pressure. However, shut-off device (V) and throttle (D) are now located downstream of the engine (M), so the total amount of air conveyed by the charger flows through the engine (M). To lubricate the internal components of the engine (M), a separate oil supply (O) is required. The fuel supply (K) can be implemented as before, i.e. in the throttle (D) or downstream from the throttle (D).
[0042] FIG. 6 again schematically shows a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM2). In this embodiment a charge air cooler (LLK1) is provided between the charger (L) and the engine (M) in order to cool the air that has possibly been heated by the charger (L) and thus also to better cool the engine (M). A second charge air cooler (LLK2) is provided between the shut-off device (V) and the throttle (D) to cool air heated by cooling the engine (M) before entering into the working area of the engine (M). The shut-off device (V) is also equipped with an oil separator (A), so oil can be separated from air escaping through the shut-off device (V) and used again for lubrication. The oil separator (A) could also be provided separately from the shut-off device (V) in the area between the engine (M) and the shut-off device (V) or in addition in the area between the engine (M) and fuel supply (K). This is also possible with an engine with intake air internal cooling (M) without charging.
[0043] FIG. 7 shows schematically as a further option a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM3) analogous to FIG. 6, wherein the charge air cooler (LLK3) downstream of the engine (M) also acts as an oil separator (A). This is also possible according to the invention with an engine with intake air internal cooling (M) without charging.
[0044] FIG. 8 schematically shows as a further embodiment a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM4) analogous to FIG. 5. In this case air escaping through the shut-off device (V) is led to the inlet of the compressor side of the charger (L) to reduce the required suction power. If centrifugal forces occur in the charger, it can also be used as an oil separator. It is also possible to abstain from using a separator, because oil will be directed back to the internal engine components anyway. Due to the temperature of the recirculated air, a charge air cooler (LLK1) is sensible in this example.
[0045] FIG. 9 schematically shows another variant of a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM5). Here the charger (L) is also provided downstream of the engine (M) and sucks air through the inlet manifold of the engine (M). As before, a separate oil supply is provided, and the oil separator (A) is upstream of the charger (L) in the direction of air flow. Downstream of the charger (L), the shut-off device (V), a charge air cooler (LLK2), the throttle (D) and the fuel supply (K) follow as before.
[0046] FIG. 10 schematically shows the connection of a shut-off device (V) of a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM1-5) with an enclosure (E) in which an exhaust system (AG) with exhaust manifold, silencer and outlet is located. Air escaping through the shut-off device (V) flows through the enclosure (E) and cools the exhaust system (AG) inside the enclosure, which can facilitate its integration, durability and choice of materials. In the example shown, the air escapes through an opening where the exhaust system is located. On the enclosure an oil separator (A) is also provided, with which oil that escapes through the shut-off device (V) can be collected and returned to the oil circuit. It makes sense to direct oil-containing air flow to the oil separator (A) in such a way that no oil is fed to components on which it can evaporate or even ignite.
[0047] It is understandable that in practice there could be interconnections and ports between the shut-off device (V), enclosure (E), exhaust system (AG) and oil separator (A), which are not shown here for better clarity. It is also understandable that when using a turbocharger as a charger (L), the hot turbine side of the charger (L) can be accommodated within the enclosure (E).
[0048] FIG. 11 schematically shows the connection of a shut-off device (V) of a charged rotary internal combustion engine in epitrochoidal design and with intake air internal cooling according to the invention (EM1-5) with the manifold of an exhaust system (AG). In order to facilitate the discharge of air escaping from the shut-off device (V) into the exhaust manifold, a venturi nozzle is provided in the example shown. By mixing the discharged air with the exhaust gas flow, the temperature of the exhaust gases is reduced, which can facilitate the integration and choice of materials of the exhaust system (AG).
