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EP0799365A1 - Oscillating piston engine and oscillating piston compressor - Google Patents

Oscillating piston engine and oscillating piston compressor

Info

Publication number
EP0799365A1
EP0799365A1 EP95940939A EP95940939A EP0799365A1 EP 0799365 A1 EP0799365 A1 EP 0799365A1 EP 95940939 A EP95940939 A EP 95940939A EP 95940939 A EP95940939 A EP 95940939A EP 0799365 A1 EP0799365 A1 EP 0799365A1
Authority
EP
European Patent Office
Prior art keywords
piston
pendulum piston
cylinder head
center
cylinder
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP95940939A
Other languages
German (de)
French (fr)
Other versions
EP0799365B1 (en
Inventor
Willy Ernst Salzmann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
SALZMANN, WILLI ERNST
Original Assignee
Salzmann Willy Ernst
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Salzmann Willy Ernst filed Critical Salzmann Willy Ernst
Publication of EP0799365A1 publication Critical patent/EP0799365A1/en
Application granted granted Critical
Publication of EP0799365B1 publication Critical patent/EP0799365B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/02—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with crankshaft
    • F01B9/026—Rigid connections between piston and rod; Oscillating pistons
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B11/00—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type
    • F01B11/004—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction
    • F01B2011/005—Reciprocating-piston machines or engines without rotary main shaft, e.g. of free-piston type in which the movement in the two directions is obtained by two single acting piston motors, each acting in one direction with oscillating pistons, i.e. the pistons are arranged in ring like cylinder sections and oscillate with respect to the center of the ring

Definitions

  • the present pendulum piston engine is the result of decades of research and development in theory and practice with the aim of achieving decisive advantages in terms of simplicity, compactness, weight, construction costs, smoothness, elasticity, consumption, pollutant content, maintenance and recycling.
  • Applications of any size and arrangement appear sensible everywhere, even essential for land and water vehicles (and airplanes) in order to make their necessary reduction and simplification possible in the first place.
  • FIG. 3 further variants of FIG. 1 in a different piston position in the cutout
  • FIG. 6 shows a variant of FIG. 2 with slide bearings in the cutout
  • Fig. 9 shows a lean concept variant of the cylinder head of Fig. 7, and
  • Fig. 10 the bow of a small car in elevation / section with motor according to Fig. 7/9 in a large reduction.
  • the piston crown 1 lies on a circular cylinder with axis 2 of the connecting rod bearing 3, and the cylinder head inner wall A lies at least sectorally on a circular cylinder with axis 5 of the crankshaft bearing 6 (FIGS. 1 to 3).
  • Wall A thus forms the envelope surface of the moving piston crown 1, the following points being important: The leading lateral reversal Point 7 of the piston movement, the sealing point 8 ("Fig. 3), the top dead center 9 (reversal point at the end of the piston stroke), the switchover point 10 and the subsequent lateral reversal point 11 (mirror-symmetrical to 7). Two of these points also appear the crank circuit 12 as 8 1 and 9.
  • spherical or ellipsoidal combustion chamber 13 of the cylinder head 14 has, for example, an injection nozzle and a glow or spark plug 15 in a V arrangement and a wide channel 16 to the rectangular, domed cylinder 17.
  • a seal eg soot deposit
  • the piston crown 1 which is still rising but is already sinking on the right can be braked by the brake
  • sealing point 8 here at 345 ° crank angle
  • driving forces are exerted on the crankshaft, but counter forces arise from the further compression of the intake air Further details are given in FIGS. 3 and 7.
  • the upwardly curved piston crown 1 creates space for well-dimensioned, permanent piston springs instead of the double leaf springs 21 according to FIG. 1 on the left.
  • Continuous sealing springs 22 (FIGS. 1, 2 and 5) ensure permanent abutment of the face seals 23, while guide springs 25 of approximately the same length but axially fixed, for example, to a piston rib 24 guide the pendulum piston between the bulged cylinder walls 26 so that they float on the face ("floating piston ").
  • the side seals 27 and 28 with an L-profile are combined to form sealing grids 29 and are set up, for example, by means of light corrugated springs. All springs are made of highly heat-resistant material and are guided vertically in the piston.
  • the end seals 23 and sealing grille 29 form four overlapped joints at their ends, which are gastight even when worn. Optimized, if necessary coated materials are provided.
  • the face seals 23 according to FIG. 4B run on pivotable sealing rods 30, the outer surface 31 of which are aligned with the preferably circular-arc-shaped cylinder walls 26 and therefore always have surface contact.
  • 4 C shows a rotating ceramic sealing needle 32 as a further variant.
  • the piston plate 33 which is made, for example, of ceramic, forged light metal or thin-walled cast steel, is fixed, for example with the interposition of a wear-resistant, replaceable steel plate 34, by radial aluminum countersunk screws 35 on the connecting rod cover 36 .
  • This connecting rod cover 36 with stiffening and cooling ribs 37 is preferably made of die-cast magnesium and is preferably connected to the connecting rod shaft by pressure welding.
  • one-piece hollow connecting rods with small wall thicknesses and stretch-inhibiting Invar or carbon fiber inserts are also possible by means of melting or sand cores etc.
  • the rectangular bearing 39 serves as the core bearing, through which charge air 40 flows in and out for heat dissipation from the piston plate 33 and the connecting rod cover 36.
  • the edge reinforcement 41 and the hub bevels 42 they guide the charge air into the flushing troughs 44 and flushing channels 45 on both sides) compensate for the weight of the opening 39.
  • the semi-cylindrical connecting rod cover 55 is designed as a counterweight to the piston and connecting rod upper part and is dimensioned with respect to the moment of inertia in such a way that the center of impact of the oscillating parts 33 to 55 (possibly without a slide 48) lies at least approximately in the center 2 of the connecting rod bearing 3.
  • the center 46 of an unguided piston runs on an elongated figure eight. The fine transverse vibrations that occur are absorbed by the guide springs 25 of the piston.
  • the connecting rod bolts 58 are inserted from above; 7, with certain numbers of cylinders, a screw connection from below is necessary in order to be able to remove the crankshaft.
  • Injection-molded plastic plugs 60 are then required to seal the connecting rod loader and can be fixed by a pin 61 which is slightly bent in the middle.
  • the outer surfaces 17 and 55 of the connecting rod supercharger are finely machined and, for example, galvanically or PTFE coated and seal thanks to minimal running play.
  • crankshaft The compact, light and rigid crankshaft according to FIGS. 1, 2 and 6 consists of the shaft journals 63, conical-cylindrical crank disks 64 and crank journals 65 with collars 66 (for good coverage of the crank disks 64).
  • it is mounted on roller bearings and lubricated according to need with oil inlet 67, intermediate seal through disc spring 68, oblique bore 69 and oil outlet on the outer edge of bundles 66 and / or according to FIG. 6.
  • crankshaft intermediate bearings FIG. 8 it is possible to split the plate springs 68 at one point only and spring them open, which simplifies their assembly in the crankcase.
  • plain bearings FIG.
  • the oil is supplied in a similar manner, but for cooling reasons (around ten times the frictional heat) much more, which requires oil recirculation. This takes place between the radial seals 70 and 71 e.g. through holes 72 to 74.
  • a certain amount of escape oil is unavoidable and essential for connecting rod and piston lubrication.
  • the return oil is reused because there is no contact with the fuel gases, which makes oil change unnecessary.
  • the counterweights of the crankshaft are arranged outside the engine, which results in advantages or disadvantages depending on the number of cylinders. Their correct position can easily be ensured by slightly offset a flange bore 75, and a combination with a flywheel and a possible pulley is provided.
  • two meshing gears 77 and 78 are arranged in a space-saving manner on each end face, each with a toothing made of suitable plastic. Static balancing of the fully machined crankshaft is not necessary.
  • the cylinder crankcase 80 encloses the crank mechanism, has coolant spaces and channels for the gas exchange and consists, for example, of suitable, ribbed gray or light metal casting.
  • the air inlet 81 takes place individually for each cylinder via a flat flange 82, the exhaust 83 via a common flange 84, which also includes the coolant inlet 85.
  • the housing 80 is delimited at the bottom by the flat flange 86 at the level of the crankshaft axis 5 and at the top by the curved flange 87 which lies on a circular cylinder with an axis 5.
  • machining of the cylinder space can be done inexpensively by vertical broaching, but separate, arched end wall inserts 88 are then necessary, which can be exchangeable. Without it and underneath, for example, it must be curved up to point 89 and straight from there, but cleared at an angle and a corner piece 90 can be inserted (can be avoided by a somewhat shorter piston), which requires special facilities. Spark erosion offers itself as the simplest and possibly cheapest solution, which is also possible or necessary, for example, at points 47/47 'and 50/51.
