EP0799365B1 - Oscillating piston engine and oscillating piston compressor - Google Patents

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

The present pendulum piston engine is the result of one decades, partly carried out with the ETH Zurich Research and development in theory and practice. Their goal was, in terms of simplicity, compactness, weight, Construction costs, smooth running, elasticity, consumption, Pollutant content, maintenance and recycling crucial To achieve advantages. Applications of any size and Arrangement appear sensible everywhere, with land, water and aircraft even indispensable to their necessary To make downsizing and simplification possible in the first place.

The new inventions emerge from the patent claims, and other related features and Advantages are based on the simplified drawing as exemplary embodiments explained in more detail. Show it:

Fig. 3 weitere Varianten von Fig. 1 in anderer Kolbenstellung im Ausschnitt,

Fig. 4 A bis C vergrößerte Stirndichtleisten im Aufriß,

Fig. 5 einen Ausschnitt des Pendelkolbens im Grundriß/Schnitt,

Fig. 6 eine Variante von Fig. 2 mit Gleitlagern im Ausschnitt,

Fig. 7 und 8 das Gehäuse eines Mehrzylinder-Fahrzeugmotors (und Kompressors),

Fig. 9 eine Magerkonzept-Variante des Zylinderkopfs von Fig. 7, und

Fig. 10 den Bug eines Kleinautos im Aufriß/Schnitt mit Motor gemäß Fig. 7/9 in starker Verkleinerung.

1 and 2 an experimental engine with variants in elevation and side elevation,

3 further variants of FIG. 1 in a different piston position in the cutout,

4 A to C enlarged face seals in elevation,

5 shows a detail of the pendulum piston in plan / section,

6 shows a variant of FIG. 2 with slide bearings in the cutout,

7 and 8, the housing of a multi-cylinder vehicle engine (and compressor),

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 the motor according to Fig. 7/9 in a large reduction.

Long, narrow, rectangular pendulum pistons are used in two-stroke engines optimal; they enable wide, low gas exchange slots (Fig. 7) and short, stiff crankshafts (Fig. 2 and 6). Pinch zones on both sides (Fig. 9) lead nevertheless to a compact, conventional combustion chamber. On the other hand the long pendulum pistons probably offer the first Possibility of additional braking of the ascending Piston, through the necessary pre-injection / pre-ignition and combustion before top dead center to avoid occurring. Here are a few explanations:

According to claim 1, the piston crown 1 is on a Circular cylinder with axis 2 of the connecting rod bearing 3, and the cylinder head inner wall 4 is at least sectoral a circular cylinder with axis 5 of the crankshaft bearing 6 (Fig. 1 to 3). The wall 4 thus forms the envelope surface of the moving piston crown 1, the following points of Significance are: The leading lateral reversal point 7 the piston movement, the sealing point 8 (Fig. 3), the upper Dead center 9 (reversal point at the end of the piston stroke), the switchover point 10 and the trailing lateral reversal point 11 (mirror-symmetrical to 7). Two of these points appear also on the crank circuit 12 as 8 'and 9'. A e.g. spherical or ellipsoidal combustion chamber 13 of the cylinder head 14 e.g. an injector and a glow plug or spark plug 15 in a V arrangement and a wide channel 16 to the rectangular, domed cylinder 17. Thanks to a seal (e.g. soot deposit) between the piston crown 1 and head wall 4 in the area of sealing point 8 (FIG. 3) up to OT 9, braking of the overall ascending, but on the right already sinking piston crown 1 by the combustion gases not (anymore). On the contrary are even from sealing point 8 (here at 345 ° crank angle) Drive forces exerted on the crankshaft, which, however, have opposing forces from further compression counteract the intake air. More details on this are set out under Figs. 3 and 7.

For the design and construction of pendulum piston engines is based on previous publications by the same applicant noted (US-A-3,695,150). The following additions therefore like sufficient for understanding.

