The field of the invention is related to a drive system comprising a counter rotating internal combustion engine with counter-rotating power output shafts which is particularly directed to driving drones and floating machines.

A hydrogen engine which is known from the patent application No. WO 2017/039464 under the PCT, comprises a pair of two-chamber cylinders fastened to an engine case with double-acting reciprocating pistons located therein. Said cylinders, together with pistons, are either situated opposite each other at an angle of 180° in the plane of the rotation axis of the bipartite crankshaft located in the engine case, or they are aligned and form a letter V shape. The crankshaft consists of two identical crank elements that are directed opposite each other along their common axis of rotation and they are connected counter-rotationally around said axis with the help of a distance bearing. Furthermore, the crankshaft comprises shafts projecting from either side in order to transmit power. A coupling function of the crankshaft is realized with the help of two identical pairs of connecting rods, wherein each of the connecting rods of a given pair is rotationally connected by one of its ends to one of the counterrotating crank elements of the crankshaft, whereas the other ends of said pair of connecting rods are connected in an oscillatory way to one of two transverse shafts, which are both rigidly connected to one of the coupled pistons with the help of a push rod situated perpendicularly to said shafts. An inlet port of compressed scavenging air and an outlet port of combustion products, together with scavenging air, are situated in the middle of wall of each cylinder. A fuel injector, a steam injector and an ignition element are located in the head of each cylinder as well as in its bottom partition. A linear slide bearing of the partition is embedded in the middle of each bottom partition, and the push rod extends through said linear slide bearing. The slide bearing of the partition is equipped from below with a ring sealing element, above which there is a lubricating micro slot located on the remaining part of said slide bearing between its wall and the push rod surface. Steam injectors assigned to each cylinder are connected by their steam lines to a device for dosing steam which is powered with the use of a steam producer mounted on an exhaust pipe of that particular cylinder. Furthermore, a thermocouple is arranged on each exhaust pipe, and within said exhaust pipes there are generator turbines and supporting fan turbines. The supporting fan supplies scavenging air to the inlet port of compressed air of said cylinder with the help of the main fan attributed to an opposite cylinder. Terminals of all generators are in parallel with terminals of all thermocouples, and said terminals are in contact with an accumulator which powers the HHO producer with the support of electrical energy from the alternator. A gas line of said producer together with oxygen is brought to an ultraviolet ionizer, from where it moves further towards one of the entries of a three-way gas switch. A gas line together with hydrogen is brought to the other entry of said gas switch directly from the HHO producer. The terminal of the gas switch is attached in parallel to the entry of all individual devices for dosing fuel with the use of a compressor. Terminals of said individual devices are connected to all of their respective fuel injectors.

A characteristic feature of combustion in a cylinder chamber of the known engine powered by a hydrogen mixture is detonation of hydrogen when the temperature in the cylinder combustion chamber reaches 7000°C. This phenomenon has a detrimental impact on the durability of engine components, especially as it adversely affects durability and stability of movable parts, in particular the pistons.

A solution to the aforementioned problem can be found in the present invention of the drive system.

The objective of this invention is to produce an internal combustion engine which is devoid of indicated limitations related to the temperature of fuel combustion, which can be achieved thanks to the new construction of piston assemblies used in the engine according to the present invention. A further objective of the invention is to enhance efficiency of the drive system, which can be realized by means of combining an internal combustion engine with an electrical collection and discharge system of energy from the drive torque of said engine.

