Full hybrid rotary engine with fuel heat unit and generator drive

Abstract

Turbo universal fuel rotary motors, installed in electric vehicles with water injection E1 units and hot air / steam pressure E2 units, reduce the use of expensive batteries by filling fuel, water and pressurized air tanks at the service station and automatically charging them with the battery while parked. The unit El consists of two cylindrical rotors rotating against each other, each rotor has blades, which rotate at different rotational speeds alternately on the connected freewheels and rotate around their axis. In this case, the disk (3) acts as a compressor (turbo). Two disks are arranged offset by 180 ° from each other, each disk is provided with two functional four working chambers (A, B, C, D). Also, the turbo disk 3 has an intake (chambers E, F) for air or fuel mixture, during the injection of fuel, compression takes place in the prechamber located in the cylinder core, and then alternately in the working chamber AD, leading to autoignition. In addition, cooling water is injected at the same time, providing additional power and heat absorption and cooling by evaporation. To keep the operating temperature of the retorter constant, heated circulating water is used for injection, which is converted into heat generated in the well-insulated motor chamber by a heat exchanger. It also minimizes fuel consumption, reduces pollutant emissions and reduces heat losses due to cooling of the Otto engine by almost 65%. Unit E2 is located inside the cylinder core and has an additional reaction cell. This allows the intake of warm air and compression occurs in reaction cell 1 or 2, which is heated by a heating rod. Furthermore, when injecting pressurized air at 40 bar, an explosive expansion occurs in working chamber C or D, which expels hot air. After the vapor pressure is generated by the injection of H2O or liquid CO2 and the air mixture is expelled, the liquid and air are separated by a condenser and re-fed to the closed circuit at optimal temperature. The air inlet and outlet are controlled by a control sleeve (13) located inside the inner cylinder (3) and driven by a rotating step motor (140). Units E1 and E2 are arranged adjacent to each other and are connected for advantageous movement and locked against backward rotation via switchable couplings (156-159), extension shafts (84, 88) and force transmission elements (89-95, 101).

Description

[Technical field]

[0001] The invention concerns the combination of an axial-flow turbo all-fuel rotary engine with a heat engine (optionally with steam or compressed air operating modes). The mechanical energy is converted into electrical energy by a generator and the wheels are driven by the rim or axle gearbox generator via a battery. At the same time, the energy generated during braking is recovered. This full hybrid rotary engine can be used in technical applications where conventional internal combustion engines and drive systems are used. [Background technology]

[0002] A large number of reciprocating piston engines are known from the prior art, which have a high energy input to the engine crankshaft, two dead centres in each working stroke, which entail highly time-precise ignition or fuel injection, as well as intake or exhaust control with precisely fixed opening and closing times.

[0003] In addition, state-of-the-art engines require strictly defined working strokes of the same volume, precisely specified working media, specified temperatures and load-dependent behavior.

[0004] Also known are numerous rotary engines that necessarily require highly time-precise ignition (see, for example, US 1367591), but no satisfactory solutions have yet been found, especially for precise control of intake and exhaust and blocking against reverse rotation. The rapid spread of gasoline engines as two-stroke or four-stroke engines not only caused high noise levels, but also caused large-scale climate change due to harmful exhaust gases. As a result, driving bans on diesel cars were introduced in major urban centers, and eventually even the idea of ​​quitting cars was considered for a short time.

[0005] Short-lived due to unsolvable lubrication and sealing problems, as well as environmental hazards, the promising Wankel engine was withdrawn from new car sales in Europe in 2011 (Figure 6.1d).

[0006] Unfortunately, hybrid cars, which are increasingly being used in recent years, still require an additional conventional gasoline engine. Moreover, the charging process of expensive batteries, which have a limited lifespan of about 150,000-200,000 kilometers, is still time-consuming, causing overloads in the service networks and, as a result, forcing the use of environmentally unfriendly electricity. The service networks are still inadequate, and their international supply and realization is very expensive and almost impossible.

[0007] Furthermore, the principle of this rotary heat engine WO2019236020 has been realised by some design modifications and additions to rotary combustion engines (patents: WO 03 / 098004 A1, US 7,156,068, DE102 23 145.1-15, JP 4393992), which are not related to the main principle.

[0008] This full hybrid system with turbo all-fuel rotary engine and heat engine unit is combined to require only a hydraulic flow brake with a selectable shaft that can be turned on and off using a clutch.

[0009] This full hybrid rotary engine has a fuel and heat unit and provides high torque and efficiency with full energy utilization through compressed air, steam pressure and electric drive (approximately 95% efficient).Furthermore, it can be used as an alternative to current gasoline engines (35-40% efficient) and hybrid and electric vehicles, which have large, expensive batteries and are charged by environmentally unfriendly electricity. Summary of the Invention [Problem to be solved by the invention]

[0010] The aim of this invention is to use only environmentally generated electricity, store it as compressed air in modern compressors and make it available at filling stations. This technology represents one of the most cost-effective, safe and simple methods of energy storage. The system works like a refrigerator with increased power in the circuit. The biggest advantage of this system is that surplus energy can be stored in the air tank during driving and the vehicle's own compressor may be used, keeping the battery capacity, weight and price low. The battery can be charged silently anywhere using compressed air and steam, even while parked, and the compressed air supply can be safely supplemented by additional compressed air base stations and networks in residential areas.