The upwardly curved piston crown 1 creates space for well-dimensioned, permanent piston springs instead of the double leaf springs 21 as shown in FIG. 1 on the left. Non-stop Sealing springs 22 (Fig. 1, 2 and 5) ensure permanent system of the face seals 23, while approximately the same length, however e.g. on a piston rib 24 axially fixed guide springs 25 the pendulum piston between the domed cylinder walls 26 guide floating on the face ("floating piston"). The side seals 27 and 28 are with L-profile 3 combined to form sealing grids 29 and e.g. made by light wave springs. All feathers are made made of highly heat-resistant material and are vertical in the piston closely managed. The face seals 23 and sealing grille 29 form four overlapped ends at their ends, even when worn gastight impacts. Optimized, coated if necessary Materials are provided. To further reduce wear the face seals 23 run open according to FIG. 4B pivotable sealing rods 30, the outer surface 31 of the preferably circular arc-shaped cylinder walls 26 aligned are and therefore always have surface contact. As 4 C shows another variant of a rotating ceramic sealing needle 32. The e.g. made of ceramic, forged Piston plate made of light metal or thin-walled cast steel 33 is e.g. with the interposition of a wear-resistant, interchangeable steel sheet 34 by radial Aluminum countersunk screws 35 fixed to the connecting rod cover 36. This connecting rod cover 36 with stiffening and cooling fins 37, like the rectangular cross section, thin-walled connecting rod shaft 38, preferably made of die-cast magnesium and is preferably through with the connecting rod shaft Press weld connected. Using melting or sand cores etc., however, are also one-piece hollow connecting rods with low Wall thicknesses and stretch-inhibiting Invar or carbon fiber inserts possible. The serves as the core bearing rectangular opening 39 through which charge air 40 for heat dissipation piston plate 33 and connecting rod cover 36 and emanates. The edge reinforcement 41 and the hub bevels 42 (they direct the charge air into the two-sided Flushing troughs 44 and flushing channels 45) compensate in terms of weight the opening 39. In the to the center of the piston 46 concentric grooves 47/47 'are flat gas valves 48, if necessary with stiffening 49 and additional guide 50/51 inserted. The slider 48 make the side Pendulum movement of the connecting rod 38 barely with and overlap hence the exhaust slots up to the cylinder walls 26.

The semi-cylindrical connecting rod cover 55 is used as a counter mass trained to the piston and connecting rod upper part and with respect Measure the moment of inertia in such a way that the center of the impact of the vibrating parts 33 to 55 (possibly without slide 48) at least approximately in the center 2 of the connecting rod bearing 3 lies. As a result, the center 46 runs without guidance imagined piston of its own accord on an elongated Eight. The fine transverse vibrations that occur are by the guide springs 25 of the piston caught. And because of the gas power because of the circular arc shape of the piston crown 1 with the center 2 the connecting rod bearing 3, apart from its frictional torque, hardly any worth mentioning Lateral forces between the "floating piston" and cylinder end walls 26 occur, are its friction losses and oil consumption many times smaller than at the traditional plunger. This is particularly the case with Two-stroke engines of crucial importance. At the relatively small outer diameter of the connecting rod cover 55 (The loading level of the "connecting rod charger" is up to the end of intake only approx.1.5) is specifically heavy material, e.g. Steel or brass necessary to achieve the required momentum to reach. Fine tuning can be done through cavities 56 in the connecting rod cover 55 or in the piston plate 33 and achieved by steel bolts 35 of different lengths and be checked on a horizontal transducer. The Connecting rod bolts 58 are inserted from above; at the 7 is for certain numbers of cylinders a screw connection from below is necessary to the crankshaft to be able to expand. For sealing the connecting rod loader are then e.g. sprayed plastic plugs 60 necessary and by a pin slightly bent in the middle 61 fixable. The outer surfaces 17 and 55 of the connecting rod loader are finished and e.g. galvanic or PTFE coated and seal thanks to minimal running play.