  • the lower end of the cylinder crankcase 80 is formed by the crankcase 91, which has a semi-cylindrical cavity 92 under each connecting rod, which closely encloses the moving connecting rod cover 55 and is part of the cylinder space of the integrated, volumetric connecting rod supercharger.
  • Its point of use 93 (with the piston position 94) can be changed to reduce the engine power (e.g. in the case of stationary or vehicle throttle motors) by means of recesses 95 cast on both sides, e.g. postponed to 96.
  • the crankcase 91 is preferably made of die-cast light metal and is machined on the inside by plunge milling or spark erosion. They are fastened by a screw bolt 97 on each side of the main crankshaft bearing 6. This strong simplification may require a defined uneven shape of the upper sealing surface, which is made possible by spark erosion.
  • at least two plastic sleeves 99, spring-loaded via the bolt heads 98 are used.
  • the very simple and compact cylinder head 14 according to FIGS. 1 to 3 will be explained. It preferably consists of die-cast light metal and is stiffened by ribs 101. It is fastened by means of stud bolts 102 (in the case of the single cylinder 6, two-cylinder 9, etc.), its sealing against gas and coolant by means of elastic round cords 103.
  • the coolant connector 104 cast in a known manner does not protrude beyond the engine height (packaging).
  • the combustion chamber 13 is characterized by a e.g. rectangular, vaulted secondary combustion chamber 106, which connects to the inner wall 4 at the switchover point 10 (here, for example, at 2 ° crank angle after 0T 9). The following combustion and workflow can thus be achieved:
  • the electronically controlled, timely pre-injection / pre-ignition and rich air-petrol noise start the pressure increase in the combustion chamber 13, which is designed as a swirl chamber, at a crank angle of 15 ° before 0T 9. Thanks to the soot seal mentioned on page 2 between piston crown 1 and cylinder ⁇ the inner wall 4 of the head, this gas pressure acts only on the piston strip between the reversal point 7 and the sealing point 8 and thus already gives a small torque on the crankshaft (and a small torque caused by the guide springs 25). increasing lateral force).
  • FIG. 7 shows a sealing tongue 112, which can be exchangeably screwed onto the underside of the cylinder head 121 and is made of material that is still to be developed. If successful, e.g. to bring this tongue into the rest position 112 'by spring force, the sealing point 8 shifts to the right to 7. Then, at 16.5 ° crank angle before 0T 9, a drive torque is applied to the crankshaft (instead of a braking torque in conventional pendulum pistons or plunger pistons) . Under the same conditions, the invention results
  • FIGS. 7 and 8 show the housing of a possible (single- or) multi-cylinder series engine in elevation and partial side elevation.
  • This housing 120 matches the crank mechanism according to FIGS. 1 to 6 and is designed as a total monoblock with an integrated cylinder head 121 and exhaust manifold 122 for the greatest possible simplification and stiffening. It can consist of light metal casting or thin-wall gray or steel casting and, preferably hanging on the face-milled flange 123, is roughly and finely machined by spark erosion. This machining can even include the surface of the flushing channels 45 and the exact shape and rounding of the edges of the gas exchange slots 124/125. The rounded corners of the cylinders require correspondingly rounded corners 126 of the end seals 23 (FIG. 5), which also applies to cleared or milled cylinders.
  • the motor housing 120 has a number of threaded eyes 129 for fastening.
  • the combustion chamber 13 corresponds to that of FIGS. 1 to 3.
  • the combustion chamber 13 corresponds to that of FIGS. 1 to 3.
  • the compression ratio when the piston is in position according to FIG. 3 the degree of loading of the connecting rod loader, etc. and if necessary gas, gasoline, diesel or multi-fuel operation is possible and interesting by means of air throttling and jump start systems.
  • the crankcase 130 has a simple air flow regulation on the left. This consists of a crescent-shaped cavity 131 (machining by spark erosion) with the width 132 of the cylinder and crank chamber, an equally wide spring tongue 133 with rivets 134 (or a hinged circular sector plate) and a continuous adjusting shaft 135 with negative cams 136 In position 137 ', adjusting lever 137 relaxes the spring tongue in position 133', which causes the charge air to flow back partially.
  • individual spring tongues 133 can be controlled by cams arranged all around (cylinder deactivation).
  • FIGS. 7 and 8 on the right is just as compact, but more complex and significantly more effective.
  • FIG. 7A shows a corner in horizontal section 139
  • an approximately crescent-shaped sheet metal part 140 can be inserted as a movable side wall on both sides.
  • the radial and in the normal position (parallel walls) is guided by grooves 141 and to the top left by the flange surface 123 (or a stop directly at the point of insertion 142 of the connecting rod loader), to the right by the semi-cylindrical swivel joint 144 according to FIG. 7 A.
  • the movable side walls 140 are opened on both sides by, for example, 3 °, by means of a shaft similar to 135 with alternating left and right hand threads or cams, in which corresponding counter threads or approaches of the walls 140 engage. This flows around the lower part of the connecting rods, which reduces the charge (and its power requirement) at partial load.
  • This flows around the lower part of the connecting rods, which reduces the charge (and its power requirement) at partial load.
  • S Another highlight is the unique gas exchange of this engine in the form of an "S”:
  • the air supply 40 takes place in an optimal manner through the integrated connecting rod charger up to the inlet end 146, where the left connecting rod side opens the return flow channel 147.
  • the flushing is carried out in direct current and with an asymmetrical control diagram (the outlet opens and closes first, a prerequisite for real charging).
  • the narrow piston results in a minimal interface between the inlet and outlet flow (only 55% of a round cylinder of the same area) and therefore less mixing and heat exchange of the gas flows. Because the training let gases are under connecting rod supercharging, there is no need for coordinated, long individual tubes in favor of an integrated collecting tube 122 with conical-cylindrical ends 148/149, if possible on both sides. As a result, the motor housing, which is only two parts and is bolted by tie rods 97 (four for single cylinders, six for two cylinders, etc.), can be used very simply and universally.
  • FIG. 9 shows a cylinder head l6 ⁇ matching FIG. 7 (and 1) with a lean-concept combustion chamber 161 known from OEC (the position of which could be more on the left). New are the squeezing surfaces 163 and 164 lying on a circular cylinder 162 with the center of the crankshaft, which have a time-shifted effect in terms of flow.
  • the piston is normally braked before top dead center, but it is used for comparative tests and as a temporary solution until the cylinder heads shown in FIGS. 1, 2, 7 and 8 are ready for series production.
  • FIG. 10 shows a pendulum piston engine according to FIGS. 7 and 9 with 300 cc displacement and 22 kW / 30 hp per cylinder, inclined transversely and forwardly in the bow of a small car (length 250 to 330 cm, width 140 cm) according to FIG 1 and 1A of WO 92/20563 by the same applicant.
  • This four- to six-seater staggered
  • the front grill 169 and especially 170 open and give good and quick access.
  • the engine cooler 171 can serve as a heater and can be arranged on one or both sides of a 160 1 front luggage compartment 172.
  • the combined brake and accelerator pedal 173 with laterally movable pedal plate 174 is cost and space-saving and very safe; it prevents unwanted accelerating in moments of shock (one stretches!).
  • the motor 166 is also suitable for longitudinal installation (crankshaft in the longitudinal axis of the vehicle) with a luggage rack arranged above it, which can be at least partially opened.
  • crankshaft in the longitudinal axis of the vehicle
  • luggage rack arranged above it, which can be at least partially opened.
  • a similar concept is possible for motorcycles with a cardan drive and also for large commercial vehicles, in which, thanks to the automatic clutch, a "monopedal" is also used, but which is articulated here on the floor. Swiveling the foot to the right causes the accelerator to accelerate, to the left the engine brake or retarder. Both hands remain on the steering wheel.
  • a four-stroke engine according to claim 1 is only conceivable with rotary valves arranged parallel to the crankshaft on both sides of the cylinder head. It should also be mentioned that, under certain conditions, round floating pistons can even run in non-domed, ie circular-cylindrical cylinders. However, the fire ring must consist, for example, of two identical half rings, each with a few millimeters of overlapping joints.
  • the cambered running surface can have the same profile all round or can be adapted to the pendulum movement, that is to say tapering towards the joints, which prevents the rings from rotating.
  • the piston is guided by corrugated or hose springs arranged in the base of the groove or by radial coil springs analogous to 25 (FIG. 1).
  • Openings 180 result in a flow-favorable outlet of the medium, for example the refrigerant in cooling compressors or heat pumps, which is controlled in the usual way by valve tongues 181. Circular pistons are also possible for small compressors for household refrigerators.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Compressor (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Compressors, Vaccum Pumps And Other Relevant Systems (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)
  • Toys (AREA)

