SYSTEM FOR CONSTRUCTION OF PUMPS, COMPRESSORS AND ROTARY ENGINE COMPOSED OF TWO ROTORS WITH ONE, TWO OR MORE DISPLACER'S EACH, THAT MOVE THEMSELVES IN THE SAME DIRECTION AT SPEEDS THAT ARE VARYING AND ALTERNATIVLY OPPOSITE EACH OTHER

Abstract

The new system is characterized by the fact that the displaced volume and the relative position of the intake, exhaust ports (31,30), sparkplugs, etc. in relation to the displacers (1,1′ and 3,3), may be varied by modifying the angular and linear distance between the geometric axes of the double crankshaft (11), allowing this oscillating movement of varying speed, and the geometric axis of the arms (6,7) attached to the rotor with their respective displacers. By placing the double crankshaft (11) or the positive displacement machine on a chute (13) or sliding axes and change by means of a spindle (14) the distances between the geometrical axes, modify also the level of maximum and minimum distance among the displacer's. By modifying the angular distance between the fixed parts of the chamber and the double crankshaft the position of the intake and exhaust ports is also changed, this alteration can be operated with the system detained or in movement in a manual form or motorized and computerized form.

Description

FIELD OF INVENTION

The present invention refers to a system for the construction of pumps, compressors and rotary engine composed of two rotors with one, two or more displacers per rotor, so as to create among the displacers two or more chambers, depending on the quantity of displacers per rotor. The chambers vary in volume according to the degree of separation between the pistons caused by velocities that are varying and alternatively opposite between the two rotors. This variation in speed is produced by a system composed of a double crankshaft and connecting rods for sliding or rotating that work in opposite positions articulating with the arms attached to each of the rotors and at a distance from their geometric axis. This distance allows the variation of the length of the radio in which the movement is broadcast, thus transforming a continuous movement of the double crankshaft in a varied movement of acceleration and deceleration in the rotors with their displacers or vice-versa.

The new system is characterized by the fact that the displaced volume can be varied, altering the distance between the geometric axes from the double crankshaft that articulates this oscillating movement of varied speed and the geometric axis of the arms attached to the rotors with their respective displacement. By placing the double crankshaft or the positive displacement machine on a chute or on sliding axes and change by means of a spindle the distances between the geometric axes, there is also a change of the degree of maximum and minimum distance between the displacers, thus changing the volume displaced. This displaced volume change can be modified with the system in movement or static.

The movement of this spindle can be manual or mechanical through a suitable electric motor, which obeys a computerized program with pre-established answers, maintained by readings of temperature sensors, speed, torque, burning quality, etc. and other supplied information. This way the compression rate of an engine, or a compressor, for example, could be modified during their operation, optimizing their performance.

To ensure that the change in distance between the geometric axes of the arms of the rotors and the double crankshaft does not improperly change the relative placement of the intake and exhaust ports, or the position of the spark plug in the case of a combustion engine, this invention also proposes a mechanism that permits a variation of the relative position between the fixed part of the chambers where there are the intake and exhaust ports, spark plugs, valves, etc. of the rotors with their respective displacers.

This change in position can be done by moving in a sliding manner the fixed parts of the chamber where the intake, exhaust ports etc. are placed around the geometric axis of the rotors through the gearing (see FIG. 2) of a spindle attached to an arm, for example. Another possibility is moving the angular distance between the geometric axis of the double crankshaft around the geometric axis of the rotors, thereby changing the relative position between the fixed part of the chamber and the rotors with their displacers (see FIG. 6). This can be done by putting inside the bearings that support the double crankshaft, a spindle system which allows changing the angular distance in a sliding order, or putting the bearings in a sliding order to move it on an inclined plane, which changes in the right measure the linear distance and angle between the geometrical axis of the rotors and the double crankshaft. In this way it modifies the compression rate with the relative position of the fixed parts of the chamber. This option offers the possibility to increase the rate of displacement with the opening time of the suction in relation to the speed of the system.

This displacement can be done through a manual mechanism or moved by a step engine, controlled by a computerized program, up to the desired position, according to readings of sensors of speed, torque, temperature, etc.

This way it is also possible to advance the position of the intake ports so that they remain open for longer periods at higher speeds and thus increase the volumetric efficiency of the system, adapting it to different velocities.

When these rotary machines of positive variable displacement are built with one displacer per rotor, FIGS. 1 and 3 (a-b), they relate themselves with the double crankshaft and their sliding or rotating connecting rods through arms firmly attached to each rotor.

