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WO2008065081A2 - Moteur à pistons libres - Google Patents

Moteur à pistons libres Download PDF

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Publication number
WO2008065081A2
WO2008065081A2 PCT/EP2007/062822 EP2007062822W WO2008065081A2 WO 2008065081 A2 WO2008065081 A2 WO 2008065081A2 EP 2007062822 W EP2007062822 W EP 2007062822W WO 2008065081 A2 WO2008065081 A2 WO 2008065081A2
Authority
WO
WIPO (PCT)
Prior art keywords
free
piston
piston engine
engine according
compressor
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.)
Ceased
Application number
PCT/EP2007/062822
Other languages
German (de)
English (en)
Other versions
WO2008065081A3 (fr
Inventor
Bernd Jung
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to EP07847354A priority Critical patent/EP2106495A2/fr
Publication of WO2008065081A2 publication Critical patent/WO2008065081A2/fr
Publication of WO2008065081A3 publication Critical patent/WO2008065081A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B71/00—Free-piston engines; Engines without rotary main shaft
    • F02B71/04—Adaptations of such engines for special use; Combinations of such engines with apparatus driven thereby
    • F02B71/06—Free-piston combustion gas generators per se
    • 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
    • F01B11/001—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 one double acting piston motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L11/00—Valve arrangements in working piston or piston-rod
    • F01L11/02—Valve arrangements in working piston or piston-rod in piston
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L23/00—Valves controlled by impact by piston, e.g. in free-piston machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L9/00—Valve-gear or valve arrangements actuated non-mechanically
    • F01L9/20—Valve-gear or valve arrangements actuated non-mechanically by electric means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F02B25/02—Engines characterised by using fresh charge for scavenging cylinders using unidirectional scavenging
    • F02B25/04—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke
    • F02B25/06—Engines having ports both in cylinder head and in cylinder wall near bottom of piston stroke the cylinder-head ports being controlled by working pistons, e.g. by sleeve-shaped extensions thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C5/00—Gas-turbine plants characterised by the working fluid being generated by intermittent combustion
    • F02C5/06—Gas-turbine plants characterised by the working fluid being generated by intermittent combustion the working fluid being generated in an internal-combustion gas generated of the positive-displacement type having essentially no mechanical power output
    • F02C5/08—Gas-turbine plants characterised by the working fluid being generated by intermittent combustion the working fluid being generated in an internal-combustion gas generated of the positive-displacement type having essentially no mechanical power output the gas generator being of the free-piston type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
    • F01L3/205—Reed valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • the present invention has for its object to provide a corresponding usable in particular as a multi-fuel engine free-piston engine such that it is compact and lightweight, shows a low specific fuel consumption, consists of only a few components, guarantees a long life and is essentially oil and maintenance. It should be possible for universal use for land, water and air vehicles. It should also be possible to generate electrical energy by means of the motor. Other units should be able to be driven, just like vehicles themselves.
  • a free-piston engine in particular a multi-fuel engine, which comprises at least 2 or 2 ⁇ n combustion chambers and consequently 1 or n pistons, which can optionally be added or disconnected.
  • a single supercharger is basically needed, albeit a multi-stage capability can be considered. Regardless of this, the supercharger is driven electrically, gas-dynamically or mechanically directly from the turbine.
  • the possibility of one or more turbine stages is given, which can be provided at least with an output shaft. It will be the turbine stages are primarily acted upon by the gases flowing out of the combustion chambers.
  • the inventive multi-fuel engine can, for. B. can be used as a diesel engine, turbofan engine, turboprop engine or helicopter main propulsion, wherein in addition to the compressor and the turbine, a generator may be provided which extends centrally between two bearings.
  • the pre-compressor used can take over the task of a starter. If the free piston engine is assigned a generator, this can be so dimensioned for driving land and rail vehicles or watercraft that by means of the generator, an electric drive is produced, which is also used as a hybrid drive for z. As cars or trucks can be used. In addition, there is also the possibility that by means of a transmission, hydrostatic or hydrodynamic or mechanical converter transmission, the multi-fuel engine can take over the direct drive.
  • Any compressor can be used. Examples include Roots blower, vane or screw compressor to call.
