Rotary combustion engine and associated combustion method

Abstract

The invention relates mainly to a rotary combustion engine (1), comprising an alternated combustion device (11) comprising means (19, 20) for injecting and combusting fuel in a combustion chamber (14, 15) which is fluidically connected to an oxidant gas inlet (12) in fluidic communication with an oxidant gas intake compartment (7), and to a burnt gas outlet (13) in fluidic communication with a burnt gas exhaust compartment (8), via an alternated fluidic communication device (16, 17, 18) configured to alternately bring the combustion chamber (14, 15) into fluidic communication with the oxidant gas inlet (12) and the burnt gas outlet (13).

Description

TECHNICAL FIELD

[0001] The invention falls within the field of internal combustion engines.

[0002] The invention relates more particularly to a compact two-stroke internal combustion engine and a combustion process implemented by this engine. PRIOR ART AND DISADVANTAGES OF PRIOR ART

[0003] Direct and indirect injection engines with piston combustion chambers are well known, particularly two-stroke and four-stroke gasoline engines. These engines include at least one cylindrical combustion chamber in which a piston is mounted to move between a position where the chamber volume is minimal and a position where the chamber volume is maximal.

[0004] In a two-stroke engine, following the combustion of fuel in the combustion chamber while the piston is at its minimum volume position, the explosion initially causes the piston to move to its maximum volume position. Simultaneously, the burnt gases are expelled while a mixture of fuel vapors and combustion gases from outside the engine enters the combustion chamber. Subsequently, the movement of the crankshaft causes the piston to return to its minimum volume position, compressing the gases. A spark plug ignites the gases as soon as the piston reaches its minimum volume position, and the two-stroke cycle begins again.

[0005] In a four-stroke engine—which improves upon the incomplete evacuation of exhaust gases from the combustion chamber observed in two-stroke engines—following fuel combustion in the chamber while the piston is at its minimum volume position, the explosion initially causes the piston to move to its maximum volume position. Secondly, the crankshaft's movement causes the piston to return to its minimum volume position, expelling the exhaust gases from the combustion chamber. Thirdly, the crankshaft's movement causes the piston to descend to its maximum volume position, allowing a mixture of fuel vapors and combustion gases to enter the chamber. Finally, in a fourth stage, the crankshaft's movement causes the piston to return to its minimum volume position, compressing the gases.A spark plug ignites the gases as soon as the piston reaches its minimum volume position, and the four-stroke cycle begins again.

[0006] Although efficient, this four-stroke engine requires a significant number of parts to be machined and assembled, particularly the various components necessary for implementing two-stroke or four-stroke cycles. Furthermore, fuel combustion is not optimized, especially because the combustion pressure is not consistent from one cycle to the next. Such an engine therefore remains a complex and expensive machine to machine and assemble, bulky, and difficult to adjust. OBJECTIVE OF THE INVENTION

[0007] The invention aims to provide a less bulky, simpler and less expensive internal combustion engine to implement, offering optimized fuel combustion. DESCRIPTION OF THE INVENTION

[0008] To this end, the invention relates to a rotary internal combustion engine comprising: a frame forming a stator in which is formed a cavity extending along a longitudinal axis and having at least a first transverse dimension called the greater width L and a second transverse dimension called the lesser width l, which longitudinal axis is fixed relative to the frame; a rotor comprising a cylindrical body extending longitudinally in the cavity and mounted to rotate freely in the frame about the longitudinal axis, which cylindrical body has a diameter corresponding to the lesser width of the cavity and defines two opposite flush areas with the surface of the cavity forming a bottleneck which hermetically separates the cavity into an intake compartment for combustion gases and an exhaust compartment for burnt gases, each of the intake and exhaust compartments being delimited by said external face of the cylindrical body and said surface of the cavity,and being respectively in fluidic communication with an intake inlet for combustion gases and an exhaust outlet for burnt gases provided in the wall of said frame; said rotor comprising at least one drive element for the gases contained in the compartments mounted in a longitudinal opening provided in the cylindrical body of the rotor and configured to be driven in rotation by said cylindrical body around the longitudinal axis; said motor comprising means for bringing the free end of the drive element flush with the inner face of the cavity by sliding said drive element in the opening in a direction perpendicular to the longitudinal axis between a minimum position in which its free end is flush with the inner face of the cavity at its smallest width l,and a maximum position in which its free end is flush with the inner face of the cavity at its greatest width L, and an alternating combustion device comprising means for injecting and burning fuel in a combustion chamber which is fluidly connected to an oxidizing gas inlet in fluid communication with the intake compartment, and to a burnt gas outlet in fluid communication with the exhaust compartment, via an alternating fluid communication device configured to alternately bring the combustion chamber into fluid communication with the oxidizing gas inlet and the burnt gas outlet.