The compact, light and rigid crankshaft according to Fig. 1, 2 and 6 consists of the shaft journal 63, conical-cylindrical Crank washers 64 and crank pin 65 with Frets 66 (for good coverage of the crank discs 64). It is mounted on roller bearings and lubricated according to requirements with oil inlet 67, intermediate seal by disc spring 68, oblique hole 69 and oil leak on the outer edge of the bundles 66 and / or according to FIG. 6. With crankshaft intermediate bearings (Fig. 8), it is possible to have the plate springs 68 on only one Spot to split and spring up what theirs Installation in the crankcase simplified. With plain bearings (Fig. 6) the oil supply takes place in a similar manner, however for cooling reasons (around ten times frictional heat) much stronger what oil return requires. This is done between the radial seals 70 and 71 e.g. through holes 72 to 74. A certain amount of escape oil is included unavoidable and indispensable for connecting rod and piston lubrication. The return oil is there without contact with the Fuel gases, reused, which makes oil changes unnecessary. Out The balancing weights of the crankshaft are reasons of space arranged outside the engine, depending on the number of cylinders There are advantages or disadvantages. Your correct location can by slight offset of a flange bore 75 guaranteed without any problems and a combination with a flywheel and any pulley is provided. To compensate the wiggling moments of three cylinders are on everyone Two meshing gears 77 and 78 with counterweight (instead of an external connecting shaft) space-saving arranged, each with a toothing made of suitable Plastic comes into question. Static balancing the fully machined crankshaft is not necessary.

1 and 2 encloses the cylinder crankcase 80 the crank mechanism, has coolant spaces and channels for the gas change and exists e.g. from suitable ribbed gray or light metal casting. The air intake 81 takes place over a flat flange 82 for everyone Cylinder individually, the exhaust 83 over a common one Flange 84, which also includes the coolant inlet 85. The Housing 80 is at the bottom due to the flat flange 86 the crankshaft axis 5 and above through the arched Flange 87 limited with a circular cylinder Axis 5 lies. Machining the cylinder space can be inexpensive done by vertical clearing, but are then separate, arched end wall inserts 88 necessary can be interchangeable. Without them and below, e.g. curved to point 89 and straight from there, however cleared diagonally and a corner piece 90 can be used what requires special facilities. As the simplest and Spark erosion is possibly the cheapest solution which e.g. also at positions 47/47 'and 50/51 is possible or necessary.

The lower end of the cylinder crankcase 80 forms the crankcase 91, which has a semi-cylindrical under each connecting rod Has cavity 92, the moving connecting rod cover 55 tightly encloses and is part of the cylinder space of the integrated, volumetric connecting rod charger. Whose Use point 93 (with piston position 94) can be changed Reduction of engine power (e.g. at Stationary or vehicle throttle motors) through both sides molded troughs 95 e.g. postponed to 96. The crankcase 91 is preferably made of die-cast light metal and is inside by plunge milling or spark erosion processed. They are attached by one Bolt 97 on both sides of the main crankshaft bearing 6. This simplification can be a defined uneven Shape of the top sealing surface require what is caused by spark erosion is made possible. For space-saving vertical Interim storage of the motors serve at least two over the bolt heads 98 spring-loaded plastic sleeves 99.

Finally, there is the very simple and compact cylinder head 14 according to FIGS. 1 to 3. It exists preferably made of die-cast light metal and is by ribs 101 stiffened. It is attached by means of Stud 102 (for single cylinder 6, two cylinder 9, etc.), its sealing against gas and coolant through elastic Round cords 103. The cast in a known manner Coolant nozzle 104 does not exceed the engine height (Packaging). The combustion chamber 13 is by a Floor plan e.g. rectangular, domed secondary combustion chamber 106 added, which at switchover point 10 (here e.g. at 2 ° crank angle according to OT 9) connects to the inner wall 4. This allows the following combustion and workflow can be achieved:

Through electronically controlled, timely pre-injection / Pre-ignition and a rich air-gasoline mixture begins the pressure increase in the here as a vortex chamber trained combustion chamber 13 at 15 ° crank angle before TDC 9. Thanks to the soot seal mentioned on page 2 between Piston node 1 and cylinder head inner wall 4, this acts Gas pressure only on the piston strip between the reversal point 7 and sealing point 8 and thus already results in a small one Torque on the crankshaft (and a small one, by the Guide springs 25 shear force to be absorbed). When turning on the narrow shaft seals the crankshaft 108 between the piston crown 1 and the top wall 4 left, causing the combustion pressure to rise standing piston surface and thus the gas force strong enlarged and also their lever arm to the crankshaft increases markedly. The drive torque increases progressively on. On the other hand, the complementary side is reduced the piston surface, but the compression pressure rises above it on. The optimal location under certain conditions the switchover point 10 must therefore be thermodynamic Process accounting can be determined, which has not yet happened is. It is also still open whether the engine is running continuously developing and due to the fine piston vibrations regulating in the area of top dead center Soot or carbon layers work without problems and noiseless becomes. 3 is therefore a variant e.g. Cylinder head gasket made of heat-resistant fabric 110 provided, the left half in the area of Piston bottoms 1 is punched out.

7 shows another option on the underside of the cylinder head 121 interchangeably screwed Sealing tongue 112. If successful, e.g. by spring force to bring this tongue into the rest position 112 ', so displaced the sealing point 8 turns to the right 7. Then occurs a drive torque even at 16.5 ° crank angle before OT 9 on the crankshaft (instead of braking torque with conventional pendulum pistons or plungers). Under the same conditions, the invention results "Dead center advance" softer engine running without Kick back, lower gas pressures and knocking risk, less Noise, friction and wear, consumption and Pollutants as well as smaller flywheels and starters and generally even lighter, more compact and less expensive Motors (which are easy to start).

Figures 7 and 8 show the housing of a possible (Single or) multi-cylinder series engine in elevation and partially Side view. This housing 120 fits the crank mechanism 1 to 6 and is for the greatest possible simplification and stiffening as a total monoblock with integrated Cylinder head 121 and exhaust manifold 122 formed. It can be made of light metal casting or thin-wall gray or cast steel and is, preferably on face-milled flange 123 hanging, by spark erosion rough and fine machined. This editing can even the surface of the flushing channels 45 and the exact shape and Round the edges of the gas exchange slots 124/125. The rounded corners of the cylinders require accordingly rounded corners 126 of the face seals 23 (FIG. 5) what also applies to cleared or milled cylinders. For fixing the motor housing 120 has a number of thread eyes 129 on.

The combustion chamber 13 corresponds to that of FIGS. 1 to 3. By targeted / calculated choice of their volume under Inclusion of "airspace" 106, the compression ratio 3, the degree of loading of the Connecting rod supercharger etc. and if necessary by means of air throttling and jump start systems is gas, gasoline, diesel or Multi-fuel operation possible and interesting.

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, one the same wide spring tongue 133 with rivets 134 (or a hinged Circular sector sheet) and a continuous adjusting shaft 135 with negative cam 136. The adjustment lever 137 causes the spring tongue to relax in position 137 ' in position 133 ', which is a partial backflow the charge air causes. With rotating shaft 135 (without lever 137) are by correspondingly arranged cams individual suspensions 133 can be activated (cylinder deactivation). The variant according to FIGS. 7 and 8 on the right is also compact, but more complex and significantly more effective. Here are the side walls 138 of the crankcase due to spark erosion set back so conically (Fig. 7A shows an Ekke in horizontal section 139) that on both sides an approximately Crescent-shaped sheet metal part 140 as a movable side wall can be inserted. The radial and normal position (parallel walls) axial guidance is provided by grooves 141 and up left through flange face 123 (or one Stop directly at point of use 142 of the connecting rod loader), to the right through the semi-cylindrical swivel joint 144 according to FIG. 7 A. The opening on both sides of the movable Sidewalls 140 µm e.g. 3 ° is done by a Shaft similar to 135 with alternating left and right hand threads or cam, in the corresponding counter thread or Intervene approaches of the walls 140. This will make the lower part the connecting rod flows around the side, which at partial load Charging (and its power requirements) reduced. To be highlighted is still the unique gas exchange of this engine in the form of an "S": The air supply 40 happens in optimally through the integrated connecting rod loader up to to the inlet end 146, where the left connecting rod side is the return flow channel 147 opens. The flushing takes place in direct current and with asymmetrical control diagram (the outlet opens and concludes first, a prerequisite for real Charging). The narrow piston gives a minimal Interface between inlet and outlet flow (only 55% a round cylinder of the same area) and therefore less Mixing and heat exchange of the gas flows. Because the Exhaust gases under connecting rod supercharger pressure can be adjusted to long single tubes in favor of an integrated one Collecting tube 122 with conical-cylindrical if possible on both sides Ends 148/149 are dispensed with. This will make it only two-part, by tie rod 97 (for single cylinder four, two-cylinder six, etc.) screwed motor housing very simple and universally applicable.

