• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Rotary hybrid engine with Cross cycle. Starting from the configuration of any type of rotary engine or internal combustion, it incorporates at least a second chamber (1), in which a secondary rotor (2) plays counterweight and air compressor functions towards an air reservoir compressed (14), having a second counterweight in functions of flywheel and clutch (32) or electric rotor (33), with the incorporation of another electric rotor (30) on the shaft (4). Preferably the invention foresees its inclusion in a hybrid two-stroke rotary engine, with the option of changing in real time to one of four times, operating in both cases, with the new thermodynamic cycle Cross of internal combustion and also with the Ericsson thermodynamic cycle. external combustion, thanks to the electric rotary valves (9), (24) and (27), together with the direct supply to the main chambers (41) of the compressed air tank (14). (Machine-translation by Google Translate, not legally binding)
    公开号:ES2657038A1
    申请号:ES201631341
    申请日:2016-10-18
    公开日:2018-07-05
    发明作者:Cruz Antonio LÓPEZ CONTRERAS
    申请人:Cruz Antonio LÓPEZ CONTRERAS；
    IPC主号:
    专利说明:

    ROTARY HYBRID MOTOR WITH CROSS CYCLE

    D E S C R I P C I Ó N

     5 OBJECT OF THE INVENTION

    The present invention relates to a two-stroke rotary hybrid engine, with the option of being able to work in four stages, always operating with the new internal combustion Cross thermodynamic cycle, whose engine has the peculiarity that its counterweight or 10 counterweights have a special configuration that allows both to act as an element or stabilizing elements of the engine, can also act as a flywheel and clutch, flywheel and electric rotor or as a compressor element intended to introduce air into the compressed air tank.
     fifteen
    Finally, the hybrid engine can work with the Ericsson thermodynamic cycle of external combustion, without adding any external system.
    BACKGROUND OF THE INVENTION 20

    Spanish document WO 2015/162324, being of the same author as that of this patent, although it shares the same geometry, the first counterweight, the second counterweight, and the electric motor between the secondary and main housing, cannot work with the thermodynamic cycle Cross of internal combustion, the Cross thermodynamic cycle being quite superior to the Otto, Diesel, or Miller cycles with which the engine of WO 2015/162324 could run, much less mentioned in the patent that could work with the Ericsson thermodynamic cycle of external combustion, giving this patent another great benefit since this technology has the virtuality of being reversible. On the one hand it would generate electrical energy and heat energy if energy were supplied externally through the temperature difference, without any fuel expense and with zero polluting gases and on the other hand, if it consumes electricity it can generate cold and heat , turning out to be a 100% ecological engine in both modes of operation.

    Nor does it make any mention of the change of operation from two times to four 35 times, improving the thermodynamic efficiency of the Cross cycle by about 1% compared to
    to the operation in two times since, this improvement is due to a greater expansion of the burned gases.

    Well, all the improvements described above are due to; the electric rotary air inlet valves arranged radially in the main housing, delaying or advancing as the air flow is convenient at all times; to the electric rotary valves of the gas outlet of the main chamber; to the elimination of the valves coupled to the axis of both the air inlet of the secondary chamber and that of the air inlet of the main chamber; and to the electric rotary valves of the secondary chamber directly connected to the compressed air reservoir which in turn is the one that feeds the main chambers as appropriate.

    Since WO 2015/162324 has a valve coupled to the shaft, whose air inlet ports are axially, and not radially as described in this new patent, the engine must consume combustion oil to that the 15 seals of the rotor faces may be lubricated with respect to the friction on the lateral faces of the housings, not being so with the electric rotary valves arranged radially.