A drive system according to the invention comprises a one-stroke counterrotating internal combustion engine which has a cylinder connected by eitherside to two engine cases. Two bipartite counter-rotating crankshafts are located inside said engine cases. Each crankshaft consists of two identical crank elements which are made of two coaxial parallel plates. Said plates are rigidly combined with the help of eccentrically located connecting shafts . Both crank elements are rotationally connected to each other with the help of a distance bearing on the one side, whereas on the other side there are two power output shafts situated opposite each other which project coaxially from said crank elements. In order to synchronize both crankshafts, two power output shafts, which project in the same direction, are coupled outside the engine cases with the help of an external synchronizing shaft and with the use of conical transmission elements located on said shafts. Connecting rods are rotationally embedded on the connecting shafts of both crank elements with the use of one of their ends. The other ends of said connecting rods are combined in an oscillatory manner with the help of a transverse shaft. A push rod is attached in the middle of said transverse shaft. Said push rod is connected by its other end to one of two identical piston assemblies situated in a cylinder. Both push rods are received in the cylinder space through linear slide bearings of a partition, which are embedded in partitions that close the internal space of the cylinder from the outside. Each of the piston assemblies consists of a working piston which is rigidly fastened to the push rod as well as two compensating pistons which are slid on the push rod on both sides of the working piston with the help of the slide bearings of the pistons. Compensating pistons are separated from the working piston by spiral springs and their motions are limited with the help of blocking elements. There are piston side grooves on the side surfaces of the working piston and compensating pistons. Both piston assemblies divide the cylinder space into two combustion chambers below a piston as well as one combustion chamber between pistons, wherein fuel injectors, steam injectors as well as ignition elements in the form of spark plugs are situated. These particular fuel injectors are powered from fuel dosing devices whose entries are connected to a fuel installation through fuel heaters located on the exhaust pipes. These particular steam injectors are connected by their steam lines to steam producers mounted on exhaust pipes through steam dosing devices. Said steam producers are powered from a common water tank. Both a pair of inlet ports of compressed air with oxygen separators attached to their entries and a pair of outlet ports of combustion products connected to exhaust pipes are situated in the cylinder wall at a distance from both partitions, preferably at one-fourth of the whole internal length of the cylinder. The drive system comprises four or eight identical rotor systems depending on an invention embodiment. Each rotor system comprises a rotor with a plurality of blades. Blade ends are fastened in a circular rotor rim which is centrically positioned in a circular stator rim. The minimal distance between them is maintained, which enables an unrestricted rotary motion of said rotor rim. Magnetic dipoles in the form of neodymium magnets are evenly situated in each rotor rim along the circumference of said rotor rim. Induction coils are evenly situated in each stator rim along the circumference of said stator rim. All induction coils of one stator rim are connected to their common commutation system. Induction coils which are located at the same angular positions as particular stator rims are connected to one entry of the commutation system that is appropriate for a given position. The commutation system is connected to a common electrical energy collection and discharge assembly. Said commutation system and the common electrical energy collection and discharge assembly are connected to a control system.

In the first embodiment of the present invention the drive system comprises four rotor systems and each of them is individually connected to one of four power output shafts via a coupling assigned to it. In the second embodiment of the present invention two rotor systems are connected to each power output shaft via an intermediate shaft, which is situated perpendicularly to an axis of the power output shaft, and via couplings assigned to each rotor system together with drive shafts. The coupling between the power output shaft and the intermediate shaft assigned to it, as well as between said shaft and drive shafts, is realized with the use of transmission systems. The object of the invention is presented in the embodiment in the picture, wherein:

Fig. 1 - illustrates a schematic diagram of a counter-rotating internal combustion engine;

Fig. 2 - presents a crankshaft;

Fig. 3 - shows a piston assembly;

Fig. 4 - is a pictorial diagram of two rotor systems in connection with control systems shown from the above;

Fig. 5 - presents a side view of rotor systems and connections between elements of a drive system according to the first embodiment;

Fig. 6— is a pictorial diagram of four rotor systems according to the second embodiment shown from the above; and

Fig. 7 - presents a side view of rotor systems and connections between elements of a drive system according to the second embodiment.