When using two or more displacers per rotor, FIGS. 2 and 5 (a and b), the new system is characterized by replacing the attached arms directly to the rotors by a pair of larger gears that mate with another pair of smaller gears attached to the arms. The gears attached to the arms connect themselves in opposite positions with the double crankshaft through sliding or rotating rods, and thus allow the movement at varying and alternatively opposite speed of both rotors with their displacers. The size of the gear and the number of teeth should be proportional to the amount of displacers that supports each rotor. Operating a reduction to half when there are two displacers per rotor, a third for three displacers per rotor, a quarter for four displacers, and so on.

The double crankshaft with its articulated or sliding connecting rods working at a distance from the geometric axis of the rotors produce at each 180° a cycle of acceleration and deceleration of these rotors. When rotors with two pistons each are used, this innovation proposes a geared system of reduction that transforms the cycle of acceleration and deceleration caused by the removal of the geometric axes at each 180° by means of reduction gear from 2 to 1 in 4 cycles, where, for example, a rotor will run through 45° and the other 135° and in the other 180°, already gone through by the crankshaft, will reverse the set of movement of rotors and that rotor which moved 45° will run over 135° and the other 45° (FIG. 5).

In this way two rounds of 360° from the double crankshaft will be necessary to produce a 360° rotation in the rotors, the four chambers bounded by these four pistons increase or decrease its volume, accomplishing the 4 sections of a combustion engine (intake, compression, combustion and exhaust). This makes possible, in the case of an internal combustion engine, four complete Otto cycles around the two rotors at every two rounds of the double crankshaft with its sliding or rotating rods.

THE TECHNIQUE CONDITION AND THE PRESENT INVENTION

The energy and environmental crisis caused by technology pollutants of low energetic productivity, demands new equipments in the field of compressor, engines and pumps that reduce the environmental impact, bringing down to the most the harmful emissions and making as much use as possible of the energy consumed. The use of new renewable fuels such as bio-diesel, ethanol, hydrogen or other less polluting fuels like natural gas, requires combustion engines that can operate efficiently with different types of fuels. So “flexible” engines have been developed which, through an electronic pre-programming, are altering the parameters of feeding and ignition according to the reading of sensors, adjusting them to different types of fuels. Although these electronic mechanisms make the combustion engines flexible, they can not cover very different kinds of fuel of compression (diesel and petrol, for example) and they cannot get good productivity for any of these, since the compression rate continues fixed, preferably suitable for the fuel that demands less compression.

The variation of compression rate offers an interesting solution, seeing that in the case of internal combustion engines, it will allow the use of different fuels in an optimized manner using the compression rate specified for each fuel.

It should be noted that the alternative piston or rotary eccentric engines, as the Wankel engine, work with a fixed compression rate determined to prevent pre-detonation, which is why they work with lower rates of compression to prevent pre-detonation in low-speed, so that even in low rotation the dreaded pre-detonation will not be produced. The variation of compression rate while the engine is functioning at different revolutions per minute, taking into account the operating temperature, etc. will permit a better use of different fuels without the risk of pre-detonations. This invention allows the modification of the compression rate and the positioning of the intake and exhaust ports optimizing its volumetric efficiency according to parameters of speed, torque and temperature, providing better combustion of fuels, which means lower levels of pollution and more energetic use.

In the case of compressors such as the ones for refrigeration, the market demands a very good energetic efficiency. For this reason electronic systems have been developed which vary the speed of the compressor, adjusting the velocity to the desired temperature. So the constant stops and starts which increase energy consumption and also affect the electric motors of compressors are avoided.

By changing the rate of compression a continuous operation can be obtained adjusting the rates of compression to the desired temperature at a given constant speed, without stops or interruptions at lower cost of equipment.

In the case of using this new technology in pumps, you can vary the volume of fluid displaced.

Several types of compressors, pumps and rotary engines have been invented based on the motion of two rotors with at least one piston each, moving at varying and alternatively opposite speeds. This movement of change of speed is done through different mechanisms from which we can basically enumerate:

1) Planetary gear systems

2) Systems with elliptical gears

3) Systems with sliding rods

4) Systems with rotating rods

The systems that use elliptical or planetary gears, when establishing fixed relations between the geometrical axes of the motor (engine, compressor or pump) and the mechanism of motion, do not allow variation of the volume displaced in the case of pumps, or the variation of compression rate for engines or compressors. The new system, as proposed in this invention, use double crankshaft with sliding or rotating rods utilizing a mechanism which permits a variation of the distance between the geometric axes of the actuation system and the engine, compressor or pump, making possible a variation in the rate of volumetric displacement of the chambers.