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 along a line 151 in the upper piston dead center 9 and in two side connecting rod ends. 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 are connected to the crank disks, for example by pressure welding. They consist, for example, of counterweight heavy metal (density around 18 g / cm ³ ) and are supplemented by complementary packing 155 required for the connecting rod loader; These can consist of magnesium or plastic, for example, and can be attached by gluing and / or riveting. As a further variant, in the case of the ellipsoidal combustion chamber 156 from FIG. 7, the injection nozzle 157 or injection nozzle in gas operation is arranged in the direction of the cylinder, which also applies to the combustion chamber 13 from FIG. 1.

Fig. 9 shows a cylinder head matching Fig. 7 (and 1) 160 with lean-concept combustion chamber 161 known from OEC (whose location could be more left), the best known Has reached consumption and pollutant values. New here are those on a circular cylinder 162 with center Crankshaft pinch surfaces 163 on both sides and 164, which are time-shifted in an optimal flow Act. With this problem-free, proven cylinder head However, OEC takes place before top dead center the usual braking of the piston by compression and fuel gas, but it only serves to compare Try and as a temporary solution until the series production is ready 1, 2, and 8.

As an application example, FIG. 10 shows a "floating piston connecting rod slide valve motor" (PLC) according to FIGS. 7 and 9 with a displacement of 300 cm ³ 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 FIGS. 1 and 1A of WO 92/20563 (Salzmann). 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 ultra-compact engine 166 with "1 to 3 = 2 to 6" cylinders can dodge under the floor of the car, together with its manual and axle transmission and Lambda 1 catalytic converter 167 (with starting catalytic converter 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 l front luggage compartment 172. The combined brake and accelerator pedal 173, with a pedal plate 174 that can be moved laterally, for example, against light spring force, saves space, works at lightning speed and is very safe; it prevents unwanted accelerating in moments of shock (you stretch!). The motor 166 with multi-disc clutch and, for example, three-speed planetary gear unit with a uniform step jump in a square, preferably acts on a double axle drive 176 with the same step jump. The two sprockets running loosely on the differential housing with the clutch ring suspended in between are switched automatically, as is the planetary gear. Such a "3 = 6V + 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, backwards and uphill .

The motor 166 is also suitable for longitudinal installation without further ado (Crankshaft in the longitudinal axis of the vehicle) with e.g. about that arranged, at least partially foldable Front luggage rack. A similar concept is envisaged for motor trucks, buses, cars, etc. their automatic coupling resp. Torque converter also a "mono pedal" enables, but standing here, i.e. hinged to the ground is. Swiveling the foot to the right causes the driver to accelerate, to the left engine brake and / or retarder, all preferably electronically controlled. Both hands stay with it at the steering wheel. Finally, the allowed on motorcycles extremely compact, lying motor 166 one above Luggage compartment arranged in the optimal center of gravity.

With the PLC motor 166 according to FIGS. 1 and 2, (clocked) Turbocharging temporarily cause the connecting rod supercharger to over 200 ° crank angle works as a compressed air motor, the Conrod area is 140 to 180% of the pendulum piston area.

Four-stroke engines are arranged in the cylinder head Rotary valve possible. Greater overall height, construction costs and Friction losses and lower power density and poor concentricity (per cylinder follow every working stroke three empty strokes) will mean unacceptable in the future Disadvantage.