  • a compressor performing the following compressor function as well as the turbine or its wheel can start from a shaft of a generator. Alternatively or additionally, a separate compressor may be provided, which in turn is driven in particular via an electric motor.
  • Valve-free design of the combustion chambers does not only result from the piston starting from piston rods which close or open the outlet openings. Rather, according to a development of the invention, it is provided that the piston itself releases or closes the outlet openings as a function of its position. Thus, no moving elements are required, which allow high vibration frequencies with a simple structure of the engine.
  • the piston is formed in sections as a magnet or has such and that the piston is surrounded in the range of motion of the magnet of a coil or a plurality of coils. It is preferably provided that the housing surrounding the piston has corresponding coils on the output side.
  • the free-piston engine has two oppositely moving pistons, which are preferably connected to one another by gas-dynamic.
  • the latter is caused by the fact that between the respective inner and outer combustion chambers, a pressure equalization enabling connections run.
  • This is not a mandatory feature.
  • the invention also includes the possibility that from the compressor leads a connection to a heat exchanger and a Heilenttresss adopted, which emanates from the generator shaft. Thus, cooling air is provided.
  • the free-piston engine has two groups of pistons, wherein the pistons of a group in the same direction and the groups in opposite directions to each other and are swingable.
  • the movement of the groups to each other or the piston in the group z. B. be electronically controlled. Detached from this, the pistons can be mechanically separated from each other, but gas-dynamically connected to each other by motion-dependent combustion chambers acting in the same direction are connected via pressure equalization channels.
  • pistons of a group are interconnected by a piston rod, which may optionally be formed as a hollow shaft to allow cooling. At the same time there is a mass reduction.
  • the free-piston engine comprises a plurality along a common cylinder peripheral surface reciprocally movable pistons, which together via one or more compressors compressed air is supplied. It is therefore a ring assembly, wherein the gas outlets of the combustion chambers are interconnected. Furthermore, the combustion chambers of adjacent pistons can communicate with each other, wherein a shut-off against each other via valves is possible. The connection allows gas-dynamic control of the piston movement. Regardless of this, however, pistons can be taken out of service to optimize the working symmetry or the desired power, and then the connections to the adjacent combustion chambers are shut off.
  • the common exhaust port for the combustion gases may be referred to as a flame tube.
  • a corresponding free-piston engine can be used as a pump.
  • a space provided with inlet and outlet which is bounded by lateral boundary walls and surrounded on the circumference by the motor housing or its cylinder.
  • One boundary wall each starts from one of the groups.
  • the inlet of the room can be connected to a compressor and the outlet to the combustion chambers.
  • the space may also be used as a pump room so that the inlet communicates with a reservoir of a medium to be conveyed and the outlet communicates with a location to which the medium is to be pumped.
  • the piston, the housing, the turbine wheel and / or its blades may be made of ceramic or highly heat-resistant lightweight materials, so that a temperature-stable, but lightweight unit is available.
  • a further embodiment of the invention provides that the combustion chambers of the free-piston engine are connected in pressure gas with a supercharger, which starts from a shaft of a generator or electric motor, and that on the shaft, a turbine of a further turbine is arranged, the gas pressure with the gas outlet of the Combustion chambers is connected.
  • a fuel feed opens in a line which connects the outlet openings of the combustion chambers with the further turbine.
  • Another self-inventive development of the invention provides that emanating from each end face of the piston of the free-piston engine, a piston rod, that from each piston rod emanating in each case a portion of the cylinder of the free-piston engine in a first and a second Vorverdichtungsraum dividing piston disc that with respect to the piston the free-piston engine, the outer precompression chambers with each other and the inner precompression chambers are also interconnected and that the precompression chambers are in turn connected to the combustion chambers.
  • the invention is also characterized in particular by the fact that the free-piston engine is arranged in a jet drive with jet outlet opening, that the free piston engine comprises a reciprocating in the longitudinal direction of the jet drive back and forth a first and a second combustion chamber limiting piston having a running in the axial direction through hole in that a hollow cylinder passing into the passage opening emanates from the end face of the piston extending from the jet outlet opening side, which releases or shuts off the first combustion chamber from the jet outlet opening depending on the position of the piston and that an axially extending cylinder body is arranged in the second combustion chamber is, which releases or shuts off the passage opening in dependence on the position of the piston.