[0009] The engine may also include the following optional features, considered individually or in all possible technical combinations: The engine comprises first and second diametrically opposed drive elements for the gases contained in the compartments and two combustion chambers, in that the alternating communication device includes an alternating intake device configured to alternately connect one of the two combustion chambers to the combustion gas inlet with fluid, and an alternating exhaust device configured to alternately connect one of the two combustion chambers to the exhaust gas outlet with fluid. The feed means include a perimeter rail fixed to the frame and formed within the cavity, which rail is adapted to guide the sliding of the drive elements within the openings in question during their rotation about the longitudinal axis.The perimeter rail comprises two rail sections pivotally connected at their respective ends. The opposite ends of the two rail sections each comprise sliding members of complementary shapes that cooperate to ensure the continuity of the perimeter rail. Each drive member includes a guide shaft projecting from a free end portion of the drive member, which shaft is adapted to cooperate with a groove formed in the perimeter rail. The engine comprises a cylinder head, the wall of which defines a portion of the cavity. This cylinder head includes an end pivotally mounted on the frame about an axis parallel to the longitudinal axis and is movable between a position minimizing the volume of the intake compartment and a position maximizing the volume of said intake compartment.The engine includes means for actuating the pivoting of the cylinder head, controlled by engine control means. The reciprocating combustion device includes means for varying the volume of each combustion chamber. The intake and exhaust devices, respectively located at the inlet and outlet of the combustion chambers, are valves controlled by the control means. Each combustion chamber includes a non-return valve located at the inlet of the combustion chamber in question. The intake and exhaust compartments are respectively crescent-shaped, positioned on either side of the choke.

[0010] The invention also relates to a combustion process in a rotary internal combustion engine as described above, the rotor rotating about its longitudinal axis and each drive element defining, in the intake compartment, a compression sub-compartment fluidly connected to the combustion gas inlet of the reciprocating combustion device and an intake sub-compartment fluidly connected to the combustion gas inlet of the frame, and, in the exhaust compartment, an expansion sub-compartment fluidly connected to the exhaust outlet of the burnt gases of the reciprocating combustion device and an exhaust sub-compartment fluidly connected to the exhaust outlet, which process comprises the successive steps of: the inlets of the first and second combustion chambers being respectively open and closed, the outlets of said first and second chambers being respectively closed and open, the first driving element moving in the intake compartment and the second driving element moving in the exhaust compartment simultaneously drive the admission of combustion gases into the intake sub-compartment, the compression of combustion gases in the compression sub-compartment and the admission of compressed gas into the first combustion chamber, the ejection of burnt gas from the second intake chamber into the expansion sub-compartment and the exhaust out of the cavity of burnt gases contained in the exhaust sub-compartment;as soon as the free ends of the two drive members have passed the bottleneck, control means and engine commands simultaneously control the closing of the inlet of the first chamber and the outlet of the second chamber, and the opening of the inlet of the second chamber and the outlet of the first chamber; actuation of the injection and combustion means of the first chamber to inject fuel into said chamber followed by a combustion command of the mixture of fuel and oxidizing gases present in the first chamber;drive of the first drive element in the exhaust compartment and of the second drive element in the intake compartment induced by the pressure generated by the explosion in the first chamber, simultaneously causing the ejection of burnt gases from the first intake chamber into the expansion sub-compartment, the exhaust out of the frame of the burnt gases contained in the exhaust sub-compartment, the admission of oxidizing gases into the intake sub-compartment, the compression of oxidizing gases in the compression sub-compartment and the admission of compressed gases into the second combustion chamber; as soon as the free ends of the two drive elements have passed the bottleneck, the control and command means of the engine simultaneously control the closure of the inlet of the second chamber and the outlet of the first chamber and the opening of the inlet of the first chamber and the outlet of the second chamber;actuation of the injection and combustion means of the second chamber to inject fuel into said chamber followed by a combustion command of the mixture of fuel and oxidizing gases present in the second chamber, and repetition of the preceding steps as long as the engine is running. PRESENTATION OF THE FIGURES

[0011] Other features and advantages of the invention will become clear from the description given below, which is by way of example and not limitation, with reference to the attached figures: [ Fig 1 ] there figure 1 represents a cross-sectional view along a first plane of the engine of the invention; [ Fig 2 ] there figure 2 represents a cross-sectional view of the engine of the invention according to a second plane II-II of the figure 3 ; Fig 3 ] there figure 3 represents a longitudinal cross-sectional view of the engine of the invention according to plane III-III of the figure 2 ; Fig 4 ] there figure 4 represents a cross-sectional view of the engine of the invention according to plane IV-IV of the figure 5 ; Fig 5 ] there figure 5 represents a longitudinal cross-sectional view of the engine of the invention along the VV plane of the figure 4 ; Fig 6 ] there figure 6 represents a longitudinal cross-sectional view along plane VI-VI of the figure 1 of the alternating combustion device; [ Fig 7a ] ] Fig 7b ] ] Fig 7c ] THE figures 7a to 7c represent, through cross-sectional views of the engine of the invention according to the first plane, a kinematic of the operation of the engine. DETAILED DESCRIPTION OF THE INVENTION

[0012] It is first clarified that in the figures, the same references designate the same elements regardless of the figure in which they appear and regardless of the form in which those elements are represented. Similarly, if elements are not specifically referenced in one of the figures, their references can easily be found by referring to another figure.