[0011] The turbo all-fuel rotary engine unit is fully insulated against heat loss and noise, and the hot water cooling water injection improves performance with steam and prevents high temperatures. The cooling is supported by attached cooling fins, preventing about 20-30% cooling energy loss like in gasoline engines. The additional thermal energy generated by the hydraulic flow brake is supplied as hot water injection water.

[0012] The resulting warm air is used to heat the jet water. This design provides a constant high torque during rotation and also provides favorable conditions for the use of new materials such as ceramics. As a result, machine manufacturing costs and friction can be reduced and environmentally friendly lubricants can be used. The use of e-generators partially eliminates gears and transmission elements and allows braking energy recovery with reduced vibration and noise.

[0013] This problem is solved by the object according to patent claims 1 to 15 and figures 1t to 10b. The most important innovation here is that this full hybrid engine consists of two units (called E-1 and E-2 for short), which are combined with a hydraulic flow brake = freewheel and a generator. - Axial-type turbo all-fuel rotary engine with water-cooled water injection (Fig. 1) -E1- and generator drive features two intermeshing cylindrical rotors, each with blades, rotating around an axis at different rotational speeds, freely alternating and working with connected freewheels. Disk 3 acts as a compressor (turbo). Two disks arranged in a row offset by 180° create four functional working chambers (A, B, C, D), two on each disk. The working chambers formed between the blades can be connected to air inlets and outlets, which are controlled by a control sleeve (12) placed on the inner cylinder (3), which is driven by a rotary stepper motor (140). The working stroke begins after self-ignition, which depends on the currently used working medium, the operating temperature and the load. The working chambers or strokes and ignition always take place at any point and length during compression. -Air / steam combination (Fig. 1.1)-E2- features four working chambers (A, B, C, D) with a similar design and mode of operation. The warm air taken in first (working chamber A, B) is compressed in reaction cell 1 or 2 to about 1 / 18 of its original volume. Similar to a diesel engine, the temperature reaches about 700-900 ° C, after which it is accelerated by additional heating by heater rods at 48 volts. These heater rods are constantly supplied by the main battery. When compressed air is injected at 40 bar, an explosive expansion occurs, which is followed by the expansion formed between the blades through the connection of working chamber C or D, through which the warm air is expelled. The same thing happens if rapid evaporation occurs during the injection of liquid.The working chamber formed between the blades can be connected to two reaction cells (optionally 1 or 2) placed in the cylindrical core, and the air inlet and outlet are controlled by a control sleeve (12) placed in the inner cylinder (3), which is driven by a rotary stepper motor (140) or a Maltese cross gear (72). Details of the invention are explained in more detail below and shown in the drawings. [Brief description of the drawings]