    The rotor only has five contact points which are; the three seals located in the housing that contact the radial surface of the rotor and the lateral seals located on each face of the rotor, which has axial contact with the lateral faces. In this way, it does not consume oil in combustion since, having the radial rotary valves radially in the main chamber, no part of the rotor touches said radial face of the main chamber. 25

    It should be noted that in WO 2015/162324, the main chamber is fed directly by the secondary rotor, while in this new patent, apart from dispensing with the valve attached to the shaft for the air inlet and closing of the secondary chambers , being supplied in this new patent by the electric rotary valves in the secondary housing, the secondary rotor feeds directly to the reservoir of compressed air and this to the main chambers which results in an improvement of the cross thermodynamic internal combustion cycle performance since, The energy required to compress air can be reduced if the compressed air tank has a high pressure. 35

    DESCRIPTION OF THE INVENTION

    The rotary engine that is recommended solves in a fully satisfactory way the above-mentioned problem, thanks to a highly effective novel structuring in which the counterweight or counterweights of the engine not only act as a stabilizing element, but also act as a flywheel and clutch, flywheel and electric rotor or as air compressors that allow to control the entry and exit of gases through a compressed air tank. 10

    For this, it starts from the conventional structure of any rotary engine, in which a series of chambers in which respective rotors play, with their corresponding air inlet ports and their complementary gas outlet chambers, as well as with the classic housings for the ignition systems, injectors 15 etc, with the particularity that different parallel chambers are defined in the motor in each of which a secondary rotor is movable which in its turn causes the admission, compression, and a main rotor where the explosion and the escape of the fuel and oxidizer mixture is carried out, by means of a two-stroke cycle, depending on the arrangement of the ports and opening and closing elements associated with them, with the particularity that , together with these combustion chambers, other chambers in which secondary rotors are established, in counterbalance functions, participate in parallel, but with the particularity that one of them performs the functions of flywheel and clutch or flywheel and electric rotor, and the other, in said chambers are produced by the displacement of the rotor itself, an effect of suction and impulsion of gases that, through a compressed air tank, control the entry and exit of gases to the combustion chambers.

    From this structuring, it is provided that the engine is preferably materialized in a two-stroke hybrid engine, in which the combustion chamber or chambers are arranged radially in the intake inlet, so that the secondary rotor, which rotates in the opposite direction to the main rotor, aspirates and drives the air through these ports, from an auxiliary chamber, while the gas outlet occurs radially, by means of a uniform sweep, through chambers established in correspondence with the vertices of the combustion chamber, so that once the gases 35
    access to these chambers move within them, by means of the corresponding rotary valves, housed at the ends of the main rotor housing.

    In this way, the combustion chambers are controlled by rotary valves, synchronized by electric motors or by gears with the motor shaft, by means of which their sealing is controlled.

    These valves communicate through internal ducts with a reservoir of compressed air, with which the chamber or chambers in which the secondary rotors 10 play, ducts that adopt a radial arrangement, while the air intake holes are connected they have an equiangular distribution in axial arrangement on the chamber, they are also assisted by rotary valves, synchronized by electric motors, in charge of controlling their sealing according to the angular position of said secondary rotor. fifteen

    Because the chambers are separated, and a compressed air tank is available together with a regenerator and heat storage tank, the engine can operate with the Ericsson external combustion cycle.
     twenty
    In accordance with another feature of the invention, it is envisioned that the recovery of energy that degrades in braking in the form of heat can be exploited by introducing air into the compressed air reservoir.

    For this, part of the torque that is necessary to apply in the braking of the vehicle in which the engine is installed, is obtained in part by the friction made by the brake mechanism, plus the torque that is necessary to apply to move the rotor secondary and thus allow the braking torque to be distributed both in the braking system (removing tension to the brake discs) and to compress and store air in the compressed air reservoir for later use in another type of configuration of operation. 30

    At the same time, it is also possible to put air into the compressed air tank (s), when the engine requires low power ratios, such as cases of constant flat speed or low but constant speeds, or when the vehicle is stationary ( traffic jams, traffic lights ... etc) 35

    With this type of configuration, both the fuel flow and the electric current to ignite the ignition system are disconnected, so the main rotor stops working and only the secondary rotor driven by the inertia of the vehicle to be braked acts. 5

    Through this regenerative braking process, the energy stored in the compressed air tanks can be optimized, using it to increase the engine power when required, as well as for, for example, the actuation of the pneumatic brakes or any system that requires it, eliminating the need to use an additional compressor 10 to generate compressed air, as is necessary in some types of vehicles.