[0013] It is also specified that the figures essentially represent one embodiment of the object of the invention, but that there may be other embodiments which meet the definition of the invention.

[0014] With reference to figures 1 to 6 The internal combustion engine according to the invention will now be described.

[0015] With reference to the figure 1The motor 1 comprises a frame 2, preferably made of a metallic material. This frame 2 forms the stator of the motor 1 and includes a longitudinal cavity 3 extending along a longitudinal axis X, which longitudinal axis X is fixed relative to the frame 2. While the frame 2 has a generally cylindrical external surface, its surface delimiting the cavity 3 has a generally elliptical shape with two transverse dimensions, I and L, respectively minimum I and maximum L. The maximum transverse dimension L will be referred to hereafter as the larger width L, while the minimum transverse dimension I will be referred to as the smaller width. Furthermore, the surface delimiting the cavity 3 is covered with a flexible sealing material (not shown), the function of which will be described later.

[0016] Advantageously, cavity 3 is formed by two longitudinal cylindrical openings, offset and of the same diameter, the distance between the two axes of the respective cylindrical openings being less than the diameter of each cylindrical opening.

[0017] The motor 1 also includes a rotor 6 disposed in the cavity 3 and extending longitudinally within the latter. The rotor 6 comprises a cylindrical body 42 having a central shaft 46 mounted for rotation in the frame 2 around the longitudinal axis X, and a perimeter wall 47 integral with the central shaft 46 and whose diameter at the level of its external surface ensures its fit in the frame 2 at the level of the small width of the cavity 3. Thus, the fit of the rotor 6 in the cavity 3 forms two diametrically opposed flush zones 48a, 48b which define a bottleneck 48 at the level of the small width l of the cavity 3 between the surface 44 of said cavity 3 (i.e. the internal surface 44 of the frame 2) and the external face of the perimeter wall 47 of the cylindrical body 42 of the rotor 6. These flush zones 48a, 48b are also covered with a flexible sealing material (not shown).Thus, the two outcrop areas 48a, 48b and the center of the cylindrical body 42 passing through the longitudinal axis X are aligned, so that the cylindrical body 42 is fitted in the frame 2 at the level of the small width l of the cavity 3.

[0018] In this way, while remaining free to rotate about the X-axis, the cylindrical body 42 separates the cavity 3 into two compartments 7, 8 arranged on either side of the bottleneck 48, respectively an intake compartment 7 for combustion gases and an exhaust compartment 8 for burnt gases, as will be explained later. These two compartments 7, 8 are delimited by the outer face of the cylindrical body 42 and by a portion of the inner surface 44 of the frame 2, and each has a crescent shape. Furthermore, these two compartments 7, 8 are hermetically sealed by the flush areas 48a, 48b covered with the flexible sealing material. In other words, the intake compartment 7 and the exhaust compartment 8 are not in fluid communication with each other, so that the combustion gases and the burnt gases never mix in the cavity 3.

[0019] The engine 1 further includes an inlet 4 for combustion gases, typically ambient air outside the frame 2, and an outlet 5 for burnt gases, called exhaust gases, outside the frame 2. The inlet 4 for combustion gases and the outlet 5 for burnt gases are provided in the wall of the frame 2 and are respectively in fluid communication with the intake compartment 7 and the exhaust compartment 8. These inlets and outlets 4, 5 are therefore arranged on either side of the bottleneck 48 and are consequently independent.

[0020] The rotor 6 further comprises at least one drive element for the gases contained in the intake 7 and exhaust 8 compartments, and preferably two diametrically opposed drive elements 9a, 9b. These drive elements 9a, 9b are thus driven in rotation about the X axis at the same time as the cylindrical body 42 of the rotor 6. In the following description, each drive element 9a, 9b will be referred to as a blade. The blades 9a, 9b are housed in two openings 10 formed in the perimeter wall 47 of the cylindrical body 42 of the rotor 6 on either side of the longitudinal axis X.