[0014] [Figure 1] Figure 1 shows in longitudinal section an axial turbo-fuel rotary engine E1 with water cooling, consisting of three disks arranged 180 degrees offset from each other with two cylindrical rotors rotating inside each other. The engine consists of an outer cylindrical rotor and an inner cylindrical rotor with blades, the turbo disk 3 acts as a compressor or starting aid for disks 1 and 2. When the engine is started, the rear rotor is electronically or mechanically held against the direction of rotation (alternatively, a front-mounted generator 98 or 97 with a braking effect is used). )-E1- and -E2- have built-in hydraulic flow brakes for counter-rotation of the outer and inner cylinder shafts 110-135 and include a flywheel 48 as mass compensation for the inner and outer cylinder units, an inner cylinder extension shaft 84, ball bearings 85, power transmission elements with wide-tooth belt pulleys and magnetic couplings 90-96, drive and charging current generators 98, 99 with front and rear electric clutches, an optionally switchable high-pressure compressor 103. [Figure 1.1] Figure 1.1 shows in longitudinal section a rotary heat engine E2 with steam-air and generator drive, consisting of two disks with an inner cylindrical rotor 3, which are arranged relative to each other, each with vanes 4, and the outer cylindrical rotor parts 1, 5, 6, which rotate together and each have a common vane 2. The cylindrical core contains the intake-exhaust ducts and the reaction cell carrier 16, the inner cylinder rotates synchronously and is equipped with a one-to-one control sleeve 12. [Figure 1.2] Figure 1.2 shows a schematic diagram of a car in which mechanical energy is converted into electrical energy by a generator, which drives the wheels 107 (rims 106, 106a or axle drive 108 generator) via a battery 107. It uses an electronic control box 107, a battery group 104 with cooling, a high pressure air tank 105, a H2O or CO2 tank 105a, a fuel tank 121, a high pressure liquid pump 29, an intake air for the machine 55, heat exchangers, condensers, fans, filter systems and tanks for liquids 56-58, liquid pressure indicators and sensors pulse generators 59. [Figure 1.3] Figure 1.3 shows the perspective view of motors based on -E1- and -E2- with built-in hydraulic flow brake 110. [Diagram 2] Figure 2 shows in partial longitudinal section the rotary heat motor E2 according to Figure 1.1, including a housing with a Maltese cross gear 72 and a gear belt wheel 65, a unit in which the inner cylindrical rotor 3 is driven in a 1:1 ratio by the operating elements 63, 64. Opposite the gear belt wheel 65 there is a centrally mounted gear belt wheel 75 and a shaft 78 restrainingly mounted by spring forces 78a, b, at the other end of which there is a three-armed reno 79, the gear belt wheel 75 is connected in a 1:6 ratio with the gear belt wheel 77 by a gear belt 76, and on the other side there is a balance weight 82. The gear belt wheel 62 is driven in a 1:1 ratio by the outer cylindrical rotor 61, 68, and is equipped with limit pins with ball bearings at the top 80 and bottom 81, which, when in contact with 79, rotates 60 ° and transmits a 6:1 rotation to the drive pulley 74 and the Maltese cross gear 73, which rotates 30 °. This motion is transmitted to the co-rotating control bushing 12.1:1 by the toothed belt wheel 68, toothed belt 67 and toothed ring wheel 66. This controls the air intake and exhaust. [Diagram 3] Figure 3 shows the rotary heat engine E2 of Figure 1.1 in partial longitudinal section, as an alternative to Figure 2, with a special stepper motor 140. The housing (stator) of this motor is attached to the driving gear belt wheel 146, which is driven by the inner rotor (3) and moves in a 1:1 ratio using the operating elements 63, 149. The necessary pulses are obtained from the code disk ring 152, electronic pulse generating surface 153 and angle encoder 151 attached to the inner rotor, which rotate in a 1:1 ratio with the inner rotor 3. The advantage of this is that the opening and closing times of the air inlet and outlet can be electronically controlled, which always allows flexibility. The inner rotor 3 is provided with a gear belt wheel with a magnetic coupling 94a in the case of short designs of units E1 and E2, which is used in combination with a hydraulic brake 110. [Figure 3a] Figure 3a shows details of the inlet and outlet duct 16, reaction cells 1, 2, carrier 17, reaction cell sleeve (inlet and outlet duct 18), cover for reaction cell 19, mounting screws for cover 20, cylinder core with end bearings 21, sealing ring and oil ring, complete cylinder core with anti-rotation device 22, exchangeable cartridge with heating rod and injection nozzle 23, mounting cover (with screws and gasket 24) for exchangeable cartridge, spring compression sealing ring 25 for exchangeable cartridge, electric heating rod 27 for exchangeable cartridge, air and liquid injection nozzle 28, which can be quickly replaced as parts if necessary. [Figure 4] Figure 4 shows the rotor cross section in the section of disk 1-inlet channel surface and disk 2-outlet channel surface (sections AA and FF), showing the functional working chambers (A, B and C, D). The cylinder core 16, the outer cylinder rotor (vanes 1 and 2), the inner cylinder rotor (vanes 3 and 4), the oil sealing strip and compression spring 9 for the outer cylinder vanes, the sealing strip and compression spring 10 for the outer cylinder vanes, the control liner 12, the sealing strip for the control liner, compression springs, sealing rings 13-15, the intake and exhaust ducts, rings and reaction cells 16, 22 have a suitable concave shape on the inner and outer cylinder vane surfaces to achieve better air and gas exchange. If the inner cylinder rotor is made in one piece with the vanes, in consideration of the ease of assembly, the inner cylinder should