Abstract

PCT No. PCT/CH95/00312 Sec. 371 Date Jun. 24, 1997 Sec. 102(e) Date Jun. 24, 1997 PCT Filed Dec. 27, 1995 PCT Pub. No. WO96/20332 PCT Pub. Date Jul. 4, 1996The present inventions concern rocking-piston engines and rocking-piston compressors of high efficiency. This is achieved by an arrangement in which the piston crown lies on a circular cylinder whose center coincides with the center of the connecting rod bearing and the inner face of the cylinder head lies on a circular cylinder whose center coincides with the center of the crankshaft bearing; and whereby these cylinders are in mutual rolling sealing contact in the vicinity of the top dead center. Additional means help to ensure, for an engine, that the crankshaft is driven before the top dead center or, for a compressor, that optimal compression with regard to flow is achieved with the smallest possible dead volume.

Description

Pendelkolbenmotor und Pendelkolbenkompressor.Pendulum piston motor and pendulum piston compressor.
Der vorliegende Pendelkolbenmotor ist das Resultat einer jahrzehntelangen Forschung und Entwicklung in Theorie und Praxis mit dem Ziel, bezüglich Ein¬ fachheit, Kompaktheit, Gewicht, Baukosten, Laufruhe, Elastizität, Verbrauch, Schadstoffgehalt, Wartung und Recycling entscheidende Vorteile zu erreichen. Anwendungen in jeglicher Grosse und Anordnung erscheinen überall sinnvoll, bei Land- und Wasserfahrzeugen (und Flugzeugen) sogar unerlässlich, um deren notwendige Verkleinerung und Vereinfachung überhaupt erst zu ermöglichen.The present pendulum piston engine is the result of decades of research and development in theory and practice with the aim of achieving decisive advantages in terms of simplicity, compactness, weight, construction costs, smoothness, elasticity, consumption, pollutant content, maintenance and recycling. Applications of any size and arrangement appear sensible everywhere, even essential for land and water vehicles (and airplanes) in order to make their necessary reduction and simplification possible in the first place.
Die neuen Erfindungen gehen aus den Patentansprüchen hervor, und weitere mit ihnen zusammenhängende Merkmale und Vorteile sind anhand der vereinfachten Zeichnungen als Ausführungsbeispiele näher erläutert. Es zeigen:The new inventions emerge from the patent claims, and further features and advantages associated with them are explained in more detail with reference to the simplified drawings as exemplary embodiments. Show it:
Fig. 1 und 2 einen Versuchsmotor mit Varianten im Aufriss und Seitenriss,1 and 2 an experimental engine with variants in elevation and side elevation,
Fig. 3 weitere Varianten von Fig. 1 in anderer Kolbenstellung im Ausschnitt,3 further variants of FIG. 1 in a different piston position in the cutout,
Fig. A bis C vergrösserte Stirndichtleisten im Aufriss,A to C enlarged face seals in elevation,
Fig. 5 einen Ausschnitt des Pendelkolbens im Grundriss/Schnitt,5 shows a detail of the pendulum piston in plan / section,
Fig. 6 eine Variante von Fig. 2 mit Gleitlagern im Ausschnitt,6 shows a variant of FIG. 2 with slide bearings in the cutout,
Fig. 7 und 8 das Gehäuse eines Mehrzylinder-Fahrzeugmotors (und Kompressors),7 and 8, the housing of a multi-cylinder vehicle engine (and compressor),
Fig. 9 eine Magerkonzept-Variante des Zylinderkopfs von Fig. 7, undFig. 9 shows a lean concept variant of the cylinder head of Fig. 7, and
Fig.10 den Bug eines Kleinautos im Aufriss/Schnitt mit Motor gemäss Fig. 7/9 in starker Verkleinerung.Fig. 10 the bow of a small car in elevation / section with motor according to Fig. 7/9 in a large reduction.
Bei Zweitaktmotoren sind lange, schmale Rechteck-Pendelkolben optimal; sie ermöglichen breite, niedrige Gaswechselschlitze (Fig. 7) und kurze, steife Kurbelwellen (Fig. 2 und 6). Beidseitige Quetschzonen (Fig. 9) führen den¬ noch zu einem kompakten, konventionellen Brennraum. Andererseits bieten die langen Pendelkolben wohl erstmals die Möglichkeit, das Abbremsen des auf¬ steigenden Kolbens, das durch die notwendige Voreinspritzung/Vorzündung und Verbrennung vor dem oberen Totpunkt auftritt, zu vermeiden. Dazu kurz einige Erläuterungen:Long, narrow rectangular pendulum pistons are ideal for two-stroke engines; they enable wide, low gas exchange slots (Fig. 7) and short, rigid crankshafts (Fig. 2 and 6). Squeezing zones on both sides (FIG. 9) nevertheless lead to a compact, conventional combustion chamber. On the other hand, the long pendulum pistons offer for the first time the possibility of preventing the rising piston from slowing down, which occurs due to the necessary pre-injection / pre-ignition and combustion before top dead center. Here are a few explanations:
Gemäss Patentanspruch 1 liegt der Kolbenboden 1 auf einem Kreiszylinder mit Achse 2 des Pleuellagers 3, und die Zylinderkopf-Innenwand A liegt wenigstens sektoriell auf einem Kreiszylinder mit Achse 5 des Kurbelwellenlagers 6 (Fig. 1 bis 3). Damit bildet die Wand A die Hüllfläche des bewegten Kolbenbodens 1 , wobei folgende Punkte von Bedeutung sind: Der vorlaufende seitliche Umkehr- punkt 7 der Kolbenbewegung, der Dichtpunkt 8 ("Fig. 3), der obere Totpunkt 9 (Umkehrpunkt am Ende des Kolbenhubes), der Umschaltpunkt 10 und der nachlau¬ fende seitliche Umkehrpunkt 11 (spiegelsymmetrisch zu 7). Zwei dieser Punkte erscheinen auch auf dem Kurbelkreis 12 als 81 und 9'. Eine z.B. kugel- oder ellipsoidförmige Brennkammer 13 des Zylinderkopfs 14 weist z.B. eine Ein¬ spritzdüse und eine Glüh- oder Zündkerze 15 in V-Anordnung sowie einen brei¬ ten Kanal 16 zum rechteckigen, eingewölbten Zylinder 17 auf. Dank einer Dich¬ tung (z.B. Russablagerung) zwischen Kolbenboden 1 und Kopfwand 4 im Bereich Dichtpunkt 8 (Fig. 3) bis 0T 9 kann ein Abbremsen des gesamthaft noch auf¬ steigenden, aber rechts bereits absinkenden Kolbenbodens 1 durch die Ver¬ brennungsgase nicht (mehr) erfolgen. Im Gegenteil werden sogar ab Dichtpunkt 8 (hier bei 345 ° Kurbelwinkel) Antriebskräfte auf die Kurbelwelle ausgeübt, denen allerdings Gegenkräfte aus der Weiterverdichtung der Ansaugluft ent¬ gegenwirken. Weitere Einzelheiten dazu sind unter Fig.3 und 7 dargelegt.According to claim 1, the piston crown 1 lies on a circular cylinder with axis 2 of the connecting rod bearing 3, and the cylinder head inner wall A lies at least sectorally on a circular cylinder with axis 5 of the crankshaft bearing 6 (FIGS. 1 to 3). Wall A thus forms the envelope surface of the moving piston crown 1, the following points being important: The leading lateral reversal Point 7 of the piston movement, the sealing point 8 ("Fig. 3), the top dead center 9 (reversal point at the end of the piston stroke), the switchover point 10 and the subsequent lateral reversal point 11 (mirror-symmetrical to 7). Two of these points also appear the crank circuit 12 as 8 1 and 9. 'A, for example, spherical or ellipsoidal combustion chamber 13 of the cylinder head 14 has, for example, an injection nozzle and a glow or spark plug 15 in a V arrangement and a wide channel 16 to the rectangular, domed cylinder 17. Thanks to a seal (eg soot deposit) between the piston crown 1 and the top wall 4 in the area of the sealing point 8 (FIG. 3) to 0T 9, the piston crown 1 which is still rising but is already sinking on the right can be braked by the brake On the contrary, even from sealing point 8 (here at 345 ° crank angle), driving forces are exerted on the crankshaft, but counter forces arise from the further compression of the intake air Further details are given in FIGS. 3 and 7.
Zur Auslegung und Konstruktion von Pendelkolbenmotoren wird auf frühere Ver¬ öffentlichungen des gleichen Anmelders hingewiesen. Die nachfolgenden Ergän¬ zungen mögen daher zum Verständnis ausreichen.Reference is made to earlier publications by the same applicant regarding the design and construction of pendulum piston engines. The following supplements may therefore be sufficient for understanding.
Der nach oben gewölbte Kolbenboden 1 schafft Platz für wohldimensionierte, dauerhafte Kolbenfedern anstelle der doppelten Blattfedern 21 gemäss Fig. 1 links. Durchgehende Dichtfedern 22 (Fig. 1, 2 und 5) sichern dauernde Anlage der Stirndichtungen 23, während etwa gleichlange, aber z.B. an einer Kolben¬ rippe 24 axial fixierte Führungsfedern 25 den Pendelkolben zwischen den ein¬ gewölbten Zylinderwänden 26 stirnseitig schwebend führen ("Schwebekolben"). Die Seitendichtungen 27 und 28 mit L-Profil sind gemäss Fig. 3 zu Dichtgit¬ tern 29 zusammengefasst und z.B. durch leichte Wellfedern angestellt. Alle Federn bestehen aus hochhitzefestem Material und sind im Kolben vertikal eng geführt. Die Stirndichtungen 23 und Dichtgitter 29 bilden an ihren Enden vier überlappte, auch bei Abnützung gasdichte Stösse. Optimierte, nötigenfalls be¬ schichtete Werkstoffe sind vorgesehen. Zur weiteren Verschleissminderung lau¬ fen die Stirndichtungen 23 gemäss Fig. 4 B auf schwenkbaren Dichtstäben 30, deren Aussenfläche 31 den vorzugsweise kreisbogenförmigen Zylinderwänden 26 angeglichen sind und daher stets Flächenauflage haben. Als weitere Variante zeigt Fig. 4 C eine rotierende Keramik-Dichtnadel 32. Die z.B. aus Keramik, geschmiedetem Leichtmetall oder dünnwandigem Stahlguss bestehende Kolbenplat¬ te 33 ist z.B. unter Zwischenlage eines verschleissfesten, auswechselbaren Stahlblechs 34 durch radiale Alu-Senkschrauben 35 am Pleueldeckel 36 fixiert. Dieser Pleueldeckel 36 mit Versteifungs- und Kühlrippen 37 besteht, wie auch der im Querschnitt rechteckige, dünnwandige Pleuelschaft 38, vorzugsweise aus Magnesium-Druckguss und ist mit dem Pleuelschaft vorzugsweise durch Press- schweissung verbunden. Mittels Schmelz- oder Sandkernen usw. sind jedoch auch einteilige Hohlpleuel mit geringen Wandstärken und dehnungshemmenden Invar- oder Kohlefasereinlagen möglich. Als Kernlager dient dabei die rechteckige Oeffnung 39, durch welche Ladeluft 40 zur Wärmeableitung aus Kolbenplatte 33 und Pleueldeckel 36 ein- und ausströmt. Die Randverstärkung 41 und die Naben- Abschrägungen 42 (sie leiten die Ladeluft in die beidseitigen Spülmulden 44 und Spülkanäle 45) kompensieren gewichts ässig die Oeffnung 39. In den zum Kolbenmittelpunkt 46 konzentrischen Nuten 47/47' sind flache Gasschieber 48, nötigenfalls mit Randversteifung 49 und Zusatzführung 50/51 eingelegt. Die Schieber 48 machen die seitliche Pendelbewegung des Pleuelschafts 38 kaum mit und überdecken daher die Auslassschlitze bis zu den Zylinderwänden 26.The upwardly curved piston crown 1 creates space for well-dimensioned, permanent piston springs instead of the double leaf springs 21 according to FIG. 1 on the left. Continuous sealing springs 22 (FIGS. 1, 2 and 5) ensure permanent abutment of the face seals 23, while guide springs 25 of approximately the same length but axially fixed, for example, to a piston rib 24 guide the pendulum piston between the bulged cylinder walls 26 so that they float on the face ("floating piston "). According to FIG. 3, the side seals 27 and 28 with an L-profile are combined to form sealing grids 29 and are set up, for example, by means of light corrugated springs. All springs are made of highly heat-resistant material and are guided vertically in the piston. The end seals 23 and sealing grille 29 form four overlapped joints at their ends, which are gastight even when worn. Optimized, if necessary coated materials are provided. To further reduce wear, the face seals 23 according to FIG. 4B run on pivotable sealing rods 30, the outer surface 31 of which are aligned with the preferably circular-arc-shaped cylinder walls 26 and therefore always have surface contact. 