[0021] With reference to the figure 3Each blade 9a, 9b has the shape of a rectangular block extending along the longitudinal axis X, and comprises an end positioned opposite the shaft 46 of the cylindrical body 42 and a free end opposite 45a, 45b opposite the internal surface 44 of the frame 2. Furthermore, each blade 9a, 9b comprises two transverse grooves 49 opening at the free end 45a, 45b, each groove 49 cooperating with a tenon 50 integral with the cylindrical body 42 of the rotor 6 and extending transversely within the groove 49: each blade 9a, 9b is therefore mounted by transverse sliding (perpendicular to the longitudinal axis X) in the opening 10. Moreover, the surface of the grooves 49 and the surface of the tenons 50 are also covered with a sealing material. (not shown) as described above to ensure watertight contact between each tenon 50 and the blade in question 9a, 9b.

[0022] With reference to figures 2And 3 The motor 1 also includes means for bringing the free end 45a, 45b of the blades 9a, 9b to the surface 44 of the cavity 3, by sliding said blades 9a, 9b in the openings 10. These feeding means comprise two perimeter rails 21 fixed to the frame 2 and formed in the cavity 3. These two rails 21 extend in two parallel planes perpendicular to the longitudinal axis X, and are arranged on either side of the blades 9a, 9b. In addition, each rail 21 comprises a central perimeter groove 23, said grooves 23 of the respective rails 21 being arranged opposite each other.

[0023] The feed means also include guide shafts 22 projecting from the walls of the blades 9a, 9b along the longitudinal axis X. Each blade 9a, 9b includes two opposing guide shafts 22, each extending towards the rail 21 to fit into the groove 23. The guide shafts 22 of each blade 9a, 9b cooperating with the two opposing grooves 23 of the two rails 21, the free end 45a, 45b of the blade 9a, 9b is fitted with the frame 2 flush with the internal surface 44 of the frame 2. In particular, the free end 45a, 45b of each blade 9a, 9b includes a sealing segment (not shown) made of a flexible material and which makes tight contact with the sealing material covering the internal surface of the frame 2, including at the flush areas. 48a, 48b.

[0024] Thus, during the rotation of the rotor 6 around the axis X, the guide axes 22 of the blades 9a, 9b move along the grooves 23 of the rails considered 21 causing the sliding movement of each blade 9a, 9b in its opening 10, between a minimum position in which the respective free ends 45a, 45b of the two blades 9a, 9b are flush with the internal surface 44 of the frame 2 at the level of the small width l of the cavity 3, i.e. at the level of the two flush areas 48a, 48b, and a maximum position in which the respective free ends 45a, 45b of the two blades 9a, 9b are flush with the internal surface 44 of the frame 2 at the level of the large width L of the cavity 3.Of course, the free ends 45a, 45b of the blades 9a, 9b are always fitted in the frame 2, that is to say that the sealing segments provided at the free ends 45a, 45b of the blades 9a, 9b are always in contact with the internal surface of the frame 2, regardless of the position of the rotor 6 and the position of the free ends 45a, 45b of the blades 9a, 9b in the cavity 3.

[0025] Furthermore, still with reference to the figure 3 , the cylindrical body 42 of the rotor 6 is hollowed out and has an H shape in axial section. Thus, there is a small contact area between the walls of the blades 9a, 9b and the walls of the cylindrical body 42, which helps to reduce friction between said blades 9a, 9b and the walls of the cylindrical body 42 during the movement of the blades 9a, 9b in the corresponding openings 10 of the cylindrical body 42.

[0026] When the blades 9a, 9b are in intermediate sliding positions between their respective maximum and minimum positions, these positions respectively separate the intake compartment 7 into an intake sub-compartment 35 and a compression sub-compartment 34, and the exhaust compartment 8 into an expansion sub-compartment 36 and an exhaust sub-compartment 37. The intake sub-compartments 35 and compression sub-compartments 34 on the one hand, and the expansion sub-compartments 36 and exhaust sub-compartments 37 on the other hand, are hermetically sealed by the sealing segments provided at the free ends 45a, 45b of the blades 9a, 9b and on the internal surface of the frame 2 delimiting the cavity 3. The function of these sub-compartments 34-37 will be described later in connection with a combustion process in the engine 1 of the invention.

[0027] The frame 2 further comprises a movable cylinder head 24, the wall of which defines a portion of the cavity 3, and in particular a portion of the intake chamber 7. This cylinder head 24 has an arched shape in cross-section perpendicular to the longitudinal axis X and is mounted at one of its ends 25 pivotally on the frame 2 about an axis parallel to the longitudinal axis X. The pivoting movement of the cylinder head 24 about its axis is controlled by a controlled device 26, in particular a cylinder controlled by engine control means, between a minimum position minimizing the volume of the intake chamber 7 and a maximum position maximizing the volume of the intake chamber 7. The controlled movement of the cylinder head 24 thus makes it possible to vary the engine displacement 1 by varying the permissible volume of combustion gas in the intake chamber 7.