The systems of crankshaft with sliding or rotating rod, according to this invention, were designed to work with fixed distances between the geometric axes, with prefixed compression rates.

It should also be highlighted that the systems, according to the present invention, with double crankshaft, with sliding rods or rotating rods, only work well when using just one piston per rotor. When using, for example, the total of two displacers of 90° each, one per rotor, it is necessary to separate the geometric axis of the crankshaft from the geometric axis of the arms of the rotor, so that at a 180° displacement of the crankshaft a movement of 270° is transmitted in one of the rotor, and the other 90°, by reversing the relationship of transmission of the first rotor, will go through 90° and the second 270° and so on, producing thereby two approximations in the same place, around the crankshaft, see FIGS. 3a-3b.

When using two displacers per rotor it is not possible to produce the approximations at the same point of the chamber, being only 90° away, alternately, in each half cycle of the crankshaft, see FIGS. 4a-4b.

By using two pistons per rotor, their approximation occurs in different places, which prevent fixed points for the ignition, suction and exhaust.

The angular distance of about 90° between the two compressions will make necessary, in the case of an internal combustion engine, the need of more than two inputs of air and fuel and two outputs in different positions for the exhaust, which would implicate the use of a complicated system of valves.

Finally, we would have just two cycles around the engine and not four as this new system can produce, which reduces twice the mechanical work and the friction of system. By increasing the number of Otto cycles there is also a reduction of rubbing, space, weight, volume and costs by 50%.

If a total of four displacers are used instead of two (2 per rotor) and if a range of 45° is provided for them, for example, so as to leave free for the four chambers they limit, two chambers with 90° of maximum separation and two with maximum approximation between the displacers, the displacers can only be moved without collisions separating the axis of the rotor from the crankshaft to create such an eccentricity that at the displacement of 180° of the crankshaft, it makes the first rotor with its respective displacers 1 and 1′ run through and an angle of 225° and the other one with its displacers 2 and 2′ go through an angle of 135° so producing a first approach between the four displacers 1 and 2 and and 2′. In the second movement of 180° of the crankshaft, the relation of the movement will be reversed and the first rotor will run an angle of 135° while the second rotor will do an angle of 225° resulting in the second approach which will inevitably happen at a different point of 90° from the first, see FIG. 4 (a-b). It should also be noted that the approximation always happens with one of the four displacers alternating with two others so much that the fourth displacer will never be exposed to an explosion, which will bring about, in the case of a combustion engine, an extra heating of the piston that receives two explosions per round and an uneven expansion of the displacers which only receive the heat of the explosion on the same side.

This phenomenon was not understood by any of the inventors who sought patents for the systems with sliding or rotating rods to work with two pistons per rotor, because these inventors wrongly imagined that the compressions would take place at the same place in the chamber and that the engine could operate only with two ports, one for entry and the other for exit of the fluid, and that, consequently, there will be no need for valves, nor a sparkplug, nor special systems for cooling the pistons.

To avoid all these problems and increase the yield of the engine, reducing its weight, volume, friction, eliminating valves, simplifying the ignition system and feeding and cooling, and reducing manufacturing costs, the new system proposes using a reduction geared with 2-1 in the case of 4 pistons, so that when the double crankshaft run through 180° and this movement become a movement via rods of 270° and 90° in each of the rotors, the movement is reduced by the gear attached to the rotors and the arms at the displacements of 135° and 45°, respectively, for each of the rotors. See FIGS. 5a-5b.

By reducing through the gears the displacement of the rotor, we get four complete cycles around the engine and not two as it happens without reduction; the displacers will all reach up at the same point, using different sides in each approximation.

When the rotors support three or more displacers each, they should be united, each one to gears that are articulated with smaller gears in proportion to the amount of displacers that each rotor supports, being of a third of the diameter for three displacers per rotor, a quarter for four displacers per rotor and so on.

THE PRESENT INVENTION

Thus, this invention provides a system for the construction of pumps, compressors and rotary engine composed of two rotors with one, two or more displacers each, which move in the same direction at speeds that are varying and alternately opposite one another, using a system of double crankshaft with connecting rods or sliding and rotating rods, characterized by the fact that the displaced volume rate can be modified changing the distance between the geometric axis of the arms attached to the rotors and the geometric axis of the double crankshaft.