be made of two parts and assembled by bolts. [Figure 4.1] Fig. 4.1 is a rotor cross section of the motor shown in Fig. 1. -E1- (section AA) shows the location of the inlet channel of disk 1, (section CC) shows the location of the outlet channel of disk 2. It includes the functional working chambers (A, B and C, D) and (section FF) shows the turbo working chambers (E, F), which serve to suck air, mix and compress it in the pre-chamber, and are based on the planned turbo exhaust ratio. Otherwise it differs from Fig. 4. [Figure 4.2] Figure 4.2 shows the design of external turbo all-fuel rotary engine -E1-, which has hydrodynamic flow brakes arranged in parallel or stacked arrangement and tooth belt wheel 91a for external cylinder rotor in shortened design. In the design using hydrodynamic flow brakes in -E1 + E2- unit, tooth belt wheel 91a is provided with magnetic coupling. [Diagram 5] Figure 5 shows a perspective view of the complete rotor of the motor based on Figure 3 -E2- (but excluding the control elements and insulation), the outer cylindrical rotor 1, the disk partitions 6, the side walls 5, the mounting bolts and nuts 11, the cylinder core 16, the exhaust port 26, the replaceable cartridge with the heating rod and injection nozzles 23, 27, 28, the high-pressure liquid pump 29, the air inlet port 55. [Figure 5.a] Fig. 5a shows a perspective view of the control sleeve 12 with inlet and outlet openings, as well as the channel 13 for the sealing strip with oil function and the oil sealing ring 15, the end ring channel and oil hole 47 for the heat-resistant seal holder 47b. The circumference of the control sleeve is divided into 12 segments, each spaced 30° apart, and the appropriate openings according to Fig. 2 are arranged in rows of 6 sections. In the inlet (AA section) and outlet row (FF section), the openings are arranged in the second segment, which are offset 30° from each other at an angle of 60°. In the other rows, there are openings every fourth segment. The segments have openings every 120°. The position of the openings is offset 30° in the BB and CC sections relative to the AA section, and 60° in the DD section, and is arranged in a clockwise direction. The row of EE sections is the same as in the AA section. [Figure 5.b]Figure 5b shows the construction of a sealing strip 13 made in one piece for ease of assembly, with ring points 15 appropriately recessed, oil holes and machined to the same radius as the cylinder diameter to ensure a tight seal, and fitted with a compression spring leaf 14. [Figure 5.1] Figure 5.1 shows the complete rotor configuration of the engine based on Figure 1 (but excluding control elements and insulation). It includes the outer cylinder rotor 1, the disk partition 1.1 (6), the side walls 5 and 5.1, the mounting bolts with nuts 11, the cylinder core 16, the exhaust port 26, the replaceable cartridge with heating rods and injection nozzles 23, 27, 28, the high-pressure liquid pump 29, and the air intake 55. [Figure 5.1a] Figure 5.1a shows the configuration of the control sleeve 12, which contains, in addition to the intake and exhaust ports, channels for the oil-functioned sealing strip 13 and the oil seal ring 15, the end ring channel for the heat-resistant seal holder 47b and the oil hole 47. The circumference of the control sleeve is divided into 12 segments, each of which is located at an interval of 30 °. The appropriate openings according to Figure 1 are divided into four rows of compartments, and from the inlet row (compartment AA) to the outlet row (compartment FF), an opening is located every fourth. One opening is located at 120 ° for every fourth segment, but they are offset by 30 ° from each other. In the disk of the turbo row -3- (compartments EE and FF), every second segment has an opening at 60 °, and the opening positions are offset by 30 °. [Figure 5.1b] Fig. 5.1 b shows the view of the sealing strip 13 and the description is similar to Fig. 5 b. [Figure 6]Figure 6 shows the rotor perspective of the motor based on Figure 3 -E2-, with an inner cylinder rotor 3, two vanes 4 arranged behind one another and offset by 180°, each with two openings. The openings are located clockwise from the right side, the first row (section AA) is the front and rear of the vane (intake), the second row (section BB) is the front compression, the third row (section CC) is the rear compression, the fourth row (section DD) is the rear expansion = working stroke, the fifth row (section EE) is the front working stroke, and the sixth row (section FF) is the front and rear discharge of the vane. By rotating the control box by 30° each time, the openings are opened and closed to realize the operations such as intake, compression, working stroke, and discharge. [Figure 6a] Figure 6a shows a perspective of the outer cylinder rotor 1 with opposing blades 2 and disc partition 6. [Figure 6b] Figure 6b shows a perspective of the finished cylinder core with intake and exhaust ports and the reaction cell carrier 16-23, 26, 28. Air intake manifold 55. [Figure 6.1] Figure 6.1 shows the rotor view of the engine based on Figure 1 -E1-, in the area of ​​the inner rotor 3, there are two vanes 4, arranged behind one another and offset by 180°, each with two openings. The openings are located clockwise from the right side: the first row (section AA) at the front and back of the vanes (intake), the second row (section BB) at the front compression, the third row (section CC) at the back compression, and the fourth row (section DD) at the back expansion = work stroke. In the area of ​​the turbo disk inner rotor 3, the fifth row (section EE) at the front intake, the sixth row (section FF) at the front and back of the vanes compression in the turbo pre-chamber is performed, and with each 30° rotation of the control sleeve, the following work processes are achieved by opening and closing