4 C shows a rotating ceramic sealing needle 32 as a further variant. The piston plate 33, which is made, for example, of ceramic, forged light metal or thin-walled cast steel, is fixed, for example with the interposition of a wear-resistant, replaceable steel plate 34, by radial aluminum countersunk screws 35 on the connecting rod cover 36 . This connecting rod cover 36 with stiffening and cooling ribs 37, like the thin-walled connecting rod shaft 38 with a rectangular cross section, is preferably made of die-cast magnesium and is preferably connected to the connecting rod shaft by pressure welding. However, one-piece hollow connecting rods with small wall thicknesses and stretch-inhibiting Invar or carbon fiber inserts are also possible by means of melting or sand cores etc. The rectangular bearing 39 serves as the core bearing, through which charge air 40 flows in and out for heat dissipation from the piston plate 33 and the connecting rod cover 36. The edge reinforcement 41 and the hub bevels 42 (they guide the charge air into the flushing troughs 44 and flushing channels 45 on both sides) compensate for the weight of the opening 39. In the grooves 47/47 ', which are concentric with the center of the piston 46, are flat gas slides 48, if necessary with stiffening 49 and additional guide 50/51 inserted. The slides 48 hardly take part in the lateral pendulum movement of the connecting rod shaft 38 and therefore cover the outlet slots up to the cylinder walls 26.
Der halbzylindrische Pleueldeckel 55 ist als Gegenmasse zum Kolben und Pleu¬ eloberteil ausgebildet und bezüglich Schwungmoment derart bemessen, dass der Stossmittelpunkt der schwingenden Teile 33 bis 55 (eventuell ohne Schieber 48) wenigstens angenähert im Mittelpunkt 2 des Pleuellagers 3 liegt. Dadurch läuft der Mittelpunkt 46 eines ungeführt gedachten Kolbens von sich aus auf einer langgestreckten Acht. Die dabei auftretenden, feinen Querschwingungen werden durch die Führungsfedern 25 des Kolbens aufgefangen. Und weil auch von den Gaskräften her wegen der Kreisbogenform des Kolbenbodens 1 mit Zentrum 2 des Pleuellagers 3 ausser dessen Reibmomentes kaum nennenswerte Seitenkräfte zwischen Schwebekolben und Zylinder-Stirnwänden 26 auftreten, sind dessen Reibungsverluste und Oelverbrauch um ein Vielfaches kleiner als bei den alt¬ hergebrachten Tauchkolben. Dies ist besonders bei Zweitaktmotoren von ganz entscheidender Bedeutung. - Beim relativ kleinen Aussendurchmesser des Pleu¬ eldeckels 55 (der Ladegrad des "Pleuelladers" bis Einlassschluss beträgt hier nur ca. 1,5) ist spezifisch schwerer Werkstoff, z.B. Stahl oder Messing nötig, um das geforderte Schwungmoment zu erreichen. Eine Feinabstimmung kann durch Hohlräume 56 im Pleueldeckel 55 oder in der Kolbenplatte 33 sowie durch ver¬ schieden lange Stahlschrauben 35 erreicht und auf einem Horizontalschwinger kontrolliert werden. Die Pleuelschrauben 58 sind von oben her eingebracht; beim Motorgehäuse gemäss Fig. 7 ist bei gewissen Zylinderzahlen eine Ver- schraubung von unten her notwendig, um die Kurbelwelle ausbauen zu können. Zur Abdichtung des Pleuelladers sind dann z.B. gespritzte Kunststoffpfropfen 60 nötig und durch einen in der Mitte leicht geknickten Stift 61 fixierbar. Die Aussenflächen 17 und 55 des Pleuelladers sind feinbearbeitet und z.B. galvanisch oder PTFE beschichtet und dichten dank minimaler Laufspiele.The semi-cylindrical connecting rod cover 55 is designed as a counterweight to the piston and connecting rod upper part and is dimensioned with respect to the moment of inertia in such a way that the center of impact of the oscillating parts 33 to 55 (possibly without a slide 48) lies at least approximately in the center 2 of the connecting rod bearing 3. As a result, the center 46 of an unguided piston runs on an elongated figure eight. The fine transverse vibrations that occur are absorbed by the guide springs 25 of the piston. And because of the gas forces due to the circular arc shape of the piston crown 1 with the center 2 of the connecting rod bearing 3, apart from its frictional torque, there are hardly any significant lateral forces between the floating piston and the cylinder end walls 26, its friction losses and oil consumption are many times smaller than with the traditional plunger pistons . This is of crucial importance, especially for two-stroke engines. - With the relatively small outer diameter of the connecting rod cover 55 (the degree of loading of the "connecting rod supercharger" up to the inlet end is only approx. 1.5), specifically heavy material, for example steel or brass, is required in order to achieve the required momentum. Fine tuning can be achieved by means of cavities 56 in the connecting rod cover 55 or in the piston plate 33 and by steel screws 35 of different lengths and checked on a horizontal oscillator. The connecting rod bolts 58 are inserted from above; 7, with certain numbers of cylinders, a screw connection from below is necessary in order to be able to remove the crankshaft. Injection-molded plastic plugs 60, for example, are then required to seal the connecting rod loader and can be fixed by a pin 61 which is slightly bent in the middle. The outer surfaces 17 and 55 of the connecting rod supercharger are finely machined and, for example, galvanically or PTFE coated and seal thanks to minimal running play.
Die kompakte, leichte und steife Kurbelwelle gemäss Fig. 1, 2 und 6 besteht aus den Wellenzapfen 63, konisch-zylindrischen Kurbelscheiben 64 und Kurbel¬ zapfen 65 mit Bunden 66 (zur guten Ueberdeckung der Kurbelscheiben 64). Sie ist hier wälzgelagert und bedarfsgeregelt geschmiert mit Oeleintritt 67, Zwi¬ schendichtung durch Tellerfeder 68, schräger Bohrung 69 und Oelaustritt am Aussenrand der Bunde 66 und/oder gemäss Fig. 6. Bei Kurbelwellen-Zwischen¬ lagern (Fig. 8) ist es möglich, die Tellerfedern 68 nur an einer Stelle zu teilen und durch Verdrehen aufzufedern, was ihre Montage im Kurbelgehäuse vereinfacht. Bei Gleitlagerung (Fig. 6) erfolgt die Oelzufuhr in ähnlicher Weise, jedoch aus Kühlgründen (rund zehnfache Reibungswärme) viel stärker, was Oelrückführung erfordert. Diese erfolgt zwischen den Radialdichtungen 70 und 71 z.B. durch Bohrungen 72 bis 74. Eine gewisse Menge Fluchtöl ist dabei unvermeidlich und zur Pleuel- und Kolbenschmierung unerlässlich. Das Rück¬ lauföl wird, da ohne Kontakt zu den Brenngasen, wiederverwendet, was Oelwech- sel erübrigt. - Aus Platzgründen sind die Ausgleichsgewichte der Kurbelwelle ausserhalb des Motors angeordnet, was je nach Zylinderzahl Vor- oder Nachtei¬ le ergibt. Ihre korrekte Lage kann durch leichten Versatz einer Flanschboh¬ rung 75 problemlos gewährleistet werden, und eine Kombination mit Schwungrad und allfälliger Riemenscheibe ist vorgesehen. Zum Ausgleich der Wackelmomente von Dreizylindern sind auf jeder Stirnseite zwei kämmende Zahnräder 77 und 78 (statt einer aussenliegenden Verbindungswelle) raumsparend angeordnet, wobei je eine Verzahnung aus geeignetem Kunststoff in Frage kommt. Ein statisches Auswuchten der vollbearbeiteten Kurbelwelle erübrigt sich.The compact, light and rigid crankshaft according to FIGS. 1, 2 and 6 consists of the shaft journals 63, conical-cylindrical crank disks 64 and crank journals 65 with collars 66 (for good coverage of the crank disks 64). Here it is mounted on roller bearings and lubricated according to need with oil inlet 67, intermediate seal through disc spring 68, oblique bore 69 and oil outlet on the outer edge of bundles 66 and / or according to FIG. 6. With crankshaft intermediate bearings (FIG. 8) it is possible to split the plate springs 68 at one point only and spring them open, which simplifies their assembly in the crankcase. In the case of plain bearings (FIG. 6), the oil is supplied in a similar manner, but for cooling reasons (around ten times the frictional heat) much more, which requires oil recirculation. This takes place between the radial seals 70 and 71 e.g. through holes 72 to 74. A certain amount of escape oil is unavoidable and essential for connecting rod and piston lubrication. The return oil is reused because there is no contact with the fuel gases, which makes oil change unnecessary. - For reasons of space, the counterweights of the crankshaft are arranged outside the engine, which results in advantages or disadvantages depending on the number of cylinders. Their correct position can easily be ensured by slightly offset a flange bore 75, and a combination with a flywheel and a possible pulley is provided. To compensate for the wobbling moments of three cylinders, two meshing gears 77 and 78 (instead of an external connecting shaft) are arranged in a space-saving manner on each end face, each with a toothing made of suitable plastic. Static balancing of the fully machined crankshaft is not necessary.