In a preferred implementation of the system of this invention, when the rotors support only one displacer each, they should be united each, directly to the arms that connect themselves in opposite positions with the double crankshaft articulating itself through sliding rods or rotating rods.

In another preferred implementation of the system of this invention, when the rotors support two displacers each, they should be attached each to bigger gears related to other smaller gears, half the diameter of the first, each attached to arms that connect at opposite positions with the double crankshaft through sliding rods or rotating rods.

Still in a preferred implementation of the system of this invention, when the rotors bearing three or more displacers each are attached to each to gears, which are articulated with smaller gears attached to arms that are connected in opposite positions with the double crankshaft through sliding rods or rotating rods, the proportion of reduction between gears depends on the amount of displacers that each rotor supports, being a third of the diameter for three displacers per rotor, a quarter for four displacers per rotor and so on.

In another preferred implementation of the system of this invention, the double crankshaft or the set of rotors and arms are fixed on rails or sliding axes and can be mechanically moved changing the distance between their geometric axes by means of a spindle, so as to vary the distance between the displacers thereby changing the displaced volume or the compression rate of the two sets of pistons in a gradual manner whether the system is static or moving.

In another preferred implementation of the system of this invention, the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the exhaust and intake ports, sparkplugs, etc. can be modified changing the angular distance of the fixed part of the chamber, in relation to the geometric axis of the rotors and their respective arms and vice versa.

Still in another preferred implementation of the system of this invention, in which the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the exhaust and intake ports, sparkplugs, etc. can be modified, this change is done by moving the fixed part of the chamber by means of a spindle or by gearing, changing the angular distance in relation to the geometric axis of the rotors, thereby changing the relative position between the fixed part of chamber and the rotors with their displacements.

In another preferred implementation of the system of this invention, in which the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the exhaust and intake ports, sparkplugs, etc. can be modified, this modification may be done putting the bearings that support the double crankshaft on sliding rails and using a spindle system that allows changing in a sliding manner the angular distance between them.

In another preferred implementation of the system of this invention, the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the exhaust and intake ports, sparkplugs, etc. can be modified together with the compression rate putting the bearings in a sliding manner on rails from a inclined plane to move it by means of a spindle so as to change in the right measure the compression rate together with the relative position of the ports in relation to the displacers.

In another preferred implementation of the system of this invention, the linear and angular distance between the geometric axes of the arms attached to the rotors and the double crankshaft with sliding or rotating rods can be modified manually or mechanically by means of a motor attached to the spindle or gears, and, the movement of that motor can be programmed electronically via a computer informed by a set of sensors, whether the system is static or in motion.

In another preferred implementation of the system of this invention, it is used for the construction of pumps, compressors, internal combustion engines, thermal engines, hydraulic engines or pneumatic engines.

BRIEF DESCRIPTION OF FIGURES

FIG. 1 refers to a cut of a view over a system with two rotors, one internal 2 and one external 4 which are supported by a fixed frame 5, with one displacer each 1 and 3. attached directly to arms 6 and 7 that are articulated through sliding rods in the form of bushing 8 and 9 moving in opposite positions on a chute 10 of a double crankshaft 11 that moves supported by a bearing 12 at a distance from the geometric axis of the rotors' arms 6 and 7 so as to move the sliding rods 8 and 9 in an eccentric manner on the chute 10, and thus change the length of radio in which the motion is transmitted, changing the speed of both rotors 2 and 4 with their displacers 1 and 3. The bearing 12 that supports the double crankshaft 11 works on the chute 13 and can be moved in sliding manner by means of a spindle 14 driven by a step engine with geared reduction 15 thereby changing the distance between the geometric axes of the arms 6 and 7 and double crankshaft 11, varying that way the distance between the displacers 1 and 3 and thus the volume displaced by the chambers.

FIG. 2 refers to a cut of a view over a system with two rotors, one internal 2 and one external 4 supported by the structure 5 with two displacers each 1 and 1′ and 3 and 3′. The displacers 1′ and 3′ do not appear in the cut joined to the bigger gears 16 and 18 which mate with smaller gears, of half the diameter 17 and 19 joined to arms 6 and 7 which are articulated by means of sliding axes 22 and 23 with rotating rods 20 and 21 placed in opposite positions of a double crankshaft 11 joined by sliding axes 24 and 25 which move supported by a bearing 12 separated from the geometric axis of the rotors' arms 6 and 7, so moving the rotating rods 20 and 21 in an eccentric way in relation to the geometric axis of the rotors' arms, and thus change the length of radio in which the motion is transmitted, changing the speed of both rotors 2 and 4 with their displacers 1′, 1 and 3, 3′. The bearing 12 that supports the double crankshaft 11 works on a chute 13 and can be moved in a sliding manner by means of a spindle 14 through a step engine with geared reduction 15 thereby changing the distance between the geometric axes of the arms 6 and 7 and of the double crankshaft 11, varying that way the distance between the displacers 1 and 1′ and 3, 3′ and thus the volume displaced by the chambers.