[0028] Furthermore, and with reference to the figure 2Each rail 21 comprises two rail sections 27, 28 connected to each other by pivoting about an axis parallel to the longitudinal axis X by two respective ends of said rail sections 27, 28. For each rail 21, one of the sections 28 is fixed while the other adjacent section 27 is movable by pivoting about its axis between a minimum position minimizing the perimeter of the rail 21 and a maximum position maximizing the perimeter of the rail 21. The two pivoting sections 27 of the respective rails 21 are furthermore arranged opposite each other. Moreover, the pivoting of the two opposite rail sections 27 is concomitant with the pivoting of the yoke 24 and is controlled by the same actuator 26.

[0029] With reference to figures 2 , 4 and 5, the opposite ends of the rail sections 27, 28 include sliding members 29 cooperating and interlocking with each other to ensure the continuity of each rail 21, regardless of the position of the pivoting rail sections 27.

[0030] With reference to Figures 1 And 3 , the controlled cylinder 26 comprises a piston 51 equipped with a rod 52 the end of which is fixed to the base of a fork 53, which fork 53 comprises three arms 53a, 53b, 53c the free ends of which are respectively fixed to the two pivoting rail portions 27 and to the external face of the cylinder head 24.

[0031] Thus, the translational movement of the rod 52 of the piston 51 causes the cylinder head 24 to pivot and the volume of the intake compartment 7 to vary, and concomitantly the perimeter of the rails 21 to vary. In this way, the free ends 45a, 45b of the blades 9a, 9b remain fitted with the internal surface 44 of the frame 2 regardless of the position of the movable cylinder head 24.

[0032] With reference to Figures 1 And 6 , the engine 1 includes an alternating combustion device 11 comprising an inlet of combustion gases 12 provided in the cylinder head 24 and in fluid communication with the intake compartment 7, and an outlet of burnt gases 13 provided in the frame and in fluid communication with the exhaust compartment 8.

[0033] The alternating combustion device 11 further comprises two combustion chambers 14, 15, which will hereafter be referred to as first chamber 14 and second chamber 15.

[0034] Each chamber 14, 15 includes a combustion gas inlet 32, 33 fluidly connected to the combustion gas inlet 12 of the alternating combustion device 11. The inlets 32, 33 of each chamber 14, 15 further include a non-return valve 40, 41 preventing the gas contained in the chamber in question 14, 15 from escaping into the intake compartment 7. Each chamber 14, 15 further includes a flue gas outlet 38, 39 in fluid communication with the flue gas outlet 13 of the alternating combustion device 11.

[0035] In the rest of the description, the entrance 32 and exit 38 of the first chamber 14 will be named first entrance 32 and first exit 38, while the entrance 33 and exit 39 of the second chamber 15 will be named second entrance 33 and second exit 39.

[0036] The alternating combustion device 11 also includes an alternating intake device for combustion gases into the combustion chambers 14, 15, which is controlled by the engine's control and command means. This device includes a movable valve 16 between a first position in which it obstructs the second inlet 33 of the second chamber 15 and opens the first inlet 32 ​​of the first chamber 14, which is then in fluidic communication with the intake compartment 7, and a second position (shown in the figure 6 ) in which it obstructs the first inlet 32 ​​of the first chamber 14 and frees the second inlet 33 of the second chamber 15 which is then in fluidic communication with the intake compartment 7.

[0037] The alternating combustion device 11 further includes an alternating exhaust device for the burnt gases from the combustion chambers 14, 15, which is controlled by the control and command means of the engine 1. This device includes two guillotine valves 17, 18 controlled by the control and command means, respectively installed at the first and second outlets 38, 39 of burnt gases from the combustion chambers 14, 15. In the following description, the guillotine valve 17 installed at the outlet of the first chamber 14 will be referred to as the first valve 17, while the guillotine valve 18 installed at the outlet of the second chamber 15 will be referred to as the second valve 18.

[0038] This alternating exhaust device can be actuated between a first position in which the first valve 17 is closed and obstructs the first outlet 38 of the first chamber 14 and the second valve 18 is open and allows fluid communication between the second chamber 15 and the exhaust compartment 8, and a second position (shown on the figure 6 ) in which the second valve 18 is closed and obstructs the second outlet 39 of the second chamber 15 and the first valve 17 is open and allows fluid communication between the first chamber 14 and the exhaust compartment 8.

[0039] The alternating intake device and the alternating exhaust device form an alternating fluidic communication device 16, 17, 18 which is controlled by the control and command means between a first position in which the alternating intake and exhaust devices are in the first position, and a second position in which the alternating intake and exhaust devices are in the second position.

[0040] The alternating combustion device 16, 17, 18 also includes first means for injecting and burning fuel 19 in the first combustion chamber 14 and second means for injecting and burning fuel 20 in the second combustion chamber 15.