Das Zylinderkurbelgehäuse 80 gemäss Fig. 1 und 2 umschliesst den Kurbeltrieb, weist Kühlmittelräume sowie Kanäle für den Gaswechsel auf und besteht z.B. aus geeignetem, verripptem Grau- oder Leichtmetallguss. Der Lufteintritt 81 erfolgt über einen ebenen Flansch 82 für jeden Zylinder einzeln, der Auspuff 83 über einen gemeinsamen Flansch 84, der auch den Kühlmitteleinlass 85 um- fasst. Das Gehäuse 80 ist unten durch den ebenen Flansch 86 auf Höhe der Kur¬ belwellenachse 5 und oben durch den gewölbten Flansch 87 begrenzt, der auf einem Kreiszylinder mit Achse 5 liegt. Die Bearbeitung des Zylinderraums kann kostengünstig durch senkrechtes Räumen erfolgen, doch sind dann separate, ge¬ wölbte Stirnwandeinsätze 88 nötig, die auswechselbar sein können. Ohne sie und darunter muss z.B. bis zum Punkt 89 bogenförmig und ab dort geradlinig, aber schräg geräumt und ein Eckstück 90 eingesetzt werden (durch etwas kür¬ zeren Kolben vermeidbar), was spezielle Einrichtungen erfordert. Als einfach¬ ste und eventuell kostengünstigste Lösung bietet sich die Funkenerosion an, die z.B. auch an den Stellen 47/47' und 50/51 möglich bzw. notwendig ist.The cylinder crankcase 80 according to FIGS. 1 and 2 encloses the crank mechanism, has coolant spaces and channels for the gas exchange and consists, for example, of suitable, ribbed gray or light metal casting. The air inlet 81 takes place individually for each cylinder via a flat flange 82, the exhaust 83 via a common flange 84, which also includes the coolant inlet 85. The housing 80 is delimited at the bottom by the flat flange 86 at the level of the crankshaft axis 5 and at the top by the curved flange 87 which lies on a circular cylinder with an axis 5. The machining of the cylinder space can be done inexpensively by vertical broaching, but separate, arched end wall inserts 88 are then necessary, which can be exchangeable. Without it and underneath, for example, it must be curved up to point 89 and straight from there, but cleared at an angle and a corner piece 90 can be inserted (can be avoided by a somewhat shorter piston), which requires special facilities. Spark erosion offers itself as the simplest and possibly cheapest solution, which is also possible or necessary, for example, at points 47/47 'and 50/51.
Den unteren Abschluss des Zylinderkurbelgehäuses 80 bildet die Kurbelwanne 91, die unter jedem Pleuel einen halbzylindrischen Hohlraum 92 aufweist, der den bewegten Pleueldeckel 55 eng umschliesst und Teil ist des Zylinderraums des integrierten,volumetrischen Pleuelladers. Dessen Einsatzpunkt 93 (bei der Kolbenstellung 94) kann zur unveränderbaren Verringerung der Motorleistung (z.B. bei Stationär- oder Fahrzeug-Drosselmotoren) durch beidseitig eingegos¬ sene Mulden 95 z.B. nach 96 verschoben werden. Die Kurbelwanne 91 besteht vorzugsweise aus Leichtmetall-Druckguss und ist innen durch Tauchfräsen oder Funkenerosion bearbeitet. Ihre Befestigung erfolgt durch je einen Schraub¬ bolzen 97 beidseitig der Kurbelwellen-Hauptlager 6. Diese starke Vereinfa¬ chung kann eine definiert unebene Form der oberen Dichtfläche erfordern, was durch Funkenerosion ermöglicht wird. Zum platzsparenden vertikalen Zwischen¬ lagern der Motoren dienen mindestens zwei über die Bolzenköpfe 98 aufgefe¬ derte Kunststoffhülsen 99.The lower end of the cylinder crankcase 80 is formed by the crankcase 91, which has a semi-cylindrical cavity 92 under each connecting rod, which closely encloses the moving connecting rod cover 55 and is part of the cylinder space of the integrated, volumetric connecting rod supercharger. Its point of use 93 (with the piston position 94) can be changed to reduce the engine power (e.g. in the case of stationary or vehicle throttle motors) by means of recesses 95 cast on both sides, e.g. postponed to 96. The crankcase 91 is preferably made of die-cast light metal and is machined on the inside by plunge milling or spark erosion. They are fastened by a screw bolt 97 on each side of the main crankshaft bearing 6. This strong simplification may require a defined uneven shape of the upper sealing surface, which is made possible by spark erosion. For space-saving vertical intermediate storage of the motors, at least two plastic sleeves 99, spring-loaded via the bolt heads 98, are used.
Schliesslich sei noch der sehr einfache und kompakte Zylinderkopf 14 gemäss Fig. 1 bis 3 erläutert. Er besteht vorzugsweise aus Leichtmetall-Druckguss und ist durch Rippen 101 versteift. Seine Befestigung erfolgt mittels Steh¬ bolzen 102 (beim Einzylinder 6, Zweizylinder 9 usw.), seine Abdichtung gegen Gas und Kühlmittel durch elastische Rundschnüre 103. Der in bekannter Weise eingegossene Kühlmittelstutzen 104 überragt die Motorhöhe nicht (Verpackung). Die Brennkammer 13 ist durch einen im Grundriss z.B. rechteckigen, eingewölb¬ ten Sekundär-Brennraum 106 ergänzt, der beim Umschaltpunkt 10 (hier z.B. bei 2 ° Kurbelwinkel nach 0T 9) an die Innenwand 4 anschliesst. Damit kann fol¬ gender Verbrennungs- und Arbeitsablauf erreicht werden:Finally, the very simple and compact cylinder head 14 according to FIGS. 1 to 3 will be explained. It preferably consists of die-cast light metal and is stiffened by ribs 101. It is fastened by means of stud bolts 102 (in the case of the single cylinder 6, two-cylinder 9, etc.), its sealing against gas and coolant by means of elastic round cords 103. The coolant connector 104 cast in a known manner does not protrude beyond the engine height (packaging). The combustion chamber 13 is characterized by a e.g. rectangular, vaulted secondary combustion chamber 106, which connects to the inner wall 4 at the switchover point 10 (here, for example, at 2 ° crank angle after 0T 9). The following combustion and workflow can thus be achieved:
Durch elektronisch gesteuerte, rechtzeitige Voreinspritzung/Vorzündung und fettes Luft-Benzin-Geraisch beginnt gemäss Fig. 3 der Druckanstieg in der hier als Wirbelkammer ausgebildeten Brennkammer 13 bei 15 ° Kurbelwinkel vor 0T 9. Dank der auf Seite 2 erwähnten Russdichtung zwischen Kolbenboden 1 und Zylin¬ derkopf-Innenwand 4 wirkt dieser Gasdruck nur auf den Kolbenstreifen zwischen Umkehrpunkt 7 und Dichtpunkt 8 und ergibt dadurch bereits ein kleines Dreh¬ moment auf die Kurbelwelle (und eine kleine, durch die Führungsfedern 25 auf- zunehmende Querkraft). Beim Weiterdrehen der Kurbelwelle wandert (rollt) die schmale Dichtstelle 108 zwischen Kolbenboden 1 und Kopfwand 4 nach links, wo¬ durch sich die unter steigendem Verbrennungsdruck stehende Kolbenfläche und damit die Gaskraft stark vergrössert und ausserdem deren Hebelarm zur Kurbel¬ welle markant zunimmt. Das Antriebsmoment steigt somit progressiv an. Ander¬ seits verkleinert sich die Komplementärseite der Kolbenfläche, doch steigt über ihr der Kompressionsdruck an. Die unter gewissen Vorgaben optimale Lage des Umschaltpunktes 10 muss somit durch thermodynamische Prozessrechnung er¬ mittelt werden, was noch nicht geschehen ist. Auch ist noch offen, ob die bei laufendem Motor sich fortwährend bildende und durch die feinen Kolbenschwin¬ gungen im Bereich des oberen Totpunktes regelnde Russ- oder Oelkohleschicht Problem- und geräuschlos funktionieren wird. Als Variante ist daher in Fig. 3 eine z.B. aus hitzefestem Gewebe bestehende Zylinderkopfdichtung 110 vorge¬ sehen, deren linke Hälfte im Bereich der Kolbenböden 1 ausgeschnitten ist.According to FIG. 3, the electronically controlled, timely pre-injection / pre-ignition and rich air-petrol noise start the pressure increase in the combustion chamber 13, which is designed as a swirl chamber, at a crank angle of 15 ° before 0T 9. Thanks to the soot seal mentioned on page 2 between piston crown 1 and cylinder ¬ the inner wall 4 of the head, this gas pressure acts only on the piston strip between the reversal point 7 and the sealing point 8 and thus already gives a small torque on the crankshaft (and a small torque caused by the guide springs 25). increasing lateral force). As the crankshaft continues to rotate, the narrow sealing point 108 between the piston crown 1 and the top wall 4 moves (rolls) to the left, as a result of which the piston area under increasing combustion pressure and thus the gas force is greatly increased and, moreover, its lever arm to the crankshaft increases markedly. The drive torque increases progressively. On the other hand, the complementary side of the piston surface is reduced, but the compression pressure rises above it. The optimal position of the switchover point 10 under certain conditions must therefore be determined by thermodynamic process calculation, which has not yet happened. It is also still unclear whether the carbon black or oil carbon layer that is continuously formed when the engine is running and that regulates due to the fine piston oscillations in the area of the top dead center will function problem-free and noiselessly. As a variant, a cylinder head gasket 110 consisting, for example, of heat-resistant fabric is therefore provided in FIG. 3, the left half of which is cut out in the area of the piston crowns 1.
Als weitere Möglichkeit zeigt Fig. 7 eine auf der Unterseite des Zylinder¬ kopfs 121 auswechselbar verschraubte Dichtzunge 112 aus noch zu entwickelndem Material. Falls es gelingt, z.B. durch Federkraft diese Zunge in die Ruhelage 112' zu bringen, so verschiebt sich der Dichtpunkt 8 nach rechts zu 7. Dann erfolgt bereits bei 16,5 ° Kurbelwinkel vor 0T 9 ein Antriebsmoment auf die Kurbelwelle (anstelle eines Bremsmomentes bei konventionellen Pendelkolben oder Tauchkolben). Unter gleichen Bedingungen ergibt die erfindungsgemässeAs a further possibility, FIG. 7 shows a sealing tongue 112, which can be exchangeably screwed onto the underside of the cylinder head 121 and is made of material that is still to be developed. If successful, e.g. to bring this tongue into the rest position 112 'by spring force, the sealing point 8 shifts to the right to 7. Then, at 16.5 ° crank angle before 0T 9, a drive torque is applied to the crankshaft (instead of a braking torque in conventional pendulum pistons or plunger pistons) . Under the same conditions, the invention results
"Totpunkt-Vorverschiebung" weicheren Motorlauf ohne Zurückschlagen, geringere Gasdrücke und Klopfgefahr, weniger Reibung und Verschleiss, Verbrauch und Schadstoffe sowie kleinere Schwungräder und Anlasser und allgemein leichtere, kompaktere und kostengünstigere Motoren (die sich leicht ankurbeln lassen)."Dead center advance" softer engine running without kickback, lower gas pressures and knocking risk, less friction and wear, consumption and pollutants as well as smaller flywheels and starters and generally lighter, more compact and cheaper engines (which are easy to crank).