the openings: intake, compression in the turbo and working chambers, work stroke, and discharge. Also visible are the sealing strips, springs, and corner pieces 7a, 8a as vane details. [Figure 6.1a]Figure 6.1a shows a view of the outer cylinder rotor 1, 1.1 with a detailed view of the opposing vanes 2, 2.1, including the sealing strips 7a, 8a, 7.1, 8.1 (with wear compensation), the oil bore 47a and the disc partition 6. [Figure 6.1b] Figure 6.1b shows a perspective of the cylinder core 16 with the intake and exhaust ports, the sealing rings 22, 23, 26, 28, and the air intake connection 55. [Figure 6.1c] Figure 6.1bc shows the interface AF in the area of ​​the inner cylinder rotor 3 and details the cylinder core 16, the control sleeve 12, the intake and exhaust ports as well as the channels and sealing rings 15 in longitudinal section. [Figure 7-7.3a] Figure 7-7.3a shows the different positions of the components in two periods, using two disc rotor cross sections offset by 180° to show the operation of the engine based on Fig. 1.1 and Fig. 2.-E2-: A and B on disc 1, C and D on disc 2, which connect with the four working chambers and reaction cells in the cylinder cores 1 and 2. Disc 1 (section AA)-inlet channel plane-'A'-intake, Fig. 7.1: Disc 1 (section CC)-channel plane-compression-'B' and cell 2, Fig. 7.2: Disc 2 (section DD)-injection and subsequent working stroke-'C' and cell 1, Fig. 7.3: Disc 2 (section FF)-discharge-channel plane-'D'-discharge. In the following periods: Fig. 7a: Disk 1 (section AA)-inlet channel level-'B'-intake, Fig. 7.1a: Disk 1 (section BB)-channel level-compression-'A'+compression at cell 1, Fig. 7.2a: Disk 2 (section EE)-injection, sequence of work strokes-'D' and cell 2, Fig. 7.3a: Disk 2 (section FF)-discharge-channel level-'C'-discharge. [Figure 7.1]Figure 7.1 shows the different positions of the components in the following four periods, with three rotor cross sections offset by 180° to show the operation of the turbo engine according to Figure 1-E1-, which shows that during each complete blade revolution, all four strokes or two strokes (disk 3) take place in the working space "AF": -Disk 1: (Section AA) - Inlet channel plane - Figure 7.6-7.6c, (Section BB) - Outlet channel plane - Figure 7.7-7.7c, -Disk 2: (Section CC) - Outlet channel plane - Figure 7.8-7.8c, (Section DD) - Inlet channel plane - Figure 7.9-7.9c, -Turbo disk 3: Inlet duct level - (Section EE) Figure 7.4-7.4c, (Section FF) Outlet duct level - Figure 7.5-7.5c [Figure 8]Figure 8 shows hydraulic brakes E1, E2 consisting of double-sided shaft flights 85, 86, with two fixed housing halves 110 and fixed vanes of the outer paddle wheels (left 11, right 115), with a centrally mounted double-sided fixed paddle wheel (fixed vanes 113) and a free wheel 123, which can be locked against reverse rotation. In addition, paddle wheels with movable vanes are rigidly connected to the outer and inner shafts 112, which rotate in oil or water like an automatic transmission or retarder flow brake. When each paddle wheel rotates forward in the liquid, the vanes close and no longer create flow resistance. Meanwhile, the vanes of the other paddle wheel open due to the force of the flow and the spring, braking the wheel. At the same time, the deflection of the flow accelerates the other side of the wheel even more, which is repeated alternately for each working stroke. In order to improve efficiency, compared to the brake designs described in patents (US 7,156,068, DE102 23 145.1-15, JP 4393992), new limiting ribs 130, fixed outer vanes 111, 115 and paddle wheel opening 114 with fixed vanes 113 on both sides, further limiting plate 125, additional freewheel suspension 137 similar to a clutch are provided to ensure a smoother power flow. The heat generated by the insulating shell 127 is retained and circulated through pipes 126 to the machine heat exchanger 56 or used as water injection. In the process, thermal energy is recovered and the temperature is kept constant by sensors. [Figure 9]FIG. 9 shows a perspective view of the hydraulic flow brake (E1, E2) of the machine shown in FIG. 8, including identical housing parts 110 on the left and right, main base frame with supports 128, fluid connection nozzle 126, freewheel 116 for position 110, bearing sleeves for right and left housing parts 136, torsional oscillation spring for movable vane 37, sealing ring 138 for position 136, left and right fixed outer vanes 111, 115, impeller 112 with movable vanes connected on both sides to inner and outer rotors 85, 86, impeller with fixed vanes on both sides (possibly with freewheel 113), freewheel 123 for item 113, sealing ring 122 for item 110, rib 130 separating fluid flow and circulation in right and left housing parts, openings 114 for liquid flow and baffle plate 125 for liquid circulation, freewheel suspension 137. [Figure 10] Figure 10 shows the functional principle and operating mode of a refrigerator, air conditioner and heat pump using a closed circuit, showing that the heat output can be increased by up to four times. [Figure 10a] Figure 10a shows a diagram of density / temperature for H2O and a table showing the values ​​of vapor pressure at different temperatures.53,127 In addition to good insulation, control of the selected working temperature range by sensors is also very important for optimal handling of thermal energy. Lower limit: °C / pressure Upper limit: °C / pressure Temperature difference: °C Pressure increase: ~200°C / 16bar 370°C / 210bar 170°C =190bar ~120°C / 2bar 370°C / 210bar 250°C =208bar [Figure 10b] Figure 10b shows the three-phase diagram for CO2 (carbon dioxide) and how state changes occur due to pressure and heat. Lower limit: °C / pressure Upper limit: °C / pressure Temperature difference: °C Pressure increase: ~9°C / 30bar 150°C / 120bar 141°C =90bar ~20°C / 50bar 150°C / 120bar 130°C =70bar