[0041] More specifically, the first injection and combustion means 19 include a first fuel injection nozzle 54 fluidly connected to a fuel reservoir (not shown) and opening into the first combustion chamber 14, and a first fuel ignition element 55, for example a spark plug, intended to ignite the fuel in the first chamber 14. The second injection and combustion means 20 include a second fuel injection nozzle 56 fluidly connected to the fuel reservoir and opening into the second combustion chamber 15, and a second fuel ignition element 57, for example a spark plug, intended to ignite the fuel in the second chamber 15. The nozzles 54, 56 are configured to inject the fuel in a nebulized form.

[0042] Finally, the alternating combustion device 16-18 includes means for varying the volume 30, 31 of each combustion chamber 14, 15.

[0043] These variation means comprise first 30 and second 31 cylinders controlled by the control and command means, which cylinders 30, 31 respectively comprise a first piston 58 fitted in the first chamber 14 and a second piston 59 fitted in the second chamber 15. These pistons 58, 59 are movable in translation within the chambers considered 14, 15 and thus allow the volume of each chamber 14, 15 to be varied. Thus, the volume variation means 30, 31 allow the displacement of the alternating combustion device 11 to be varied as needed.

[0044] With reference to the figure 1 and to Figures 7a to 7c , a combustion process for engine 1 of the invention will now be described.

[0045] We consider an initial situation in which the first and second blades 9a, 9b are such as represented on the figure 1, and the fluidic communication device 16 - 18 is in the first position, that is to say: The first entrance 32 of the first room 14 is open; The second entrance 33 of the second room 15 is closed; The first exit 38 of the first room 14 is closed, and The second exit 39 of the second room 15 is open.

[0046] It is also assumed that the rotor 6 is in motion, due to an initial combustion of fuel previously injected into the second chamber 15 for example following the ignition of the engine 1.

[0047] The pressure generated by fuel combustion in the second chamber 15 causes the exhaust gases to be expelled through the outlet 39 of this second chamber 15 into the expansion sub-compartment 36. The increase in gas pressure in the expansion sub-compartment 36 drives the second blade 9b counterclockwise. The movement of the second blade 9b then causes an increase in the volume of the expansion sub-compartment 36, simultaneously with a decrease in the volume of the exhaust sub-compartment 37, resulting in the progressive exhaust of exhaust gases through the exhaust outlet 5 of the engine 1.

[0048] Simultaneously, the rotation of the first blade 9a causes an increase in the volume of the intake sub-compartment 35 and a decrease in the volume of the compression sub-compartment 34. This results in the progressive admission of combustion gas through the intake inlet 4 of the engine 1 and into the first chamber 14. The blades 9a and 9b are then in the position shown in the diagram. figure 7a .

[0049] As soon as the free ends 45a, 45b of the blades 9a, 9b pass the bottleneck 48, the control and command means guide the passage of the alternating fluidic communication device 16 - 18 from the first position to the second position, that is to say: The first entrance 32 of the first room 14 is closed; The second entrance 33 of the second room 15 is open; The first exit 38 of the first room 14 is open, and The second exit 39 of the second room 15 is closed.

[0050] As soon as the first blade 9a passes the exhaust outlet of the alternating combustion device 11, as shown in the figure 7b , the control and command means control the injection of fuel into the first chamber 14 followed by an ignition command of the mixture of oxidizing gases and fuel to generate the combustion of the fuel in said chamber 14.

[0051] The pressure generated by fuel combustion in the first chamber 14 causes the exhaust gases to be expelled through the outlet 38 of this first chamber 14 into the expansion sub-compartment 36. The increase in gas pressure in the expansion sub-compartment 36 drives the first blade 9a counterclockwise. The movement of the first blade 9a then causes an increase in the volume of the expansion sub-compartment 36, simultaneously with a decrease in the volume of the exhaust sub-compartment 37, resulting in the progressive exhaust of the exhaust gases through the exhaust outlet 5 of the engine 1.

[0052] Simultaneously, the rotation of the second blade 9b causes an increase in the volume of the intake sub-compartment 35 and a decrease in the volume of the compression sub-compartment 34. This results in the progressive admission of combustion gas through the intake inlet 4 of the engine 1 and into the second chamber 15. The blades 9a and 9b are then in the position shown in the diagram. figure 7c .

[0053] As soon as the free ends 45a, 45b of the blades 9a, 9b pass the bottleneck 48, the control and command means pilot the passage of the alternating fluidic communication device 16 - 18 from the second position to the first position, and the combustion cycle begins again.