Die Figuren 7 und 8 zeigen das Gehäuse eines möglichen (Ein- oder) Mehrzylin¬ der-Serienmotors im Aufriss und teilweisen Seitenriss. Dieses Gehäuse 120 passt zum Kurbeltrieb gemäss Fig. 1 bis 6 und ist zwecks grösstmöglicher Ver¬ einfachung und Versteifung als totaler Monoblock mit integriertem Zylinder¬ kopf 121 und Auspuff-Sammelrohr 122 ausgebildet. Es kann aus Leichtmetallguss oder Dünnwand-Grau- oder-Stahlguss bestehen und ist, vorzugsweise am plange¬ frästen Flansch 123 hängend, durch Funkenerosion grob- und feinbearbeitet. Diese Bearbeitung kann sogar die Oberfläche der Spülkanäle 45 und die genaue Form und Kantenrundung der Gaswechselschlitze 124/125 umfassen. Die gerunde¬ ten Ecken der Zylinder erfordern entsprechend gerundete Ecken 126 der Stirn¬ dichtungen 23 (Fig. 5), was auch für geräumte oder gefräste Zylinder gilt. Zur Befestigung weist das Motorgehäuse 120 eine Anzahl Gewindeaugen 129 auf.FIGS. 7 and 8 show the housing of a possible (single- or) multi-cylinder series engine in elevation and partial side elevation. This housing 120 matches the crank mechanism according to FIGS. 1 to 6 and is designed as a total monoblock with an integrated cylinder head 121 and exhaust manifold 122 for the greatest possible simplification and stiffening. It can consist of light metal casting or thin-wall gray or steel casting and, preferably hanging on the face-milled flange 123, is roughly and finely machined by spark erosion. This machining can even include the surface of the flushing channels 45 and the exact shape and rounding of the edges of the gas exchange slots 124/125. The rounded corners of the cylinders require correspondingly rounded corners 126 of the end seals 23 (FIG. 5), which also applies to cleared or milled cylinders. The motor housing 120 has a number of threaded eyes 129 for fastening.
Die Brennkammer 13 entspricht derjenigen von Fig. 1 bis 3. Durch gezielte/be¬ rechnete Wahl ihres Volumens unter Einbezug des "Luftraums" 106, des Verdich¬ tungsverhältnisses bei Kolbenstellung gemäss Fig. 3, des Ladegrades des Pleu¬ elladers usw. und nötigenfalls mittels Luftdrosselung und Starthilfsanlagen ist Gas-, Benzin-, Diesel- oder Vielstoffbetrieb möglich und interessant.The combustion chamber 13 corresponds to that of FIGS. 1 to 3. Through targeted / calculated choice of its volume, taking into account the "air space" 106, the compression ratio when the piston is in position according to FIG. 3, the degree of loading of the connecting rod loader, etc. and if necessary gas, gasoline, diesel or multi-fuel operation is possible and interesting by means of air throttling and jump start systems.
Die Kurbelwanne 130 hat links eine einfache Luftdurchsatz-Regulierung. Diese besteht aus einem sichelförmigen Hohlraum 131 (Bearbeitung durch Funkenerosi¬ on) mit der Breite 132 des Zylinder- und Kurbelraums, einer gleich breiten Federzunge 133 mit Nieten 134 (oder einem angelenkten Kreissektor-Blech) und einer durchlaufenden Verstellwelle 135 mit Negativnocken 136. Der Verstell¬ hebel 137 bewirkt in der Lage 137' ein Entspannen der Federzunge in die Lage 133', was ein teilweises Rückströmen der Ladeluft bewirkt. Bei umlaufender Welle 135 (ohne Hebel 137) sind durch rundum entsprechend angeordnete Nocken einzelne Federzungen 133 ansteuerbar (Zylinderabschaltung). - Die Variante gemäss Fig. 7 und 8 rechts ist ebenso kompakt, aber aufwendiger und bedeutend wirksamer. Hier sind die Seitenwände 138 der Kurbelwanne durch Funkenerosion derart konisch zurückgesetzt (Fig. 7 A zeigt eine ^cke im Horizontalschnitt 139), dass beidseitig ein etwa halbmondförmiges Blechteil 140 als bewegliche Seitenwand eingelegt werden kann. Die radiale und in Normallage (parallele Wände) achsiale Führung erfolgt durch Nuten 141 und nach oben links durch die Flanschfläche 123 (oder einen Anschlag direkt beim Einsatzpunkt 142 des Pleu¬ elladers), nach rechts durch das halbzylindrische Schwenkgelenk 144 gemäss Fig. 7 A. Das beidseitige Oeffnen der beweglichen Seitenwände 140 um z.B. 3 ° erfolgt durch eine Welle ähnlich 135 mit wechselweise Links- und Rechtsgewin¬ de bzw. Nocken, in die entsprechende Gegengewinde oder Ansätze der Wände 140 eingreifen. Dadurch wird der Unterteil der Pleuel seitlich umströmt, was bei Teillast die Aufladung (und deren Leistungsbedarf) reduziert. - Hervorzuheben ist noch der einzigartige Gaswechsel dieses Motors in Form eines "S": Die Luftzufuhr 40 geschieht in optimaler Weise durch den integrierten Pleuellader bis zum Einlass-Schluss 146, wo die linke Pleuelseite den Rückströmkanal 147 öffnet. Die Spülung erfolgt im Gleichstrom und mit asymmetrischem Steuerdia¬ gramm (der Auslass öffnet und schliesst zuerst, eine Voraussetzung für wirk¬ liche Aufladung).Der schmale Kolben ergibt eine minimale Grenzfläche zwischen Ein- und Auslass-Strömung (nur 55 % eines flächengleichen Rundzylinders) und dadurch weniger Vermischung und Wärmeaustausch der Gasströme. Weil die Aus- lassgase unter Pleuelladerdruck stehen, kann auf abgestimmte, lange Einzel¬ rohre zugunsten eines integrierten Sammelrohrs 122 mit möglichst beidseitig konisch-zylindrischen Enden 148/149 verzichtet werden. Dadurch wird das nur zweiteilige, durch Zuganker 97 (beim Einzylinder vier, Zweizylinder sechs usw.) verschraubte Motorgehäuse sehr einfach und universell verwendbar.The crankcase 130 has a simple air flow regulation on the left. This consists of a crescent-shaped cavity 131 (machining by spark erosion) with the width 132 of the cylinder and crank chamber, an equally wide spring tongue 133 with rivets 134 (or a hinged circular sector plate) and a continuous adjusting shaft 135 with negative cams 136 In position 137 ', adjusting lever 137 relaxes the spring tongue in position 133', which causes the charge air to flow back partially. When the shaft 135 rotates (without lever 137), individual spring tongues 133 can be controlled by cams arranged all around (cylinder deactivation). - The variant according to FIGS. 7 and 8 on the right is just as compact, but more complex and significantly more effective. Here, the side walls 138 of the crankcase are set back so conically by spark erosion (FIG. 7A shows a corner in horizontal section 139) that an approximately crescent-shaped sheet metal part 140 can be inserted as a movable side wall on both sides. The radial and in the normal position (parallel walls) is guided by grooves 141 and to the top left by the flange surface 123 (or a stop directly at the point of insertion 142 of the connecting rod loader), to the right by the semi-cylindrical swivel joint 144 according to FIG. 7 A. The movable side walls 140 are opened on both sides by, for example, 3 °, by means of a shaft similar to 135 with alternating left and right hand threads or cams, in which corresponding counter threads or approaches of the walls 140 engage. This flows around the lower part of the connecting rods, which reduces the charge (and its power requirement) at partial load. - Another highlight is the unique gas exchange of this engine in the form of an "S": The air supply 40 takes place in an optimal manner through the integrated connecting rod charger up to the inlet end 146, where the left connecting rod side opens the return flow channel 147. The flushing is carried out in direct current and with an asymmetrical control diagram (the outlet opens and closes first, a prerequisite for real charging). The narrow piston results in a minimal interface between the inlet and outlet flow (only 55% of a round cylinder of the same area) and therefore less mixing and heat exchange of the gas flows. Because the training let gases are under connecting rod supercharging, there is no need for coordinated, long individual tubes in favor of an integrated collecting tube 122 with conical-cylindrical ends 148/149, if possible on both sides. As a result, the motor housing, which is only two parts and is bolted by tie rods 97 (four for single cylinders, six for two cylinders, etc.), can be used very simply and universally.
Zusätzliche Varianten: Anstelle der beidseitigen, langen Spülkanäle 45/147 treten kurze Spülmulden 150, denen die Ladeluft durch einen Querkanal im Pleuelschaft 38 (Fig. 1) zugeführt wird, dessen untere Querwand etwa gemäss Linie 151 verläuft. Dies ergibt eine Zusatzkühlung der Auslassseite des Kol¬ benbodens 36 und ermöglicht ausserdem, auf den Kurbelscheiben 64 (Fig. 2) innere Gegengewichte 152 zur Entlastung der Hauptlager 154 anzuordnen (Fig. 8). Diese Gegengewichte sind höchstens halbkreisförmig und mit den Kurbel¬ scheiben z.B. durch Pressschweissung verbunden. Sie bestehen vorzugsweise aus Gegengewichts-Schwerstmetall (Dichte rund 18 g/cm-3) und sind durch kom¬ plementäre, beim Pleuellader nötige "Volumenfüller" 155 ergänzt; sie können z.B. aus Magnesium oder Kunststoff bestehen und durch Kleben und/oder Nieten befestigt sein. Als weitere Variante ist beim Ellipsoid-Brennraum 156 von Fig. 7 die Einspritzdüse 157 bezw. Einblasdüse bei Gasbetrieb in Richtung Zylinder angeordnet, was auch für den Brennraum 13 von Fig. 1 gilt.Additional variants: Instead of the long flushing channels 45/147 on both sides, there are short flushing troughs 150, to which the charge air is fed through a transverse channel in the connecting rod shaft 38 (FIG. 1), the lower transverse wall of which runs approximately according to line 151. This results in additional cooling of the outlet side of the piston crown 36 and also enables inner counterweights 152 to be arranged on the crank disks 64 (FIG. 2) to relieve the main bearings 154 (FIG. 8). These counterweights are at most semicircular and with the crank disks e.g. connected by pressure welding. They preferably consist of counterweight heavy metal (density around 18 g / cm-3) and are supplemented by complementary "volume fillers" 155 required for the connecting rod loader; you can e.g. consist of magnesium or plastic and be fixed by gluing and / or rivets. As a further variant, the injection nozzle 157 in the ellipsoidal combustion chamber 156 of FIG. Injection nozzle arranged in the direction of the cylinder during gas operation, which also applies to the combustion chamber 13 of FIG. 1.