[0015] If one goes above 150°C, one can achieve higher pressure values ​​in the supercritical region.

[0016] When the cycle is released, the hot CO2 / air mixture is discharged and cooled through a gas cooler until it reaches a value of approximately 9°C-20°C and a pressure of approximately 30-50 bar. The warm air mixture then passes through a filter system where the CO2 component is liquefied and separated from the air, and the collected CO2 is placed in a container and sprayed back into the circuit. The air component remains warm in the circuit and is sent to the intake manifold 55, where the process begins again. In winter, the warm air can be used to heat the interior of the vehicle. CO2 is a natural gas that has been used successfully as a highly efficient refrigerant in automotive air conditioning systems for many years under the designation R744. [Explanation of symbols]

[0017] 1: External cylinder rotor for disks 1 and 2 1.1: External cylinder rotor for disc 3 2: External cylinder rotor vanes for disks 1 and 2 2.1: Blades for the outer cylinder rotor disc 3 3: Inner cylinder rotor for discs 1 and 2 3.1: Inner cylinder rotor for disc 3 4: Inner cylinder rotor blades for disks 1 and 2 4.1: Outer wall of vane panels 1 and 2 of the inner cylinder rotor for disk 3 5.1: Outer flange of disc 3 6: Disc partition for the outer cylindrical rotor of discs 1 and 2 7: Oil sealing strip with pressure spring for inner cylindrical rotor blade 7.1: Oil sealing strips with pressure springs arranged side by side for the inner cylindrical rotor blades to compensate for wear 7a: Parts with springs for wear compensation 8: Sealing strip with compression spring for inner cylindrical rotor blades 8.1: Sealing strip with internal compression spring for the inner cylindrical rotor blades (for wear compensation) 8a: Parts with springs for wear compensation 9: Oil sealing strip with compression spring for the outer cylindrical rotor blades 9a: Spring-loaded part for wear compensation 10: Sealing strip with compression spring for the outer cylindrical rotor blade 10a: Parts with springs for wear compensation 11: Complete set of mounting screws with nuts for cylinder discs and side walls 12: Control bushing 13: Seal strip for control bushing 14: Spring leaf for seal strip control bushing 15: Seal ring with anti-rotation lock control bushing 16: Cylindrical core or reaction cell carrier with intake and exhaust ports 17: Cylinder core reaction cell carrier 18: Reaction cell liner with inlet and exhaust ports 19: Reaction cell sleeve cover with mounting screws 20: Reaction cell carrier 21: Cylinder core full end bearing 22: Cylinder core complete seal ring + oil and anti-rotation lock 23: Complete set of replaceable cartridges with heating rod and injector 24: Mounting cover for replaceable cartridge, complete (with screws and gasket) 25: Complete spring seal ring for replaceable cartridge 26: Outlet pipe with threaded flange with gasket 27: Electric heating rod for replaceable cartridges 28: Air and liquid injection nozzle 29: High pressure liquid pump 30: Front main bearing cap Front main bearing cap 31: Front sintered shell at position 30 32: Front sintered shell of item 12 33: Sealing ring at position 32 34: Front sintered shell for inner control bushing 35: Sealing ring for item 34 36: Rear sintered bush bearing 37: Rear spindle bearing sintered shell upper and lower 38: Rear axle bearing cap 39: Flange ring parts for external rotor 40: Sintered shell for inner rotor bearing 41: Flange parts for external rotor 42: Inner cylinder mounting parts 43: Screw for item 42 44: Screw for item 39 45: Plug-in connection for the shaft of the inner rotor 46: Flange ring for external rotor (with screws) 47: Oil channel for inner rotor, control sleeve 47a: General oil hole 47b: Oil hole with heat resistant seal or sealing ring 48: Flywheel for internal rotor 49: Oil pump and oil filter 50: Main base frame with extension holder for cylinder core 51: Drive shaft for control bushing 52: Bearing for item 51 53: External oil tank 54: Heater insulation shell connection parts 55: Machine air intake nozzle 56: Heat exchangers, condensers 57: Fan 58: Liquid filter systems and containers 59: Liquid pressure gauge with sensor pulse wave generator 60: External gear belt wheel 61: Gear belt for item 60 62: Limit pin for gear belt wheel 63: Gear belt wheel for inner rotor 64: Gear belt for items 63 and 65 65: Gear pulley for item 72 66: Gear pulley for item 12 67: Gear belt for positions 66 and 68 68: Gear pulley for item 69 69: Maltese cross gear shaft 70: 69 clips 71: Wedge for toothed belt pulley 68 72: Maltese cross gear housing 73: Maltese Cross Gear Wheel 74: Maltese cross gearbox drive pulley 75: Drive pulley shaft and toothed belt wheel 76: Gear belt for item 75 77: Toothed belt wheel for item 79 78: Toothed belt wheel shaft for item 79 78a: Axle holder for item 78 78b: Spring retainer for item 78a 79: 3-arm turner for item 75 80: Top limit pin with ball bearing 81: Upper limit pin with ball bearing 82: Balancer Weight Belt Pulley Item 65 83: Sensor driver 84: Inner cylinder extension shaft for E.1 and E.2 85: Outer rotor and connecting shaft for item 110 85a: External rotor of item 110, connecting shaft Fig. 4.2 86: Inner rotor position 110, connecting shaft 87: Ball bearing for position 84 88: Seal ring 89: Fixing shaft bearings 90: Belt pulley for items 85 and 86 91: Toothed belt wheel with magnetic coupling for external rotor E.1 91a: Toothed belt wheel for external rotor E.1 Fig. 4.2 92: Toothed belt wheel with magnetic coupling for inner rotor E.1 92a: Tooth belt wheel with magnetic coupling in shortened combination version for inner rotor E.1 93: Toothed belt pulley with magnetic coupling for external rotor E.2 94: Tooth belt pulley with magnetic coupling for inner rotor E.2 94a: Toothed belt pulley and magnetically coupled inner rotor for short length combination version E.2 95: Drive wheel for inner rotor 96: Toothed belt pulley for generators 97: Magnetic clutch with brake for 98 98: Generator 99: Clutch for Item 103 100: Wide toothed belt 101: Toothed belt tensioner 102: Frame for Item 98 103: High pressure compressor 104: Battery group with cooling 105: High pressure air tank 105a: H2O or CO2 tank 106: Wheel rim for 48V generator for rear wheel 106a: Wheel rim for 48V generator for front wheel 107: Vehicle electronic control box 108: Axle-driven generator - Replacement for item 106 110: Hydrodynamic flow brake with right and left housing parts 111: Fixed paddle wheel with blade on left side 112: Blade wheel with movable blades connected to inner and outer cylindrical rotors 113: Central paddle wheel with fixed blades on both sides, preferably with a freewheel 114: Opening for hydrofluid flow or circulation 115: Fixed impeller with blades on the right 116: Bearings as freewheels depending on design 117: Item 116 sealing ring 118: Adjustment nut 119: Adjustment nut washer 120: If necessary 121: Fuel Tank 122: Sealing ring drive belt pulley for items 110 and 123 124: Item 49 Belt 125: Deflector Plates for Flow and Circulation 126: Hydrofluid connection to injection or heat exchanger 127: Hydrodynamic Flow Brake Insulated Shell 128: Main base frame with bracket 129: Bracket for item 110 130: Limiting ribs for hydrofluid circulation on the right and left side of the housing section of item 110 131: Support lever for fixed sash 132: Right and left movable double vane pair for impeller position 112 133: Mounting bolt for item 132 134: Spring for items 132 and 133 135: With hydrofluid tank and possibly pump 136: Bearing sleeves for right and left housing parts of item 110 137: Torsion spring for movable sash of items 112 and 133 138: Sealing ring for item 136 139: Openings for hydrofluid flow and circulation 140: Stepper motor start 141: Rotor for Item 140 142: Stepper motor rear shaft bearing 143: Stepper motor rear shaft bearing 144: Stepper motor frame front bearing 145: Current guide channels and brushes for item 140 146: Drive toothed belt wheel 147: Wedge for Item 146 148: Underframe bearing 149: Toothed belt for items 63 and 146 150: Holder and power ring for items 151 and 145 151: Electronic sensors, angle encoders 152: Coding Disc Ring for Item 63 153: Electronic Pulse Encoder Surface 154: Power Brush