    In the regenerative braking process, energy can also be stored in the form of electrical energy because, the first electric motor, located between the secondary rotor and the main rotor, and the second counterweight, which would be coupled to the flywheel and 15 clutch, connecting with the second electric motor, would generate electric power.

    Finally, the engine of the invention has another advantage and it is because, the second counterweight in the functions of flywheel and clutch, reduces aircraft accidents, drones, etc., to zero since, in case of failure of the thermal engine, this would be decoupled and would work only with the electric motor, ensuring autonomy to land without any problem.

     NEW THERMODYNAMIC CYCLE
     25
    Due to the electric rotary valves and the air inlet coming from the compressed air tank, a new "Cross thermodynamic cycle" has been created, which improves the thermodynamic cycles Otto, Diesel, Atkinson, Miller and HEHC.

    The cross thermodynamic cycle is described in more detail in the intellectual property register 30, with application number: M-004437/2015.

    The so-called Cross thermodynamic cycle, figure 8, with the same compression ratio, increases the performance of the real Otto cycle between 9% -12%, without losing power.
     35
    Optionally, the engine can be assisted by a turbocharger, driven by the engine's exhaust gases, so that the secondary rotor can decrease its volume with respect to the primary rotor to act as a pumping element which means an improvement in the compression and friction losses, so the Cross cycle will have a higher thermodynamic performance. No engine improves thermodynamic performance 5 by adding a turbocharger.

    Cross cycle processes:

    1-2: Isobar process (V1 / T1 = V2 / T2), yields heat (gives air) to the outside. 10

    2-3: Isothermal Process (P2 · V2 = P3 · V3), Compression of gases from the first counterweight (supercharged)

    3-4: Isochro process (P3 / T3 = P4 / T4), Combustion, heat input at real constant volume. fifteen

    4-5: Isothermal process (P4 · V4 = P5 · V5), Long expansion, force or part of the cycle that delivers work.

    5-1: Isochoro Process (P5 / T5 = P1 / T1), Exhaust, transfer of residual heat to the environment at a constant volume.

    In fig. 10, all the processes described above can be observed in detail.

    The main advantage of the Cross cycle over the Miller cycle is that it maintains a constant volume in the isochromic process 3-4 described above and that, due to the electric rotary valves of air inlet and gas outlet of Exhaust, can advance or delay as appropriate the entry and exit of gases, always seeking the maximum thermodynamic efficiency of the Cross cycle.
     30
    The advantage of having electric rotary valves is that depending on the different types of parameters such as; atmospheric temperature, fuel intake, speed of rotation, temperature of the chambers, ... etc, the cross thermodynamic performance will always have the maximum energy efficiency in all engine rotation regimes.
     35
    In this way, it must also be taken into account that the admission and compression stage is in an independent lobe, belonging to the engine itself, compared to the expansion and exhaust stroke, this configuration allows both lobes to be sized independently, with the addition of storing all compressor air in an air tank
    compressed, which is the one that feeds the main chambers, without having to resort to the 5 system of advanced closing of intake valves to differentiate the intake stroke versus the expansion stroke, so with the present system the pumping losses they are minimized against the aforementioned Miller cycle, while the volumetric filling performance of the lobe increases.
     10
    It should be remembered that unlike the Miller cycle, the Cross cycle is incorporated into the engine design itself, without the need to incorporate other independent systems, which increase the weight, volume and mechanical losses of the system.

    Regarding the HEHC thermodynamic cycle, the Cross thermodynamic cycle is superior (although 15 have the same theoretical performance) because, the engine is naturally supercharged, which causes an increase in power and even lower levels of pollution, due to what the power / performance ratio is superior.