Fig. 9 zeigt einen zu Fig. 7 (und 1) passenden Zylinderkopf l6θ mit von OEC bekanntem Magerkonzept-Brennraum 161 (dessen Lage mehr links sein könnte). Neu sind die auf einem Kreiszylinder 162 mit Zentrum Kurbelwelle liegenden Quetschflächen 163 und 164, die in strömungsmässig günstiger Weise zeitver¬ schoben wirken. Bei diesem problemlosen, bewährten Zylinderkopf von OEC er¬ folgt allerdings vor dem oberen Totpunkt das übliche Abbremsen des Kolbens, doch dient er zu vergleichenden Versuchen und als Uebergangslösung bis zur Serienreife der Zylinderköpfe gemäss Fig. 1, 2, 7 und 8.FIG. 9 shows a cylinder head l6θ matching FIG. 7 (and 1) with a lean-concept combustion chamber 161 known from OEC (the position of which could be more on the left). New are the squeezing surfaces 163 and 164 lying on a circular cylinder 162 with the center of the crankshaft, which have a time-shifted effect in terms of flow. In this problem-free, proven cylinder head from OEC, however, the piston is normally braked before top dead center, but it is used for comparative tests and as a temporary solution until the cylinder heads shown in FIGS. 1, 2, 7 and 8 are ready for series production.
Als Anwendungsbeispiel zeigt Fig. 10 einen Pendelkolbenmotor gemäss Fig. 7 und 9 mit 300 cra-^ Hubraum und 22 kW/30 PS pro Zylinder quer und nach vorne geneigt im Bug eines Kleinautos (Länge 250 bis 330 cm, Breite 140 cm) gemäss Fig. 1 und 1 A von WO 92/20563 desselben Anmelders. Dieser Vier- bis Sechs- sitzer (gestaffelt) hat bis zum Fersenpunkt 165 eine vordere Knautschlänge von erstaunlichen 77 cm. Dies ist nur möglich, weil der äusserst kompakte Motor 166 mit hier 1 bis 3 Zylindern unter den Wagenboden ausweichen kann, und zwar mitsamt Schalt- und Achsgetriebe und Lambda 1-Katalysator 167 (mit Startkatalysator 168, Fig. 7). Für kleine Wartungsarbeiten (Zündkerzen, Batterie usw.) gibt der aufgeklappte Frontgrill 169 und besonders 170 guten und schnellen Zugang. Der Motorkühler 171 kann als Heizung dienen und ein- oder beidseitig eines 160 1 fassenden Frontgepäckraums 172 angeordnet sein. Das kombinierte Brems- und Gaspedal 173 mit seitlich beweglicher Pedalplatte 174 ist kosten- und platzsparend und sehr sicher; es verhindert in Schreck¬ momenten (man streckt sich!) ungewolltes Gasgeben. Der an Elastikblöcken 175 (die auch als Sollbruchstellen wirken) aufgehängte Motor 166 mit Mehrschei¬ benkupplung und Planetengetriebe mit einheitlichem Stufensprung wirkt vor¬ zugsweise auf ein doppeltes Achsgetriebe 176 mit demselben Stufensprung. Die auf dem Differentialgehäuse lose laufenden Zahnkränze mit zwischenliegendem Kupplungsring werden, wie auch das Planetengetriebe, automatisch geschaltet. Ein solches "3=6 +2R"-Getriebe höchsten Wirkungsgrades mit Stufensprung von z.B. 1,3 bis 1,33 (Spreizung 3,71 bis 4,16) macht es möglich, auch innerorts und bergauf sehr sparsam und leise zu fahren.As an application example, FIG. 10 shows a pendulum piston engine according to FIGS. 7 and 9 with 300 cc displacement and 22 kW / 30 hp per cylinder, inclined transversely and forwardly in the bow of a small car (length 250 to 330 cm, width 140 cm) according to FIG 1 and 1A of WO 92/20563 by the same applicant. This four- to six-seater (staggered) has a front knee length of astonishing 77 cm up to heel point 165. This is only possible because the extremely compact engine 166, with 1 to 3 cylinders here, can dodge under the floor of the car, including the manual and axle gearbox and lambda 1 catalytic converter 167 (with starting catalyst 168, Fig. 7). For small maintenance work (spark plugs, battery, etc.), the front grill 169 and especially 170 open and give good and quick access. The engine cooler 171 can serve as a heater and can be arranged on one or both sides of a 160 1 front luggage compartment 172. The combined brake and accelerator pedal 173 with laterally movable pedal plate 174 is cost and space-saving and very safe; it prevents unwanted accelerating in moments of shock (one stretches!). The motor 166, suspended on elastic blocks 175 (which also act as predetermined breaking points) with a multi-disc clutch and planetary gear with a uniform step change, preferably acts on a double axle drive 176 with the same step change. The sprockets running loose on the differential housing with an intermediate clutch ring are switched automatically, as is the planetary gear. Such a "3 = 6 + 2R" transmission with the highest degree of efficiency with a step change of, for example, 1.3 to 1.33 (spread 3.71 to 4.16) makes it possible to drive very economically and quietly even in urban areas and uphill.
Der Motor 166 eignet sich ohne weiteres auch zum Längseinbau (Kurbelwelle in Fahrzeug-Längsachse) mit darüber angeordneter, wenigstens teilweise aufklapp¬ baren Gepäckablage. Ein ähnliches Konzept ist möglich bei Motorrädern mit Kardanantrieb und ferner bei grossen Nutzfahrzeugen, bei denen dank Kupp¬ lungsautomatik ebenfalls ein "Monopedal" zum Zuge kommt, das hier jedoch am Boden angelenkt ist. Schwenken des Fusses nach rechts bewirkt Gasgeben, nach links Motorbremse oder Retarder. Beide Hände bleiben dabei am Lenkrad.The motor 166 is also suitable for longitudinal installation (crankshaft in the longitudinal axis of the vehicle) with a luggage rack arranged above it, which can be at least partially opened. A similar concept is possible for motorcycles with a cardan drive and also for large commercial vehicles, in which, thanks to the automatic clutch, a "monopedal" is also used, but which is articulated here on the floor. Swiveling the foot to the right causes the accelerator to accelerate, to the left the engine brake or retarder. Both hands remain on the steering wheel.
Ein Viertaktmotor gemäss Patentanspruch 1 ist wohl nur denkbar mit beidseitig des Zylinderkopfs angeordneten, zur Kurbelwelle parallelen Drehschiebern. Auch sei erwähnt, dass unter gewissen Vorgaben runde Schwebekolben sogar in uneingewölbten, d.h. kreiszylindrischen Zylindern laufen können. Dabei muss jedoch der Feuerring z.B. aus zwei unter sich gleichen Halbringen mit je z.B. einige Millimeter überlappenden Stössen bestehen. Die bombierte Lauffläche kann rundum gleiches Profil haben oder aber der Pendelbewegung angepasst, das heisst zu den Stössen hin auslaufend sein, was ein Rotieren der Ringe verhindert. Die Kolbenführung erfolgt durch im Nutengrund angeordnete Well¬ oder Schlauchfedern oder durch radiale Schraubenfedern analog zu 25 (Fig. 1). Möglich und sehr gut dichtend sind ferner dünne O-Ringe aus hitzefesten Elastomeren, nötigenfalls diametral geschichtet (unter¬ schiedliche Ringdurchmesser). Bestmögliche, bei Pendelkolben relativ einfache Druckölkühlung der Ringzone ist unerlässlich, und Kolbenböden mit Rohr- oder Schwertpleueln usw. aus Kohlenstoff sind für Spezialzwecke denkbar. Interessant ist auch ein Pendelkolbenkompressor nach Ansprüchen 8 und 9 wegen seines hohen volumetrischen Wirkungsgrades (besonders bei zwei¬ stufiger Bauweise mit Pleuellader) und seines einfachen Aufbaus ohne Schieber 48. Nicht gezeichnete, breite Ueberströmschlitze sind durch Stege unterteilt zur Führung der Dichtgitter 29 (Fig. 3). Die relativ niedrigen Arbeitsdrücke ermöglichen längere Kurbelwellen und breitere Kolben als gemäss Fig. 1 und 2. Der Kolbenboden wälzt sich dichtend auf einer durchgehenden Dichtung 112 (Fig. 7) ab, die einen separaten Zylin¬ derkopf (Fig. 1) umfassen kann. Oeffnungen 180 ergeben einen strömungs- mässig günstigen, durch Ventilzungen 181 in üblicher Weise gesteuerten Auslass des Mediums, z.B. des Kältemittels bei Kühlkompressoren oder Wärmepumpen. Bei Kleinkompressoren für Haushaltkühlschränke sind auch kreisrunde Kolben möglich.A four-stroke engine according to claim 1 is only conceivable with rotary valves arranged parallel to the crankshaft on both sides of the cylinder head. It should also be mentioned that, under certain conditions, round floating pistons can even run in non-domed, ie circular-cylindrical cylinders. However, the fire ring must consist, for example, of two identical half rings, each with a few millimeters of overlapping joints. The cambered running surface can have the same profile all round or can be adapted to the pendulum movement, that is to say tapering towards the joints, which prevents the rings from rotating. The piston is guided by corrugated or hose springs arranged in the base of the groove or by radial coil springs analogous to 25 (FIG. 1). Also possible and very well sealing are thin O-rings made of heat-resistant elastomers, if necessary layered diametrically (different ring diameters). The best possible pressure oil cooling of the ring zone, which is relatively simple in the case of pendulum pistons, is essential, and piston heads with pipe or sword connecting rods etc. made of carbon are conceivable for special purposes. Also of interest is a reciprocating piston compressor according to claims 8 and 9 because of its high volumetric efficiency (particularly in the case of a two-stage construction with connecting rod charger) and its simple construction without a slide 48. Wide overflow slots (not shown) are divided by webs for guiding the sealing grille 29 (FIG. 3). The relatively low working pressures enable longer crankshafts and wider pistons than in accordance with FIGS. 1 and 2. The piston crown rolls in a sealing manner on a continuous seal 112 (FIG. 7), which can comprise a separate cylinder head (FIG. 1). Openings 180 result in a flow-favorable outlet of the medium, for example the refrigerant in cooling compressors or heat pumps, which is controlled in the usual way by valve tongues 181. Circular pistons are also possible for small compressors for household refrigerators.
Schliesslich sei nachgetragen, dass die Geometrie der Gaswechselschlitze von Fig. 7 nicht optimiert ist, doch enthält die erarbeitete ther odyna- mische Prozessrechnung ein entsprechendes Programm. Ebenso ist die Zylin¬ derkurve 26 bezüglich der Verhältnisse von Kolbenhub, Kolbenlänge und Pleuellänge zueinander nicht optimiert. Die Entwicklung von numerischen Methoden zur mathematisch genauen Berechnung der Zylinderkurven wurde jedoch schon vor vielen Jahren vom Anmelder veranlasst und an der ETH Zürich und durch seinen Sohn durchgeführt; die Computerprogramme stehen zur Verfügung. Finally, it should be added that the geometry of the gas exchange slots in FIG. 7 is not optimized, but the thermodynamic process calculation that has been worked out contains a corresponding program. Likewise, the cylinder curve 26 is not optimized with respect to the relationships between the piston stroke, piston length and connecting rod length. However, the development of numerical methods for the mathematically precise calculation of the cylinder curves was initiated by the applicant many years ago and carried out at the ETH Zurich and by his son; the computer programs are available.