Claims

1. A complete hybrid rotary motor consists of a combination of two axial units of the same design and operation: firstly, a turbo all-fuel rotary motor (abbreviated E-1), and then, a thermal motor (optionally steam or compressed air operated) (abbreviated E-2), which consists of two or three disks, offset at an angle of 180°, each with its own blades, alternately connected by freewheels to a fixed housing and rotating alternately around the axis at different speeds. In the operating mode currently in use, it can be connected to (E-1) or (E-2) and uses the same hydraulic brake. The shaft 46, 84 of this motor is connected to an electrically or mechanically switchable clutch, equipped with wide toothed belt wheels 91-94, a wide belt 100 and hydraulic brake shafts 85, 86, which are held against reverse rotation during operation and the mechanical energy is converted into electrical energy via a generator and charged into the power grid battery.

2. The fully hybrid rotary engine (E1) according to claim 1 is characterized in that, due to the rotation of the shaft, it draws in a compressed air-fuel mixture from the prechamber and compresses it alternately in the working chamber AD, leading to autoignition, which depends on the currently used working medium, the working temperature. Also, a controlled hot water injection is performed during the working stroke, which provides additional power by evaporation and saves 30% of the cooling losses of a gasoline engine. During the working stroke, the working chamber formed between the blades is controlled by a control sleeve 12 located on the inner cylinder 3, which is controlled by a rotary stepper motor 140.

3. The fully hybrid rotary motor (E2) according to any of claims 1 is characterized in that, due to the rotation of the shaft, air is sucked in, compressed in a pre-chamber arranged in the cylinder core, and compressed air is injected at 40 bar, causing explosive expansion between the blades (E2) and discharging gas or air through a working stroke, the working chamber having air intake / discharge openings formed between the blades and controlled by a control sleeve 12 arranged in the inner cylinder 3, which is controlled by a rotary stepper motor 140 or a Maltese cross gear 72.

4. The fully hybrid rotary motor (E1) according to claims 1 and 2 is characterized by the intake and exhaust openings of the control sleeve 12, the circumference of which is divided into 12 segments, each of which has elastic sealing strips 13 and 14 arranged at intervals of 30°, with the openings coinciding with the intake (EE section) and exhaust row (FF section) of the turbo disk 3, while the other rows (AA section to DD section) are arranged at intervals of 120°, respectively, offset by 30° from each other. Furthermore, the stepper motor 140 is controlled by a control element consisting of disks 150 and 152 and an angle encoder 151, which rotates in a 1:1 ratio with the inner cylinder rotor 3, as a result of which the stepper motor stator 141 transmits a 30° rotation cycle to the control sleeve 12 via the moving elements 66 and 67 in a 1:1 ratio, which allows for precise intake and exhaust control of the machine, complete combustion of gases, and the working cycle can always be performed at any length and position.

5. The fully hybrid rotary engine (E2) according to claims 1 and 3 is characterized by the intake and exhaust openings of the control sleeve 12, the circumference of which consists of 12 segments divided at intervals of 30° and is constructed using elastic sealing strips 13 and 14. The intake and exhaust openings of the disks 1 and 2 are connected to each other, and each disk has three rows of sections arranged at intervals of 120°, the intake (AA section) and exhaust (FF section) rows are arranged at intervals of 60° every second segment and offset by 30° from each other. In the other rows, the openings are arranged at intervals of 120° every fourth segment. The position of the openings in the rows (BB and CC sections) is offset by 30° with respect to the row (AA section) and by 60° clockwise in the row (DD section). Also, the row (EE section) is identical to (AA section).

6. A fully hybrid rotary motor (E1) according to any of claims 1, 2 and 4 is characterized by the motor's inner cylinder rotor 3, on which there are two rear-side aligned vanes 4 arranged staggered by 180 °, each of which is provided with two rows of openings and two attached openings. The location of the openings is arranged clockwise, starting from the right side. The front and rear (intake) rows of the sash (AA section), the second row (BB section) is sealed at the front, the third row (CC section) is sealed at the rear, and the fourth row (DD section) is sealed at the rear. In the fourth row (DD section), the rear expansion = working stroke is performed, and at the same time, in the area of ​​the turbo disk, the front of the fifth row (EE section) is intake, and in the sixth row (FF section) compression is performed in the pre-turbo chamber before and after the vanes. And with every 30 ° rotation of the control sleeve, intake in the intake turbo disk 3 and working chamber, compression in the turbo disk and working chamber, working stroke and exhaust are realized by opening and closing of the openings.

7. The fully hybrid rotary engine (E2) according to any one of claims 1, 3 and 5 is characterized by an internal cylinder rotor 3 of the engine, on which there are two blades 4 arranged 180° offset, each arranged with three rows of openings, each row having two openings on either side, the first row, arranged clockwise starting from the right side, is located in front of and behind the blade and performs the intake (AA section), the second row is the front compression (BB section), the third row is the rear compression (CC section), the fourth row is the rear expansion working stroke (DD section), the fifth row is the front working stroke (EE section), and the sixth row is the front and rear of the blade and performs the exhaust (FF section), and by rotating the control box by 30°, four different works are realized by opening and closing the openings: intake, compression, working stroke and exhaust.