The relevant prior art according to US-A-3695150 (Salzmann) may be noted that there is a relative domed cylinder head inner wall (the center of her Circle sector lies above the crankshaft axis) at that time, the voluminous combustion chamber encloses. On the other hand are the combustion chambers according to claims 1 to 3 very compact and allow, together with others Measures, the lean engine concepts sought today with high air ratios and the lowest fuel consumption.

As stated earlier in Salzmann’s registrations, becomes the compressed air of direct fuel injection for each cylinder individually through the associated connecting rod loader and pneumatic pressure booster. This spares you in the simplest way the compressed air compressor required by OEC with belt drive, air filter and compressed air lines and allows the engine to be started immediately 166 (if necessary even with a cable starter) In analogously, the air for lubricating the oil mist Crankshaft roller bearings are removed from the connecting rod loader.

A pendulum piston compressor according to requirements is also interesting 8 and 9 because of its high volumetric efficiency (especially with two-stage construction with Connecting rod loader) and its simple construction without slider 48. Wide overflow slots are not shown divided by webs for guiding the sealing grid 29 (Fig. 3). The relatively low working pressures allow longer crankshafts and wider pistons than in FIG. 1 and 2. The piston crown rolls sealingly on one continuous seal 112 (Fig. 7) from a separate Cylinder head (Fig. 1) may include. Openings 180 in Area of the trailing lateral piston reversal point 11 (Fig.3) result in a flow-favorable, by Valve tongues 181 in the usual way controlled outlet of the Medium with the lowest dead volume. This increases e.g. at Cooling compressors or heat pumps improve efficiency. Small compressors for refrigerators are also circular Pendulum piston possible without connecting rod loader.

Claims (9)

1. Rocking-piston engine having a crankshaft and at least one connecting rod articulated onto it, having a non-articulated rocking piston whose crown is located on a circular cylinder centred on the connecting rod bearing and which runs in a cylinder crank case with separate or integrated cylinder head, characterised by a cylinder head (14) with an internal surface (4) shaped in at least one sector as a circular cylinder centred on the crankshaft bearing (6), the piston crown (1) moving under the internal surface (4) with the smallest possible clearance in the region of the top dead centre (9).
2. Rocking-piston engine according to Claim 1, having a combustion space arranged approximately in the centre of the cylinder head, characterized by squeeze surfaces (163, 164) arranged on both sides of the combustion space and formed by the cylinder head internal surface, which sqzeeze surfaces are activated, offset in time, by the rocking piston.
3. Rocking-piston engine according to Claim 1, having a combustion chamber (13) arranged in the cylinder head at the leading side of the rocking piston with a connecting duct (16) to the cylinder, characterised by an at least approximately gas-tight gap between the cylinder head internal surface and the piston crown extending at least approximately into the region of the top centre.
4. Rocking-piston engine according to Claim 3, characterised by mixture formation and ignition in the combustion chamber at the correct time so that a drive torque occurs at the crankshaft as early as possible before top dead centre.
5. Rocking-piston engine according to Claims 3 and 4, characterised in that the gas-tight gap is formed by soot deposits and/or oil carbon and is continously and autonomously regenerated.
6. Rocking-piston engine according to Claims 3 and 4, characterised in that the gas-tight gap is formed by a seal (110) of suitable material arranged in the region of the cylinder head internal surface.
7. Rocking-piston engine according to one of Claims I to 6 as a two-stroke engine with a long rectangular rocking piston, preferably narrow in the direction of the crankshaft, which rocking piston asymmetrically controls the lateral gas exchange slots in an optimum manner.
8. Rocking-piston compressor having a crankshaft and at least one connecting rod articulated onto it, having a non-articulated rectangular rocking piston whose crown is located on a circular cylinder centred on the connecting rod bearing and which runs in a cylinder crank case, characterised by a separate or integrated cylinder head with a circular cylindrical internal surface centred on the crankshaft bearing, the piston crown rolling under the internal surface with an at least approximately gas-tight gap, and the gas outlet taking place through openings (180).
9. Rocking-piston engine and rocking-piston compressor as claimed in Claims 6 and 8, characterised by a piston crown seal surrounding the cylinder head flange.

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