[0054] The engine 1 of the invention separates the combustion chambers 14, 15 from the compression sub-compartments 34 and expansion sub-compartments 36 of the gases. This ensures consistent gas compression and optimized fuel combustion, as the fuel burns in an atmosphere free of exhaust gases. Furthermore, this engine 1 does not require a crankshaft or connecting rod, since gas expansion and compression are achieved by the rotor 6, and more specifically by the blades 9a, 9b driven in rotation by the cylindrical body 42. The construction of the engine 1 is thus simplified, and the engine 1 is compact for a power output equivalent to conventional four-stroke engines of the same displacement, making it an ideal engine 1 for a hybrid vehicle. Finally, this engine 1 offers the possibility of varying its displacement, allowing the user to adapt the power requirements to the specific situation.

[0055] The present invention is not limited to this configuration and may have structural variations without departing from the scope of the invention. For example, the rotor 6 may comprise only one blade and the reciprocating combustion device a single combustion chamber. In this case, the reciprocating fluid communication device is actuated by the control and command means between a first position in which the inlet and outlet of the combustion chamber are respectively open and closed, and a second position in which the inlet and outlet of the combustion chamber are respectively closed and open.

[0056] The combustion process in this case is simplified.

[0057] With the fluidic communication device in its first position, the blade moves within the intake compartment 7 to allow the intake of combustion gas on one side and the entry and compression of combustion gas in the combustion chamber on the other. Once the blade passes the flush area 48a, the fluidic communication device moves into the second position, which closes the inlet and opens the outlet of the combustion chamber. Once the blade passes the outlet of the chamber, fuel injection and combustion in the chamber are initiated, causing the blade to move within the exhaust compartment 8 and the exhaust gases to expand on one side and be expelled from the frame 2 on the other. As soon as the blade has completed a half-turn and passes the opposite flush area 48b, the fluidic communication device moves into the first position, and the cycle begins again.

Claims

1. Rotary combustion engine (1) comprising: - a frame (2) forming a stator in which is formed a cavity (3) extending along a longitudinal axis (X) and having at least one first transverse dimension termed the greater width (L) and a second transverse dimension termed the lesser width (1), which longitudinal axis (X) is immobile relative to the frame (2), - a rotor (6) comprising a cylindrical body (42) extending longitudinally in the cavity (3) and mounted to be mobile in rotation in the frame (2) about the longitudinal axis (X), which cylindrical body (42) has a diameter corresponding to the lesser width (1) of the cavity and defines two opposite zones (48a, 48b) flush with the surface (44) of the cavity (3) forming a bottleneck (48) that separates the cavity (3) in sealed manner into an oxidant gas intake compartment (7) and a burnt gas exhaust compartment (8), each of the intake and exhaust compartments (7, 8) being delimited by said external face of the cylindrical body (42) and said surface (44) of the cavity (3) and being respectively in fluidic communication with an oxidant gas intake inlet (4) and a burnt gas exhaust outlet (5) formed in the wall of said frame (2), - said rotor (6) comprising at least one member (9a, 9b) for driving the gases contained in the compartments (7, 8) mounted in a longitudinal opening (10) formed in the cylindrical body (42) of the rotor (6) and configured to be driven in rotation by said cylindrical body (42) about the longitudinal axis (X), - said engine (1) comprising means whereby the free ends (45a, 45b) of the drive members (9a, 9b) are flush with the internal face (44) of the cavity (3) by sliding of said drive members (9a, 9b) in the opening (10) in a direction perpendicular to the longitudinal axis (X) between a minimal position in which its free end (45a, 45b) is flush with the internal face (44) of the cavity (3) at the level of its lesser width (1) and a maximal position in which its free end (45a, 45b) is flush with the internal face (44) of the cavity (3) at the level of its greater width (L), and - an alternated combustion device (11) comprising means (19, 20) for injecting fuel into a combustion chamber (14, 15) and combusting it therein fluidically connected to an oxidant gas inlet (12) in fluidic communication with the intake compartment (7) and to a burnt gas outlet (13) in fluidic communication with the exhaust compartment (8) via an alternated fluidic communication device (16, 17, 18) configured to place the combustion chamber (14, 15) alternately in fluidic communication with the oxidant gas inlet (12) and the burnt gas outlet (13).

2. Engine (1) according to the preceding claim, wherein it comprises diametrically opposite first and second members (9a, 9b) for driving the gases contained in the compartments (7, 8) and two combustion chambers (14, 15), and wherein the alternated communication device comprises an alternated intake device (16) configured to place one of the two combustion chambers (14, 15) alternately in fluidic communication with the oxidant gas inlet (12) and an alternated exhaust device (17, 18) configured to place one of the two combustion chambers (14, 15) alternately in fluidic communication with the burnt gas outlet (13).