A drive system comprises a one-stroke counter-rotating internal combustion engine 1 which has a cylinder 2 that is connected on either side to two engine cases 3a and 3b, inside which there are two bipartite counter-rotating crankshafts 4a and 4b, respectively. Each of the crankshafts 4a and 4b consists of two identical crank elements 5 which are made of two coaxial parallel plates that are rigidly combined with the help of connecting shafts 5a which are located eccentrically on said plates. Both crank elements 5 are rotationally combined with the help of a distance bearing 6 on one side, whereas on the other side two power\output shafts 7 extend coaxially and are situated opposite each other. In order to synchronize both crankshafts 4a and 4b, two power output shafts 7, which project in the same direction, are coupled outside engine cases 3a and 3b with the help of an external synchronizing shaft 8 and with the use of conical trans-mission elements 9 located on said shafts. Connecting rods 10 are rotationally embedded by one end on the connecting shafts 5a of both crank elements 5. The other ends of said connecting rods 10 are combined in an osciliatory manner with the help of a transverse shaft 11. A push rod 12 is attached in the middle of said transverse shaft 10. Said push rod 12 is connected by its other end to one of two identical piston assemblies situated in the cylinder 2. Both push rods 12 are received in the cylinder 2 through linear slide bearings of a partition 15, which are embedded in partitions 14 that close the internal space of the cylinder 2 from the outside. Each of the piston assemblies 13 consists of a working piston 13a which is rigidly fastened to the push rod 12 as well as to two compensating pistons 13b which are slid onto the push rod 12 on both sides of the working piston 13a with the help of linear slide bearings of pistons 13c. Compensating pistons 13b are separated from the working piston 13a by spiral springs 13d and their movements are limited with the help of blocking elements 13e. There are piston side grooves 13f on the side surfaces of working pistons 13a and compensating pistons 13b. Both piston assemblies 13 divide the cylinder space 2 into two combustion chambers below a piston 2a and 2b as well as one combustion chamber between pistons 2c, wherein fuel injectors 16, steam injectors 17 as well as ignition elements 18 in the form of spark plugs are situated. Particular fuel injectors 16 are powered from fuel dosing devices 19 whose entries are connected to a fuel installation through fuel heaters 21 located on exhaust pipes 20. Particular steam injectors 17 are connected by their steam lines 22 to steam producers 24 mounted on exhaust pipes 20 through steam dosing devices 23. Said steam producers 24 are powered from a common water tank 25. Both a pair of inlet ports of compressed air 26 with oxygen separators 27 attached to their entries and a pair of outlet ports of combustion products 28 connected to exhaust pipes 20 are situated in the cylinder 2 wall at a distance from both partitions 14, preferably at one-fourth of the whole internal length of the cylinder 2. The drive system comprises four or eight identical rotor systems 29 depending on an invention embodiment. Rotor systems 29 comprise a rotor with a plurality of blades 30. Blade ends 30a are fastened in a circular rotor rim 30b which is centrically positioned in a circular stator rim 31. The minimal distance between them is maintained, which enables an unrestricted rotary motion of said rotor rim 30b. Magnetic dipoles 30c in the form of neodymium magnets are evenly situated in each rotor rim 30b along the circumference of said rotor rim. Induction coils 31a are evenly situated in each stator rim 30b along the circumference of said stator rim. All induction coils 31a of one stator rim 31 are connected to their common commutation system 32. Induction coils 31a which are located at the same angular positions as particular stator rims 31 are connected to one entry of the commutation system 32 that is appropriate for a given position. The commutation system 32 is connected to a common electrical energy collection and discharge assembly 33 which is equipped with an accumulator system (not shown) along with devices for recharging and discharging. Said commutation system 32 and the common electrical energy collection and discharge assembly 33 are connected to a control system 34. Rotor systems 29 constitute an electrical machine which can either function as a generator or an electrical engine. Said electrical machine is made up of the commutation system 32, the electrical energy collection and discharge assembly 33 and the control system 34 which are combined and cooperate.