    According to another of the characteristics of the invention, it is provided that the axis of the motor that connects the first counterweight with the main rotor can be used to generate electric power, acting as an electric rotor, so that between the housings of the rotors, the corresponding stator is arranged, thus allowing to generate electricity and optimize the system, without the need for the classic alternator, thus avoiding the use of transmissions that need continuous maintenance. 25

    On the other hand, the second counterweight can be sized in functions of flywheel and clutch or flywheel and electric motor, as well as constitute the driving axis of a compressed air generator.  30DESCRIPTION OF THE DRAWINGS

    To complement the description that will then be made and in order to help a better understanding of the features of the invention, according to an example 35
    Preferential to the practical realization thereof, an set of drawings is attached as an integral part of said description, where, as an illustration and not limitation, the following has been represented:

    Figure 1 shows a detail in front elevation of the exploded view of the secondary chamber of a rotary engine made in accordance with the object of the present invention, in which the secondary rotor plays.

    Figure 2 shows a detail in front elevation of the exploded view of the combustion chamber of a rotary engine made in accordance with the object of the present invention, in which the main rotor plays.

    Figure 3.- Shows, according to a front elevation view of the compressed air tank.
     fifteen
    Figure 4.- Shows a schematic representation in profile of the shaft with the electric rotor incorporated between the two rotors and the second counterweight in the flywheel configurations with the clutch and flywheel with the second electric rotor.

    Figure 5.- Shows a schematic representation in front of the second counterweight and electric motor.

    Figure 6.- Shows a schematic representation in front of the main chamber in which the air inlet to the main chambers is detailed.
     25
    Figure 7.- Shows a schematic representation of the operation of the engine with the Ericsson thermodynamic cycle of external combustion, starting the process in the coldest part of the engine, proving to be the secondary chamber, then passing to the fuel tank.
    compressed air, to then pass the air to the regenerator and heat storage tank, finishing the process in the main chamber resulting in the hot zone of the engine.

    Figure 8.- Shows a representation of the engine operation with and without the new Cross thermodynamic cycle. The operation of the new Cross thermodynamic cycle is
    possible because, the main chamber is fed directly by the compressed air tank, and because the main chamber air inlet valves, together with those of
    Gas outlet, they are fully electric.

    Figure 9.- Shows the heat input and outputs of the new Cross 5 thermodynamic internal combustion cycle. It can vary by the electric rotary valves and the direct supply of the compressed air tank.

    Figure 10.- Shows the movement of the rotor in one of the chambers, making it possible to carry out the Cross cycle by the electric rotary valves and by the direct supply 10 of the compressed air tank. PREFERRED EMBODIMENT OF THE INVENTION

    The present preferred embodiment has been carried out based on a two-stroke rotary hybrid engine 15, in which a main combustion chamber (16) with its corresponding main rotor (17), an electric motor coupled to the rotor shaft participates (30), a secondary chamber (1) with its secondary rotor (2) in functions of first counterweight that communicates with the main chamber (16) through a reservoir of compressed air (14) and
    a second counterweight in functions of flywheel and clutch (32) or flywheel of 20 inertia and electric rotor (33), so that the number of these main chambers (41) can be multiplied without affecting the essence of the invention, as well as the internal distribution thereof, that in this case a triangle distribution has been chosen, in which for every 120 ° the shaft rotates an explosion occurs.
     25
    Well, as just mentioned, in the engine of the invention a main combustion chamber (16) participates, essentially in a triangle configuration, in which a main rotor (17) plays, associated with the axis (4) of the engine , whereby the different positions for said rotor are made possible as shown in figure 2, defining internal sealing chambers (19) with their corresponding seals (20) that secure the
    tightness in the angular displacements of the main rotor (17).

    By means of a reservoir of compressed air (14), oxidizer is used through the ducts (15) to the main chamber (16), coming from the secondary rotor chambers,
    the access of said air giving the electric valves (9), located in the secondary chamber (1).

    In said main chamber (16) a housing (21) is defined for the injectors, ignition system, and similar elements, counting radially at its ends with gas outlet chambers (26) assisted by the corresponding rotary electric valves (27 ), affected by a recess (28) and a hole (29) for controlled escape of the exhaust gases.