The structure 5 that has a side wall which forms part of the chamber where there are the suction and exhaust ports 30 and 31, is attached to a gear 27 which connects with another gear 28 attached to an electric step engine 29 that when in movement goes angularly to the structure 5 supported by sliding bushing 26 modifying the position of ports 30 and 31 in relation to the displacers 1, 1′ and 3, 3′ being able to change the suction and discharge time.

FIGS. 3a and 3b refer to a cut in a side view of a compressor with a displacer per rotor 1 and 3 of 90° each, where you can see the sequence of FIG. 3a to FIG. 3b in a movement of 180° of the double crankshaft 11 in a clockwise direction. This displacement is articulated with rotating rods 20 and 21 joined directly to arms 6 and 7. It may be noted that at each 180° of displacement of the double crankshaft (figures a and b) an approximation of the piston is produced 1 and 3 and 3 and 1 alternately, at the same point of the chamber.

FIGS. 4a and 4b refer to a cut with a side view of an engine with two rotors supporting two pistons each 1 and 1′ and 3 and 3′ directly linked to arms 6 and 7 which work with a double crankshaft 11 with rotating rods 20 and 21. At each 180° in clockwise motion, from the axis shown in FIGS. 4a and 4b an approximation of the piston is produced 1 and 3 and 3′ and 1 alternatively at an angular distance of 90° between each approach they make.

FIGS. 5a and 5b refers to a cut with a side view of an engine with two rotors bearing two pistons each 1 and 1′ and 3 and 3′ linked to bigger gears 16 and 18 which articulate with the lower gears of half the diameter of 17 and 19 joined to arms 6 and 7. This geared reduction reduces to half the oscillatory movement articulated by the double crankshaft 11 with rotating rods 20 and 21 connected to the arms 6 and 7. At each 180° in clockwise movement of the double crankshaft 11 shown in FIGS. 5a and 5b an approximation of the pistons is produced 1 and 3 and 3 and 1′ in the other 180° of the movement of the double crankshaft two other approximations between the piston are produced 1′ and 3′ and 3′ and 1 to restart again the same cycle.

FIG. 6 refers to a cut in a side view of a system to move the double crankshaft 11 in relation to the geometric axis of the arms attached to the rotors 32. The bearing 12 with its support 34 moves on a chute 13 activated by the spindle 14 being driven by the engine 15 in the horizontal direction, changes the distance between the axes.

The spindle 33 driven by the engine 29 when moving vertically the bearing 12 supported by structure 34 sliding on the rails 35 modifies the angular distance of the double crankshaft 11 with the axis of the rotors' arms 32, thus changing the relative position of the intake and exhaust ports in relation to the displacers, increasing or decreasing the time of suction and exhaust and the position of the sparkplug.

CONCERNING THE FIGURES THE NUMERICAL REFERENCES ARE

• 1—Displacer of the internal rotor
• 2—Internal rotor
• 3—Displacer of the external rotor
• 4—External rotor
• 5—External lateral structure of chamber
• 6—Internal rotor arm
• 7—External rotor arm
• 8—Sliding rod of the internal rotor
• 9—Sliding rod of the external rotor
• 10—Chute of the double crankshaft
• 11—Axis of the double crankshaft
• 12—Bearings of the double crankshaft
• 13—Sliding chute for the bearing of double crankshaft
• 14—Spindle
• 15—Engine
• 16—Larger gear of the internal rotor
• 17—Smaller gear of the arm of the internal rotor
• 18—Larger gear of the external rotor
• 19—Smaller gear of the arm of the internal rotor
• 20—Rotating rod of the set of external rotor
• 21—Rotating rod of the set of internal rotor
• 22—Articulation axis of the external rotor arm with the rotating rod
• 23—Articulation axis of the internal rotor arm with the rotating rod
• 24—Articulation axis of the rotating rod of the internal rotor set with the double crankshaft
• 25—Articulation axis of the rotating rod of the external rotor set with the double crankshaft
• 26—Sliding bushing where the structure 5 is dislocated
• 27—Larger gear united to structure 5
• 28—Electric engine gear
• 29—Electric engine
• 30—Exhaust port
• 31—Intake port
• 32—Geometric axis of the arms attached to the rotors
• 33—Spindle to change the angular distance
• 34—Porter structure of the bearing 12
• 35—Sliding chute of the structure 34