Claims

Patentansprüche claims
1. Pendelkolbenmotor mit einer Kurbelwelle und wenigstens einer daran ange¬ lenkten Pleuelstange mit gelenklosem Pendelkolben, dessen Boden auf einem Kreiszylinder mit Zentrum Pleuellager liegt und in einem Zylinderkurbel¬ gehäuse mit separatem oder integriertem Zylinderkopf läuft, gekennzeichnet durch einen Zylinderkopf mit wenigstens sektoriell kreiszylinderförmiger Innenfläche mit Zentrum Kurbelwellenlager, unter der sich der Kolbenboden im Bereich des oberen Totpunktes mit möglichst kleinem Spiel bewegt.1. Pendulum piston engine with a crankshaft and at least one connecting rod connected to it with an articulated pendulum piston, the bottom of which lies on a circular cylinder with a center connecting rod bearing and runs in a cylinder crankcase with a separate or integrated cylinder head, characterized by a cylinder head with an at least sectorally circular inner surface Center of crankshaft bearing, under which the piston crown moves in the area of top dead center with as little play as possible.
2. Pendelkolbenmotor nach Anspruch 1 mit einem etwa in der Mitte des Zylin¬ derkopfs angeordneten Brennraum, gekennzeichnet durch beidseitig des Brenn¬ raums angeordnete, durch die Zylinderkopf-Innenfläche gebildete Quetschflä¬ chen, die vom Pendelkolben zeitversetzt aktiviert werden.2. Pendulum piston engine according to claim 1 with a combustion chamber arranged approximately in the center of the cylinder head, characterized by squeezing surfaces arranged on both sides of the combustion chamber and formed by the cylinder head inner surface, which are activated by the pendulum piston at different times.
3. Pendelkolbenmotor nach Anspruch 1 mit einer auf der vorlaufenden Seite des Pendelkolbens im Zylinderkopf angeordneten Brennkammer mit Verbindungskanal zum Zylinder, gekennzeichnet durch einen wenigstens angenähert gasdichten Spalt zwischen Zylinderkopf-Innenfläche und Kolbenboden bis wenigstens ange¬ nähert in den Bereich des oberen Totpunktes.3. Pendulum piston engine according to claim 1 with a combustion chamber arranged on the leading side of the pendulum piston in the cylinder head with a connecting channel to the cylinder, characterized by an at least approximately gas-tight gap between the cylinder head inner surface and piston crown until at least approximately in the area of top dead center.
4. Pendelkolbenmotor nach Anspruch 3, gekennzeichet durch eine rechtzeitige Gemischbildung und Entflammung in der Brennkammer, damit möglichst früh vor dem oberen Totpunkt ein Antriebsmoment auf die Kurbelwelle entsteht.4. Pendulum piston engine according to claim 3, characterized by timely mixture formation and ignition in the combustion chamber, so that a drive torque is generated on the crankshaft as early as possible before top dead center.
5. Pendelkolbenmotor nach Ansprüchen 3 und 4, dadurch gekennzeichnet, dass der gasdichte Spalt durch Russablagerung und/oder Oelkohle gebildet wird und sich fortlaufend von selbst regeneriert.5. Pendulum piston engine according to claims 3 and 4, characterized in that the gas-tight gap is formed by soot deposition and / or oil coal and continuously regenerates itself.
6. Pendelkolbenmotor nach Ansprüchen 3 und 4, dadurch gekennzeichnet, dass der gasdichte Spalt durch eine im Bereich der Zylinderkopf-Innenfläche ange¬ ordnete Dichtung aus passendem Material gebildet wird.6. Pendulum piston engine according to claims 3 and 4, characterized in that the gas-tight gap is formed by a seal arranged in the area of the cylinder head inner surface made of suitable material.
7. Pendelkolbenmotor nach Ansprüchen 1 bis 6 als Zweitaktmotor mit langem, in Richtung Kurbelwelle vorzugsweise schmalem Rechteck-Pendelkolben, der die seitlichen Gaswechselschlitze in optimaler Weise asymmetrisch steuert. 7. Pendulum piston engine according to claims 1 to 6 as a two-stroke engine with a long, preferably narrow toward the crankshaft rectangular pendulum piston, which controls the side gas exchange slots asymmetrically in an optimal manner.
8. Pendelkolbenkompressor mit einer Kurbelwelle und wenigstens einer daran angelenkten Pleuelstange mit rechteckigem, gelenklosem Pendelkolben, dessen Boden auf einem Kreiszylinder mit Zentrum Pleuellager liegt und in einem Zylinderkurbelgehäuse läuft, gekennzeichnet durch einen separaten oder inte¬ grierten Zylinderkopf mit kreiszylinderförmiger Innenfläche mit Zentrum Kurbelwellenlager, unter der sich der Kolbenboden mit wenigstens angenähert gasdichtem Spalt abwälzt.8. Pendulum piston compressor with a crankshaft and at least one connecting rod articulated to it with a rectangular, articulated pendulum piston, the bottom of which lies on a circular cylinder with a center connecting rod bearing and runs in a cylinder crankcase, characterized by a separate or integrated cylinder head with a circular cylindrical inner surface with the center of the crankshaft bearing, below which rolls the piston crown with at least an approximately gastight gap.
9. Pendelkolbenmotor und Pendelkolbenkompressor nach Ansprüchen 6 und 8, gekennzeichnet durch eine den Zylinderkopfflansch umfassende Kolbenboden¬ dichtung.9. Pendulum piston engine and pendulum piston compressor according to claims 6 and 8, characterized by a piston head seal comprising the cylinder head flange.
10. Pendelkolbenmotor und Pendelkolbenkompressor gemäss Beschreibung und Zeichnungen. 10. Pendulum piston motor and pendulum piston compressor according to the description and drawings.
EP95940939A 1994-12-24 1995-12-27 Oscillating piston engine and oscillating piston compressor Expired - Lifetime EP0799365B1 (en)

Applications Claiming Priority (4)

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CH3906/94 1994-12-24
CH390694 1994-12-24
CH390694 1994-12-24
PCT/CH1995/000312 WO1996020332A1 (en) 1994-12-24 1995-12-27 Oscillating piston engine and oscillating piston compressor

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JP5094349B2 (en) * 2007-11-30 2012-12-12 株式会社日立産機システム Cylinder device, compressor, and method of manufacturing cylinder device
DE102008045580B3 (en) * 2008-01-10 2009-05-07 Manfred Wanzke Connecting-rod piston compressor for use as two stroke diesel engine, has connecting-rod piston closing exhaust ports and opening inlet ports or opening exhaust ports and closing inlet ports or closing exhaust and inlet ports
CN110925046A (en) * 2019-12-09 2020-03-27 宁波市佳利来机械制造有限公司 Shock-resistant engine oil pump front cover and manufacturing method thereof

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US2284645A (en) * 1941-01-27 1942-06-02 Duffy Charles Hugh Air pump or compressor
US3695150A (en) * 1969-07-18 1972-10-03 Willi Salzmann Crank assemblies for machines having reciprocating pistons
IT950019B (en) * 1971-03-11 1973-06-20 Salzmann W PARTICOLARMEN PISTON MACHINE AND INTERNAL COMBUSTION ENGINE
CA938225A (en) * 1971-07-19 1973-12-11 D. Guenther William Four stroke hybrid engine
US4142500A (en) * 1977-04-12 1979-03-06 Davis Allen V C Two-stroke engine and direct thrust piston
US4829954A (en) * 1985-08-19 1989-05-16 Morgado Ralph G Method of forming self-sealing piston
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GB8815696D0 (en) * 1988-07-01 1988-08-10 Jaguar Cars Two stroke engines
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AU4251796A (en) 1996-07-19
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EP0799365B1 (en) 2000-03-15
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CN1171143A (en) 1998-01-21
WO1996020332A1 (en) 1996-07-04
DE59508015D1 (en) 2000-04-20

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