    Well, according to the essence of the invention, it is provided that the engine incorporates at least one secondary chamber (1), axial to the main chamber (16), in which a secondary rotor (2) also plays, which is 180 ° out of phase with respect to the main rotor (17) in order to act as a counterweight, although said element also acts as a compressor, defining air intake ports (7) assisted by the rotary electric valves (9) , with its corresponding orifice (10) for controlling the flow of 15 inlet, so that the air sucked by the spinning effect of the secondary rotor (2) leaves the secondary chamber through two conduits (12) established in correspondence with its vertices, which are assisted by the complementary rotary electric valves (9), which through the duct (11) recirculate the sucked air into a compressed air tank (14), so that in the air tank 20 compressed (14) are defined communication conduits (15) towards the air inlet ports (23) of the main chamber, regulated by rotary electric valves (24) that introduce said air into the main chambers (41) ) of combustion through the ports (42).
     25
    Similarly to what happens in the main chamber (16), in order to ensure a perfect seal in the rotary movement of the secondary rotor (2), it is provided that on the inner surface of said chamber are defined sealing chambers (5) by the corresponding stamps (6).
     30
    From the corresponding transmission, not shown in the figures, the main rotor (17) is rotated counterclockwise with respect to the secondary rotor (2) and the second counterweight in functions of flywheel and clutch (32) or flywheel of inertia and electric rotor (33), so that the shaft (4) rotates the electric rotor (30) which is incorporated. 35

    Due to the motor configuration of having the main chamber (16) hot zone separated together with its electric rotary valves (24) and (27), the secondary chamber (1) cold zone with its electric rotary valves (9), together With the compressed air tank (14), the engine can work with the Ericsson thermodynamic cycle of external combustion, when the regenerator and the heat storage tank (43) together with the main chamber (16), have a difference of temperature with respect to the secondary chamber (1).

    In this way, the motor would generate energy from the temperature difference, being able to operate the Ericsson cycle, both in open and closed cycles. 10

    The operation of the engine with the Ericsson thermodynamic cycle of external combustion, has the advantage of not producing polluting levels or of consuming fuel, having the possibility of working with heat sources that come from renewable energies such as solar energy or biomass. fifteen

    Therefore, operating with the Ericsson thermodynamic cycle of external combustion, the rotary hybrid engine could recharge the vehicle's electric batteries, or feed other external systems without any fuel expense and with zero levels of contamination.
     twenty
    Finally, the engine can go from a two-stroke to four-stroke engine because the air inlet valves (24) and gas outlet (27) of the main chamber housing (16) are electrical so which, through the vehicle control unit, can change the configuration in real time, without the need to add external systems. Operating the four-stroke engine implies an improvement in the Cross thermodynamic cycle of about 1% compared to two-stroke operation, caused by a longer expansion in the burned gases, isothermal process 4-5 described above.

    The direct supply of the main combustion chambers (41) through the compressed air tank (14), together with the electric rotary valves (24) of the main housing (16), gives rise to the advantage of; do not burn oil; work with the Cross thermodynamic internal combustion cycle without the need to add other external systems; be able to work according to the needs with the Ericsson thermodynamic cycle of
    external combustion without the need to add other external systems and change of operation of the two-stroke to four-stroke hybrid engine.


