DE1017411B - Internal combustion engine with free-flying piston - Google Patents

Description

In contrast to aircraft propulsion, which only have a certain speed range must be operated with optimum efficiency, is required for land vehicle drives at the highest Efficiency over the entire speed range. For reasons of efficiency comes the Gas turbine out of the question, at least for small land vehicles, and also for large vehicles will be many years, if at all, until with because of the fundamental developments a serial introduction can be expected.

The piston, sliding up and down in a cylinder and sealed by piston rings, provides that Machine element that causes the least interference. With piston can because of the possibility highest compression the best thermal efficiency never achievable by a turbine will. The disadvantage of today's piston engines is not due to the piston itself, but is attributable to the transmission losses that occur in the mechanical transmission of the force to the Crankshaft mainly occurs due to the side forces. Another disadvantage of the previous piston machines is the constant compression ratio, which means positive ignition in Otto engines and in Diesel engines take special measures to prepare the fuel for ignition (pre-chamber, air reservoir and the like) must be applied.

An internal combustion engine with a free-floating piston is already known, which is connected to the drive shaft Via a rocker arm mechanism which has lever arms that can be adjusted in terms of the effective length, and is non-positively connected via mechanical couplings effective in one direction of rotation, wherein this connection is only interrupted at the moment of piston reversal.

The invention also relates to such an internal combustion engine. The task is yours to make this machine more reliable.

The inventive solution to this problem is that the coupling members are mounted in a yoke pivotable to change the transmission ratio around the drive shaft and that two fork levers hinged on the piston with grooves are used as rocker arm gear, in which oppositely directed rocker arms engage with sliding bodies. As coupling elements, spring band clutches, which are known per se and transmit the torque only in one direction of movement of the piston, are preferably used, which are attached to flanges which are firmly connected to the rocker arms and which act on clutch drums, the internal combustion engine
with free-flying piston

Applicant:

Dr.-Ing. Hermann Klaue,
Ueberlingen (Lake Constance), Vanottihaus

Dr.-Ing. Hermann Klaue, Ueberlingen (Lake Constance), has been named as the inventor

are rigidly connected to the drive shaft via gears.

Such a motor has the following advantages over the known internal combustion engines:

1. The engine can work with compression ignition. Inferior fuels can therefore be processed will. In contrast to the previous gasoline and diesel engines, there is ignition at the moment even no rigid connection between piston and drive; only at the moment when the downward moving Piston has reached the speed required to engage the spring clutch Frictional connection. The high compression required because of the self-ignition results in a high thermal compression Efficiency achieved.

2. As a result of the continuously changed translation, the working piston works with a constant constant Frequency. As a result, thermal advantages are achieved because of the constant load. In addition, the gas exchange can be adjusted to the frequency of the piston, which is special improved efficiency in two-stroke operation.

3. The piston only transfers small side forces to the cylinder liner, so that the forces caused thereby mechanical losses are eliminated. Therefore, the working frequency can be increased.

1 to 3 show an embodiment of the invention and an internal combustion engine illustrated with a free-flying double-acting piston.

Fig. 1 shows the view of the internal combustion engine with a double ring piston and a section through the output housing along the line CD in Fig. 3, wherein the continuously variable output can be seen. The cross section along the line EF in FIG. 1 through the output of one side is shown in FIG

709 'TQO / 209

Claims (2)

A longitudinal section through the internal combustion engine along the line A-B in FIG. 1 is illustrated in FIG. 3. In the figures, 1 and 2 denote the double piston connected by webs 3 and 4. This swings back and forth in the cylinder 5 and drives 5 via springs 6 and 7 and sliding sleeves 8 and 9 to the eccentric 10 of the eccentric shaft 11, which is coupled to the flywheel 12, the charging fan 13 and the cooling fan 14. The rotary slide valve 15, which controls the inlet into the cylinder 5, is also driven by the flywheel. The drive forces are transmitted to the rocker arms 19 and 20 via fork levers 17 and 18 mounted in the housing 16. For this purpose, a groove 21 and 22 is provided in each of the fork levers 17 and 18. Sliding bodies 23 and 24, with which the rocker arms 19 and 20 are pivotably coupled, are arranged in these grooves so that they can be displaced longitudinally. The rocker arms are mounted in an adjustable yoke 25 and are in a non-positive connection via shafts 26 and 27 with the flanges 28 and 29, to which the clutch springs 30 and 31 are in turn attached. The shafts 26 and 27 carry the gears 32 and 33, each of which is rigidly coupled to a drum 34 and 35, respectively. This drum is entrained in one direction of rotation by the coupling spring 30 or 31 oscillating with the flange 28 or 29, respectively. The drive torque is transmitted from the gear 32 to the gear 37 firmly connected to the output shaft 36 and from the gear 33 via the intermediate gear 38 to the gear 39 which is also firmly connected to the output shaft. By pivoting the yoke 25, the sliding bodies 23 and 24 slide along in the grooves 21 and 22. As a result, the path length of the power transmission from the fork levers 17 and 18 to the rocker arms 19 and 20 and thus the translation is changed. When the gears 32 and 32 have reached the position indicated by dash-dotted lines in FIG. 1, then idling is set. The adjustment of the yoke 25 takes place in the example shown - as can be seen from FIG. 1 - via a threaded spindle 40 and a nut 41. Of course, the adjustment could also be carried out automatically, either as a function of the torque or the speed. Patent λ ν s ρ r (J c η ε: 1. Internal combustion engine with free-floating piston, which is positively connected to the drive shaft via a rocker arm mechanism which has adjustable lever arms with respect to the effective length, and via mechanical couplings effective in one direction of rotation, this connection being interrupted only at the moment of piston reversal, characterized that the coupling elements (30, 31, 34, 35) are mounted in a yoke (25) which can be pivoted about the drive shaft (36) to change the transmission ratio and that two fork levers (17/18 ) with grooves (21, 22) , in which oppositely directed rocking levers (19, 20) engage with sliding bodies (23, 24). i 2. Internal combustion engine according to claim 1, "characterized in that as coupling elements known per se, the torque only in one direction of movement of the piston (1,2) transmits ^ ide spring band clutches (30, 31) are used which are attached to flanges (28, 29 ) are attached, which are firmly connected to the rocker arms (19, 20) and act on clutch drums (34, 35) which are rigidly connected to the output shaft (36) via gears (32, 37 or 33, 38, 39) are connected. Considered publications: German patent specifications No. 803 499, 693 258, 817, 481 155, 476 666; Swiss Patent No. 302 669; French patents nos. 978 004, 509 010. 1 sheet of drawings © 709 700/209 10.