8. The fully hybrid rotary engine (E2) according to any of claims 1, 3, 5 and 7 is characterized by a cylinder core unit, with intake and exhaust ducts 16 and an easily replaceable cartridge 23. This cartridge consists of an electric heating rod element 27, an air and liquid injection nozzle 28, an elastic sealing ring 25 for the replaceable cartridge, a reaction cell carrier for 1 and 2, a sleeve with intake and exhaust ducts 18, a cover fixed by screws 17-20, end bearings 21, seals and oil rings 22 with anti-rotation locks, a mounting cover (screws and gaskets 24) for the replaceable cartridge, which can be quickly replaced as a replacement part.

9. The fully hybrid rotary motor (E1, E2) according to claim 1 is characterized by a fixed housing with inner and outer rotors 1, 3 and drive shaft inputs 85, 86 arranged on both sides, an outer single-sided paddle wheel 111, 115, a fixed double-sided paddle wheel 113 arranged in the middle, and a double-sided paddle wheel 112 with movable vanes and torsional vibration springs 134, 136 built in between to achieve smooth transition when required. The system jointly uses a hydraulic flow brake against reverse rotation, usually using water as hydraulic oil, and has water circulation restricting ribs 130, restricting plates 125 and openings 114, tube ports 126 for exchanging heated liquid through a heat exchanger 56 for thermal energy recovery on the housing 110. It also has a thermal insulation shell 127 to prevent heat loss and a structure for injecting heated water.

10. The fully hybrid rotary engine (E1, E2) according to claims 1 to 9 is characterized in that the drive transmission of the outer and inner cylinder rotors is connected by an extension shaft 84 with bearings 87, seals 88, toothed belt wheels 90-95, wide belt 100, belt tensioner 101, front and rear electric clutches 97 and 99, which use a drive and charging current generator 98 and an optionally switchable high pressure compressor 103. The inner cylinder rotor 3 also incorporates hydraulic flow brakes 110-135, which are necessary as mass compensation for the outer cylinder rotor 1, a flywheel 48, which is driven by a cooled battery group 104, driven via a rim 106, 106a or an axle drive 108, and the whole is regulated through an electronic control box 107.

11. The alternative fully hybrid rotary engines (E1, E2) as claimed in claims 1 and 10 are characterized by an engine with shortened external and internal drive transmission, hydraulic flow brakes and shaft inputs on both sides, which can be used separately or together depending on the type of use, the rotational speed of the two shafts can be adjusted, the toothed belt pulley 91a together with the coupling may need to be of the same size, in case of a design with a stepper motor 140, the same applies if E1+E2 are used together.

12. A fully hybrid rotary engine (E1, E2) according to any one of claims 1 to 11 is characterized in that a stepper motor stator 140 is coupled in a 1:1 ratio with an inner cylindrical rotor 3 via operating elements 63 and 149, and a stepper motor rotor 141 is rotated in a 30° cycle by a control element 107 consisting of disks 150, 152 and an angle encoder 151, which transmits the positions of the two rotors in pulses, which information is synchronously transmitted to a control sleeve 12 in a 1:1 ratio via moving elements 66-67 to determine the timing of opening and closing and the duration of opening.

13. The fully hybrid rotary engine (E1, E2) according to any one of claims 1 to 12 is characterized in that the control sleeve 12 is provided with an oil tight ring 15 and a sealing strip 13, which are integrally formed in the length direction for easy assembly, have notches corresponding to the position of the rings, and are equipped with compression spring blades 14 of the same radius matched to the cylindrical diameter for sealing. Furthermore, for good lubrication, the control sleeve 12 is provided with oil holes or channels 47 on its end face, and is fitted with a heat resistant oil seal 47 on its end face, which is connected to the central oil circuit via a heat resistant seal 47b.

14. The fully hybrid rotary engine (E1, E2) according to any one of claims 1 to 13 is characterized in that the blade surfaces 4, 4.1 on the pressure side of the inner and outer cylinder rotors are concave in shape, which improves the efficiency of the air and gas exchange, the cylinder side and lateral surfaces are equipped with oil sealing strips 7-10 manufactured on the same cylinder radius to ensure tightness, and further equipped with compression spring blades 14. In addition, corner pieces with compression springs are installed at the corners 7a-10a to compensate for wear.

15. The fully hybrid rotary engine (E1, E2) according to claim 1 is characterized by the fact that it allows charging the on-board battery by compressed air operation when the vehicle is parked and has a full air tank, the supply of which can be improved by installing additional compressed air base stations in residential areas, allowing the air tank to be filled with surplus energy on the move using the vehicle's own compressor while operating E1 or E2, thus keeping the capacity, weight and price of the battery low and avoiding time-consuming charging processes due to expensive and insufficient charging networks for electric vehicles.

16. The fully hybrid rotary engine (E2) according to claim 1 is characterised by the fact that its type of construction provides the prerequisites for the use of highly developed new materials, including sintered and ceramic materials, so that friction is minimised and environmentally friendly lubricants can be used by using a central oil pump 49 and an external oil tank and filter 53.

17. A fully hybrid rotary engine (E2) according to any one of claims 1 to 8 is characterized in that instead of compressed air, H2O or liquid CO2 etc. are injected as an alternative, and by utilizing their vapor pressure, the warmed air mixture is discharged through a cooler and filter system, after which the liquid is separated and kept separately at an optimal temperature with the aid of a sensor. With CO2 in the range of approximately 9°C to 20°C and a pressure of approximately 30-50 bar, the liquid CO2 is again sent in a closed circuit for spraying, while the air portion is sent to the intake nozzle 55.

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