     5
    权利要求:
    Claims (1)
    [1]
    R E I V I N D I C A C I O N E S
    1st.- Rotary hybrid engine with Cross cycle, which being of the type that incorporates main combustion chambers (41) in which the corresponding main rotor (17) plays, with its corresponding air intake ducts (42) and its Complementary 5 gas outlet chambers (26), as well as with the classic housings (21) for ignition systems, injectors and the like, is characterized by the fact that the air inlet valves (24) and the gas outlet ( 27), are electric rotary valves housed in the main chamber (16) radially, whereby being electric rotary valves, they can advance or delay the entry of air from the compressed air tank 10 (14) to the main chambers (41), also being able to advance or delay the outflow of gases from the main chambers (41), so it directly affects the electric rotary valves (24) and (27), in a greater thermodynamic efficiency, and due to, electric rotary valves (24), oil is not burned in the combustion process, causing few polluting gases, including the engine at least a second axial counterweight to the main chamber (16), which can perform the functions of flywheel and clutch (32) or also flywheel and electric rotor (33), together with at least one secondary chamber (1), axial to the main chamber (16), in which a secondary rotor (2) plays in prime functions counterbalance and pumping element of the inlet and outlet gases of the main combustion chamber (41) through, the electric rotary valves 20 (9) of the secondary chamber (1) and of the compressed air reservoir (14), with the particularity that between one chamber and another chamber an electric motor is defined, in which the stator (31) and the rotor (30) are located, the electric rotor (30) being coupled to the motor shaft (4); having predicted that the engine materializes in a two-stroke engine, in which for every 120º its axis rotates an explosion occurs, 25 can also materialize in a four-stroke engine because, for every 240º its axis rotates an explosion occurs, this change being possible in real time through the electric rotary valves (9) with direct connection to the compressed air tank (14), with the particularity that radially to the main chamber (16), that is, on its side walls, a series of oxidizer inlet ducts (42) are established, which communicate with respective perimeter sockets (23), these ducts (42) being assisted by the electric rotary valves (24), with radial holes (25).
    2nd.- Rotary hybrid motor with Cross cycle, according to claim 1, characterized in that the secondary rotor (2) absorbs air and introduces it into the compressed air tank (14) at 35
    through, the electric rotary valves (9) with their axial (10) and radial (11) holes, then passing to the regenerator and heat storage tank (43), heating the air that is introduced through the rotary valves electric (24) in the
    main combustion chambers (41) of the main housing (16), which is at a higher temperature than the secondary chamber (1), to then expel said air located in 5 the main chambers (41) through the electric rotary valves (27), said air being directed to the regenerator and heat storage tank (43), thereby giving the air with greater heat energy to the air with less heat energy.
    3.- Rotary hybrid motor with Cross cycle, according to claims 1 and 2, characterized in that the electrical valves (9) being direct and direct the air absorbed by the secondary rotor (2) to the compressed air tank (14), which in turn feeds the main chambers (41), can advance or delay the entry of said air into the compressed air tank (14) since, if the pressure level in said compressed air tank (14) is high , the valves (9) being electric can advance the entry of air into said compressed air tank (14) with the consequence of lower energy losses when compressing air, resulting in greater thermodynamic efficiency.
    4th.- Hybrid rotary motor with Cross cycle, according to claim 1, characterized in that in the secondary chamber (1), air suction ports 20 (7) are axially assisted by the rotary electric valves (9) and located in the ends (8) of the chamber, with their corresponding holes (10) for inlet flow control and other radial holes (11) connecting the conduit (12) of the secondary chamber with the conduit (13) of the air tank tablet (14).
     25
    5th.- Rotary hybrid motor with Cross cycle, according to claim 1, characterized in that sealing chambers (5) are established on the inner surface of the secondary chamber (5) assisted by the corresponding seals (6) of secondary rotor seal (2). ) in its angular displacements.
     30
    6th.- Hybrid rotary motor with Cross cycle, according to claim 1, characterized in that in the main chamber (16), air inlet ports or perimetral sockets (23) are established radially, which comes from that of the ducts (15) of the compressed air tank (14), assisted by the rotary electric valves (24), located in the lateral zones (22), with their corresponding radial holes (25) for controlling the flow of 35