In the first embodiment of the present invention the drive system comprises four rotor systems 29 and each of them is individually connected to one of four power output shafts 7 via a coupling 35 assigned to it.

In the second embodiment of the present invention two rotor systems 29 are connected to each power output shaft 7 via an intermediate shaft 36, which is situated perpendicularly to an axis of the power output shaft 7, and via couplings 35 assigned to each rotor system 29 together with drive shafts 37. The coupling between the power output shaft 7 and the intermediate shaft 36 assigned to it, as well as between said shaft and drive shafts 37, is realized with the use of transmission systems 38a, 38b an 38c.

The operation of two counter-rotating piston assemblies 13 which are located in their common cylinder 2 together with crankshafts 4a and 4b that cooperate with them is the same in particular work phases and it is subject to synchronization with the help of the external synchronizing shaft 8.

A portion of heated fuel is injected into the combustion chamber between pistons 2c with the help of the middle fuel injector 16 during a forced stroke of both push rods 12 together with piston assemblies 13 located on them towards the centre of the cylinder 2, and while the combustion chamber between pistons 2c is separated from both inlet ports of compressed air 26 and both outlet ports of combustion products 28 with the use of both upper compensating pistons 13c. A quantity of fuel is determined in the fuel dosing device 19 which powers the fuel injector 16, whereas appropriately increased temperature of fuel is obtained in the fuel heater 21 which is powered by heat derived from the exhaust pipe 20. In the course of a further motion of both piston assemblies 13 the pressure in the combustion chamber between pistons 2c surges until said assemblies reach close to the TDC which is located near the cylinder centre 2. In this motion phase a constant distance is maintained between the top compensating piston 13c and the working piston 13a thanks to appropriate stiffness of the spiral spring 13d. It provides the maximum volume of the space between said pistons. When piston assemblies 13 reach their BDC in the combustion chamber between pistons 2c the middle ignition element 18 ignites a fuel mixture. In the case of high energy hydrogen combustion, the temperature in the combustion chamber reaches approx. 700°C, as well as at the same time the pressure rises rapidly. Such combustion parameters are harmful to the durability of some engine components, in particular the cylinder 2 and piston assemblies. In order to prevent the consequences of this phenomenon, shortly after the ignition of the fuel mixture, a small quantity of steam is supplied under pressure to the combustion chamber between pistons 2c with the help of the middle steam injector 17. The moment of the injection and the quantity of steam are determined in the steam dosing device 23 which is powered from the steam producer 24 which derives heat from the exhaust pipe 20. It leads to cooling of the fuel mixture to the temperature of approx. 350°C. Simultaneously steam is separated into oxygen and hydrogen due to the high initial temperature of hydrogen combustion. The occurrence of an extra portion of the fuel mixture causes its self-ignition as well as pressure increase in the space of the combustion chamber between pistons 2c. During said combustion process a power stroke of top compensating pistons 13c takes place in both piston assemblies 13. Said compensating pistons 13 have an impact on their working pistons 13a via top spiral springs 13d. At the same time a compression stroke of bottom compensating pistons 13c takes place via bottom spiral springs 13d in the combustion chambers below a piston 2a, 2b. High gas pressure in the combustion chamber between pistons 2c have an impact on working pistons 13a via top compensating pistons 13c, which are moveable with regard to push rods 12, as well as the top spiral spring 13d which is situated between them. In this case thrust of exhaust onto top compensating pistons 13c is higher than restoring force of top spiral springs 13d which undergo gradual deflection during the motion of top compensating pistons 13c. It causes partial compensation of a growth in thrust on top compensating pistons 13a, whereas springs are supported by the force of air bags which are formed between top compensating pistons 13c and working pistons 13a. It results in that working pistons 13a react in a milder way to the detonation process of fuel mixture combustion in the combustion chamber between pistons 2c. Furthermore, the transfer of motion from push rods 12, which are rigidly connected to working pistons 13a, to crankshafts 4a and 4b is less rapid. Piston assemblies 13 which move