3. Engine (1) according to Claim 1 or 2, wherein the means whereby the free ends (45a, 45b) of the drive members (9a, 9b) are flush with the internal face (44) of the cavity (3) comprise a perimeter rail (21) secured to the frame (2) and formed in the cavity (3), which rail (21) is adapted to guide the sliding of the drive members (9a, 9b) in the openings (10) concerned during their rotation about the longitudinal axis (X).

4. Engine (1) according to the preceding claim, wherein the perimeter rail (21) comprises two rail portions (27, 28) connected to each other to pivot by two respective ends of said two rail portions (27, 28), the opposite ends of the two rail portions (27, 28) comprising respective sliding members (29) of complementary shape cooperating with each other to assure the continuity of the perimeter rail (21).

5. Engine (1) according to Claim 3 or 4, wherein each drive member (9a, 9b) comprises a guide shaft (22) projecting from a free end part of said drive member (9a, 9b), which shaft (22) is adapted to cooperate with a groove (23) formed in the perimeter rail (21).

6. Engine (1) according to any one of the preceding claims, wherein it comprises a housing (24) the wall of which delimits part of the cavity (3), which housing (24) comprises an end (25) mounted to pivot on the frame (2) about an axis parallel to the longitudinal axis (X) and is mobile between a position minimizing the volume of the intake compartment (7) and a position maximizing the volume of said intake compartment (7).

7. Engine (1) according to the preceding claim, wherein it comprises means (26) for actuating the pivoting of the housing (24) driven by the management system of the engine (1).

8. Engine (1) according to any one of the preceding claims, wherein the alternated combustion device (11) comprises means (30, 31) for varying the volume of each combustion chamber (14, 15).

9. Engine (1) according to any one of Claims 2 to 8, wherein the intake and exhaust devices (16, 17, 18) respectively formed at the inlet and at the outlet of the combustion chambers (14, 15) are valves controlled by the management system.

10. Engine (1) according to any one of the preceding claims, wherein each combustion chamber (14, 15) comprises a check valve (40, 41) formed at the inlet of the combustion chamber (14, 15) concerned.

11. Method of combustion in a rotary combustion engine (1) according to any one of Claims 2 to 10, the rotor (6) rotating about its longitudinal axis (X) and each drive member (9a, 9b) defining in the intake compartment (7) a compression sub-compartment (34) fluidically connected to the oxidant gas inlet (12) of the alternated combustion device (11) and an intake sub-compartment (35) fluidically connected to the oxidant gas intake inlet (4) of the frame (2) and in the exhaust compartment (8) an expansion sub-compartment (36) fluidically connected to the burnt gas exhaust outlet (5) of the alternated combustion device (11) and an exhaust sub-compartment (37) fluidically connected to the exhaust outlet (5), which method comprises the following successive steps: • the inlets (32, 33) of the first and second combustion chambers (14, 15) being respectively open and closed, the outlets (38, 39) of said first and second chambers (14, 15) being respectively closed and open, the first drive member (9a) in motion in the intake compartment (7) and the second drive member (9b) in motion in the exhaust compartment (8) drive intake of oxidant gases into the intake sub-compartment (35), compression of oxidant gases in the compression sub-compartment (34), intake of compressed gas into the first combustion chamber (14), ejection of burnt gas from the second intake chamber (15) into the expansion sub-compartment (36), and exhausting from the cavity (3) of the burnt gases contained in the exhaust sub-compartment (37); • as soon as the free ends (45a, 45b) of the two drive members (9a, 9b) have passed the bottleneck (48), an engine management system closes the inlet (32) of the first chamber (14) and the outlet (39) of the second chamber (15) and opens the inlet (33) of the second chamber (15) and the outlet (38) of the first chamber (14); • actuation of the injection and combustion means (19) of the first chamber (14) to inject fuel into said chamber (14) followed by combustion of the mixture of fuel and oxidant gases present in the first chamber (14); • driving the first drive member (9a) in the exhaust compartment (8) and the second drive member (9b) in the intake compartment (7) by the pressure generated by the explosion in the first chamber (14), causing ejection of burnt gases from the first intake chamber (14) into the expansion sub-compartment (36), exhausting from the frame (2) of the burnt gases contained in the exhaust sub-compartment (37), intake of oxidant gases into the intake sub-compartment (35), compression of oxidant gases in the compression sub-compartment (34), and intake of compressed gases into the second combustion chamber (15); • as soon as the free ends (45a, 45b) of the two drive members (9a, 9b) have passed the bottleneck (48), the management system of the engine (1) closes the inlet (33) of the second chamber (15) and the outlet (38) of the first chamber (14) and opens the inlet (32) of the first chamber (14) and the outlet (39) of the second chamber (15); • actuation of the injection and combustion means (20) of the second chamber (15) to inject fuel into said chamber (15) followed by combustion of the mixture of fuel and oxidant gases present in the second chamber (15); and • repetition of the preceding steps for as long as the engine (1) is actuated.

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