    input that connect to the port (42) radially to the main chamber (16), to terminate in the main chambers (41).
    7.- Rotary hybrid motor with Cross cycle, according to claims 1 and 5, characterized in that in the main chamber (16), sealing chambers (19) with their corresponding 5 seals (20) of main rotor seal (17) are established. ) in its angular displacements.
    8.- Rotary hybrid motor with Cross cycle, according to claims 1 and 5, characterized in that the main chamber (16), has radially at its ends with gas outlet chambers 10 (26) assisted by the corresponding rotary electric valves (27) , affected by a recess (28) and a hole (29) for controlled exit of the exhaust gases.
    9.- Rotary hybrid engine with Cross cycle, according to claims 1 and 2, characterized in that the secondary chamber (1), axial to the combustion chamber (16), in which the secondary rotor (2) plays in first functions Counterweight and pumping element towards the compressed air tank (14) through the duct (12), feeds the main combustion chambers (41).
    10.- Rotary hybrid motor with Cross cycle, according to claims 1 and 2, characterized in that on the shaft (4) connecting the primary rotor (17) through the hole (18) with the secondary rotor (2) through the hole (3), is established with a tertiary rotor (30) that constitutes the electric rotor, feeding the stator (31) of the electric motor.
    11.- Rotary hybrid engine with Cross cycle, according to claim 1, characterized in that the engine can be assisted by a turbocharger, driven by the exhaust gases, so that the secondary rotor (2) can have smaller dimensions or masses than the primary rotor (17), causing an increase in thermodynamic performance, due to the
    lower energy costs of the first counterweight determined by the secondary rotor (2).
     30
    12.- Rotary hybrid motor with Cross cycle, according to claim 1, characterized in that the second counterweight in function of flywheel and electric rotor (33), consists of a stator (36) and another rotor (38) axially.
    13.- Rotary hybrid motor with Cross cycle, according to claims 1 and 2, characterized in that the engine due to its geometric characteristics and its electrical components, works both with the internal combustion thermodynamic cycle, and with the external combustion thermodynamic cycle due to , the electric rotary valves (9) of the secondary housing of the secondary chamber (1), which direct the air directly to the compressed air reservoir (14), and then pass to the electric rotary valves (24) and (27) of the main housing (16), generating much more efficient energy in both cases.
    14.- Rotary hybrid engine with Cross cycle, according to claims 1, 6 and 8, characterized in that the motor can change the operation of a two-stroke engine to a 10-stroke four-stroke in real time due to compressed air tank (14 ), to the electric rotary valves (9) of the secondary housing of the secondary chamber (1) and to the electric rotary valves (24) and (27) of the main housing (16), saving fuel and reducing pollution levels.
     fifteen
    15.- Rotary hybrid motor with Cross cycle, according to claims 1 and 2, characterized in that the regenerator and heat energy storage system (43) can be heated by the exhaust gases when working with the thermodynamic internal combustion cycle, coming from of the main chambers (41) and controlled by the electric rotary valves (27) as well as by other systems that may or may not belong to the rotary hybrid engine.
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    同族专利:
    公开号 | 公开日
    WO2018073476A1|2018-04-26|
    ES2657038B1|2019-04-02|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US346531A|1886-08-03|Rotary steam-engine |
    US679129A|1900-12-11|1901-07-23|George W Smith|Rotary engine.|
    US4089305A|1975-04-03|1978-05-16|Gregg Oscar P|Rotary internal combustion engine|
    DE2715302C3|1977-04-05|1980-06-04|Gert G. Ing. 6200 Wiesbaden Niggemeyer|Rotary piston internal combustion engine|
    AU534481B2|1980-08-18|1984-02-02|Thermal Systems Ltd.|Heat injected hot gas engine|
    ES2495890B1|2014-04-22|2015-03-24|Cruz Antonio LÓPEZ CONTRERAS|Rotary engine of split cycle|
    ES2492440B1|2014-04-22|2015-03-24|Cruz Antonio LÓPEZ CONTRERAS|Rotary engine|
    法律状态:
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    优先权:
    申请号 | 申请日 | 专利标题
    ES201631341A|ES2657038B1|2016-10-18|2016-10-18|ROTARY HYBRID MOTOR WITH CROSS CYCLE|ES201631341A| ES2657038B1|2016-10-18|2016-10-18|ROTARY HYBRID MOTOR WITH CROSS CYCLE|
    PCT/ES2017/070690| WO2018073476A1|2016-10-18|2017-10-18|Rotary hybrid engine with cross cycle|
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