towards crankshafts 4a and 4b separate both combustion chambers below a piston 2a and 2b from inlet ports of compressed air 26 and outlet ports of combustion products 28. Subsequently a portion of heated fuel is injected into two combustion chambers below a piston 2a and 2b with the help of fuel injectors 16 that are mounted in said combustion chambers. A quantity of fuel is determined in fuel dosing devices 19 assigned to said fuel injectors 16, whereas appropriately increased temperature of fuel is obtained in the fuel heater 21 that utilizes heat derived from exhaust pipes 20. In the course of a further motion of piston assemblies 13 towards partitions 14 the pressure of combustion chambers below a piston 2a and 2b rises until both bottom compensating pistons 13c reach close to their TDC. At the same time the combustion chamber between pistons 2c is connected to both inlet ports of compressed air 26 and both outlet ports of combustion products 28 when both compensating pistons 13c reach the BDC position. In this motion phase stable distances are maintained between bottom compensating pistons 13c and working pistons 13a thanks to appropriate stiffnesses of bottom spiral springs 13d. It provides the maximum volume of the space between said pistons during compression of the fuel mixture. Ignition elements 18 mounted in said chambers initiate the synchronized ignition of said fuel mixture which occurs shortly before both piston assemblies 13 reach their TDC in both combustion chambers below a piston 2a, 2b. Subsequently a small quantity of steam is supplied under pressure to both combustion chambers below a piston 2a and 2b via steam injectors 17 mounted in said chambers. It has the same results as in the case of the combustion chamber between pistons 2c. Piston assemblies 13 change their direction, which causes a power stroke of bottom compensating pistons 13c in combustion chambers below a piston 2a and 2b. Said bottom compensating pistons 13c have an impact on working pistons 13a via their bottom spiral springs 13d. Simultaneously top compensating pistons 13c are pushed via top spiral springs 13a and they enter the phase of a compression stroke in the combustion chamber between pistons 2c. In this way the whole work cycle of piston assem blies 13 is completed. Meanwhile push rods 12 connected to piston assemblies 13 perform a linear return stroke which causes a rotational motion of bipartite crankshafts 4a and 4b. It is realized by means of transferring a linear motion of push rods 12 via transverse shafts 11 onto two connecting rods 10 which cause a rotational motion of two counter-rotating crank elements 5. It is realized thanks to a distance bearing 6 which separates crank elements 5. In the initial state of the internal combustion engine 1 work, following the activation of crankshafts 4a and 4b with the help of the internal starter, a counter-rotating direction of rotation is initially assigned to all crank elements 5. It is transferred outside engine cases 3a and 3b via two pairs of opposite power output shafts 7. The drive system is equipped with an air compressor (not shown) which delivers air in a continuous manner via oxygen separators 27 into both inlet ports of compressed air 26. The purpose is to get rid of exhaust in cylinder combustion chambers 2. Exhaust goes through outlet ports of combustion products 28 into exhaust pipes 20. The internal surface of the cylinder 2 and particular elements of piston assemblies 13 are cooled. Scavenging air which remains in particular combustion chambers below a piston 2a and 2b as well as in the combustion chamber between pistons 2c adds oxygen to the fuel mixture after said chambers are closed during the compression phase. Depending on a momentary position of particular elements of piston assemblies 13 in the cylinder 2 in relation to inlet ports of compressed air 26 and outlet ports of combustion products 28, compressed air scavenges and cools both combustion chambers below a piston 2a and 2b when piston assemblies 13 reach close to the BDC point in said combustion chambers, and the combustion chamber between pistons 2c when the BDC point is reached in said chamber. Dynamic frontal surfaces of working pistons 13a and compensating pistons 13b as well as their surfaces of piston side grooves 13f are cooled, which takes place when said pistons align with the inlet ports for compressed air 26 and outlet ports for combustion products 28. A return motion of both piston assemblies 13 is transferred via push rods 12 onto two counter-rotating crankshafts 4a and 4b, where a linear motion turns into a counter-rotational motion of both pairs of power output shafts 7 which project from crankshafts 4a and 4b and are directed in an opposite direction. Drive derived from said shafts is transferred onto rotor systems 29.