Claims

1. System for the construction of pumps, compressors and rotary engine composed of two rotors (2,4) with one, two or more displacers each (1,1′ and 3,3′), that move in the same direction at speeds that are varying and alternately opposite one another, using a system of double crankshaft (11) with sliding rods (8,9) and with rotating rods (20,21), characterized by the fact that the volumetric displaced rate can be altered changing the distance between the geometric axis of the arms (6,7) attached to the rotors (2,4) and the geometric axis of double crankshaft (11).

2. System according to claim 1, characterized by the fact that when the rotors (2,4) support a single displacer each, each one should be united directly to the arms (6,7) that connect themselves at opposite positions with the double crankshaft (11) being articulated be means of sliding rods or rotating rods.

3. System according to claim 1, characterized by the fact that when the rotors (2,4) support two displacers each (1,1′ and 3,3′), each one should be attached to larger gears (16,18) that mate with other smaller gears (17,19), with half the diameter of the first, each one united to arms (6,7) which are connected in opposite positions to the double crankshaft (11) through sliding rods (8,9) or rotating rods (20,21).

4. System according to claim 1 characterized by the fact that when the rotors that support three or more displacers each are united each to gears that are articulated with smaller gears linked to arms which are connected in opposite positions with the double crankshaft by means of sliding rods or rotating rods, the proportion of reduction between gears depends on the amount of displacement that each rotor supports, being of a third of the diameter for three displacers per rotor, a quarter for four displacers per rotor and so on.

5. System according to claim 1, characterized by the fact that the double crankshaft (11) or the set of rotors (2,4) and arms (6,7) are fixed on rails (13) or sliding axes and can be mechanically moved changing the distance between their geometric axes by means of a spindle (14), so as to vary the distance between the displacers thereby changing the dislocated volume or the compression rate of the two sets the pistons (1,1′ and 3,3′), in a gradual manner whether the system is static or in movement.

6. System according to claim 1, characterized by the fact that the relative position between the rotors (2,4) and their displacements (1,1′ and 3,3′) with the fixed parts of the chamber (5) where there are the ports of intake (31) exhaust (30), sparkplugs, etc. can be modified changing the angular distance of the fixed part of the chamber (5) in relation to the geometric axis of the rotors and their respective arms (6,7) and vice versa.

7. System according to claim 1, in which the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the intake and exhaust ports, sparkplugs, etc. may be altered, characterized by the fact that this changing is done moving on a sliding bushing (26) the fixed part of the chamber (5) by means of a spindle or gears (27, 28), changing the angular distance on the geometric axis of the rotors, thereby changing the relative position between the fixed part of the chamber (5) and the rotors (2,4) with their displacements (1,1′ and 3,3′).

8. System according to claim 1, in which the relative position between the rotors and their displacers with the fixed parts of the chamber where there are the intake and exhaust ports, sparkplugs, etc. may be altered, characterized by the fact that this change may be done by putting a bearing (12) that supports the double crankshaft (11) on a structure (34) which moves on sliding rail (35) and using a system of spindle (33) that allows the changing in a sliding manner the angular distance between them.

9. System according to claim 1, characterized by the fact that the relative position between the rotors (2,4) and their displacements (1,1′ and 3,3′) with the fixed parts of the chamber (5) where there are the ports of intake (31) exhaust (30), sparkplugs, etc. can be changed jointly with the compression rate by putting bearings in a sliding form on rails, on an inclined plane, to move the form by means of a spindle in order to change in the right measure the compression rate together with the relative position of ports in relation to the displacers.

10. System according to claim 1, characterized by the fact that the linear and angular distance between the geometric axes of the arms (6,7) attached to the rotors and the double crankshaft (11) with sliding or rotating rods can be modified manually or mechanically by means of an engine (15,29) attached to a spindle (13,33) or gears (27,28), and, the movement of the engine can be programmed electronically via a computer informed by a set of sensors, whether the system is static or in motion.

11. System according to claim 1, characterized by the fact of being used for the construction of pumps, compressors, internal combustion engines, thermal engines, hydraulic engines or pneumatic engines.