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)

Applications Claiming Priority (4)

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• 1995
  • 1995-12-27 CA CA002208550A patent/CA2208550A1/fr not_active Abandoned
  • 1995-12-27 EP EP95940939A patent/EP0799365B1/fr not_active Expired - Lifetime
  • 1995-12-27 AT AT95940939T patent/ATE190695T1/de not_active IP Right Cessation
  • 1995-12-27 WO PCT/CH1995/000312 patent/WO1996020332A1/fr not_active Ceased
  • 1995-12-27 US US08/860,420 patent/US5769048A/en not_active Expired - Fee Related
  • 1995-12-27 CN CN95197057.7A patent/CN1171143A/zh active Pending
  • 1995-12-27 DE DE59508015T patent/DE59508015D1/de not_active Expired - Fee Related
  • 1995-12-27 AU AU42517/96A patent/AU4251796A/en not_active Abandoned

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