In one embodiment of the present invention power output shafts 7 drive two counter-rotating pairs of rotor systems 29 via individual couplings 35.

In another embodiment of the present invention each of two counter-rotating power output shafts 7, included in one of two pairs of said shafts, drives two rotor systems 29 via transmission systems with the use of individual couplings 35. As a result eight rotor systems 29 are driven and each two pairs of said systems come from each pair of counter-rotating power output shafts 7 which are led out of one of two crankshafts 4a and 4b.

The operation of the electrical machine system described above is related to the induction effect of magnetic fields of magnetic dipoles 30c, which are situated in rotor rims 30b that are in a rotary motion, on electromagnetic coils of induction coils 31a located on stator rims 31.

In the case of the generator work of said system, electric currents are alternately induced in particular induction coils 31a of the stator rim 31 which have a magnitude which is proportional to the speed of rotors 30 that rotate. Said rotors 30 are directed towards the electrical energy collection and discharge assembly 33 via the commutation system 32 under the control of the control system 34.

The system collects and stores the torque energy of rotors 30. When a situation requires strengthening the engine 1 operation, electrical energy stored in the electrical energy collection and discharge assembly 33 can be directed towards induction coils 31a of rotor systems 29 which undergo an operating mode at that time and thus impart torque to the internal combustion engine 1. The commutation system 32 contributes to that as it recurrently connects particular groups of induction coils 31a to the electrical energy collection and discharge assembly 33 under the control system 34. Rotors 30 which operate in an engine mode can be also used as a starter system for the internal combustion engine 1. The advantage of the drive system according to the present invention is the connection of the combustion drive and the electric drive based on rotors 30, which enables the flow of energy between said drives and hence the usage of fuel is substantially lower. The internal combustion engine 1 can be driven with the use of different types of fuel, which allows detonation of hydrogen given the compensation construction of the piston assembly 13. Thanks to the injection of water into the cylinder 2 following the injection of heated fuel and the occurrence of oxygen enriched air in the chamber the temperature is increased and the efficiency of combustion is improved. The internal combustion engine 1 power is increased in this way and at the same time the usage of fuel is substantially lower, in particular in the case of diesel oil. The effect is that combustion of fuel is cleaner and harmful exhaust gases are considerably reduced. What is also advantageous is the location of each pair of counter-rotating rotors 29 on one axis of power output shafts 7, which reduces the impact of rotary motion of the rotors on the stability of objects powered by the drive system according to the present invention.

List of references - internal combustion engine

- cylinder

a, 2b - combustion chambers below a pistonc - combustion chamber between pistonsa, 3b - engine cases

a, 4b - crankshafts

- crank element

a - connecting shaft

- distance bearing

- power output shaft

- synchronizing shaft

- transmission element

0 - connecting rod

1 - transverse shaft

2 - push rod

3 - piston assembly

3a - working piston

3b - compensating piston c - piston slide bearing

d - spiral spring

e - blocking element

f— piston side groove

- partition

- slide bearing of partition

- fuel injector

- steam injector

- ignition element

- fuel dosing device

- exhaust pipe

- fuel heater

- steam pipe

- steam dosing device

- steam producer

- water tank

- inlet port of compressed air - oxygen separator

- outlet port of combustion products - rotor system

- rotor a - end of rotor blade

b - rotor rim

c - magnetic dipole

- stator rim

a - induction coil

- commutation system

- electrical energy collection and discharge assembly - control system

- coupling

- intermediate shaft

- drive shaft

a, 38b, 38c - transmission systems