  • the cylinder body is a precompressed to the second combustion chamber air (back pressure) supplying hollow cylinder or surrounding the combustion chambers wall of the free-piston engine is at least partially surrounded by an annular space on the pre-compressed air (back pressure) of the first and / or second combustion chamber can be fed.
  • the invention provides that two free-piston engines are arranged with oppositely oscillating piston in a jet drive and that gas outlet openings of the combustion chambers of the free-piston engines open in an annular space of the jet drive, which merges into the jet outlet opening.
  • a fuel supply is provided in the annular space.
  • the invention is also characterized in that for driving an aircraft several free-piston engines are arranged on the peripheral surface of a cylinder, that the peripheral surface is coaxial with a generator or compressor and that emanating from the shaft of the generator or the compressor, a turbine wheel.
  • the shaft of the generator or of the compressor is an output shaft which is operatively connected to the stepped transmission, a hydrostatic or hydrodynamic converter or any other mechanical converter with a drive shaft
  • a further embodiment provides that on the one side of the generator or the compressor of the shaft starting a turbine wheel and on the other side a compressor are arranged, which is connected to a ring assembly forming a free-piston ring forming annular space, which on the one hand with the Combustion chambers of the free-piston engines and the other is connected to a bleed air outlet.
  • Fig. 2 shows a second embodiment of a free-piston engine in one
  • FIG. 7 shows a modification of the arrangement according to FIG. 6,
  • FIG. 10 shows a variant of the free-piston engine according to FIG. 9,
  • Fig. 13 shows an eighth embodiment of a free-piston engine in one
  • Fig. 15 shows a ninth embodiment of a free-piston engine in a
  • FIG. 24 shows a fourth embodiment of a jet engine
  • an energy converter system comprising a generator 10 with rotor shaft 12, a compressor 14 and a turbine 16, which emanate from the generator or rotor shaft.
  • a free-piston engine 18 is further provided, which may be designed differently according to the various embodiments.
  • the compressor 16 is connected via the free-piston engine 18 in terms of gas flow with the turbine 16, as can be seen from the illustration.
  • the free-piston engine 18 has a piston 20 which is oscillatable in a hereinafter referred to as a cylinder housing 22 back and forth. From the piston 20, namely from its end faces 24, 26 go out piston rods 28, 30, the Auslrawöffnun- gene 32, 34 of combustion chambers 36, 38 enforce such that, depending on the position of the piston 20 during compression, the opening of the corresponding combustion chamber is closed and opened when relaxing. This results in a valveless arrangement, wherein the gas outlet openings 32, 34, which are connected via a line 40 to the turbine 16, valveless closed or opened via the piston rods 28, 30.
  • a centrally extending gas inlet 42 preferably has a check valve 44.
  • FIG. 2 differs from that of FIG. 1 in that the gas outlet openings 32, 34 are opened or closed by solenoid valves 46, 48.
  • a reciprocable in the cylinder 22 and forth piston 50 is formed as a hollow cylinder body. This results in mass savings, so that high frequencies can be achieved.
  • FIG. 3 differs from the exemplary embodiments of FIGS. 1 and 2 in that compressed air 52 can be supplied to a free-piston engine 52 via a compressor 54 which is not discharged from the generator shaft 12.
  • a compressor 54 which is not discharged from the generator shaft 12.
  • an electric motor 56 which is electrically connected to the generator 10 via an inverter 58, can be used.
  • From the motor shaft 60 of the compressor 54 goes out, which is connected via a line 68 to a port 62 of the free-piston engine 52, the two gas inlets 64, 66, in which check valves 66, 68 may be arranged.
  • the inlets 64, 66 open into the combustion chambers or chambers 36, 38, in which in the drawing a piston 72 shown as a solid cylinder is oscillated back and forth.
  • the piston 72 may also have a construction according to FIG. 2.
  • a gas outlet 76 which is closed or opened in dependence on the position of the piston 72.
  • the exhaust gas flowing via the gas outlet opening 76 is fed via a line 78 to the turbine 16 on the one hand and to another turbine 78 which extends from the motor shaft 60 on the other hand.
  • the storage of the shafts 12, 60 can be done via air or magnetic bearings. It is also possible to change the speed, so as to be able to set the desired flow rate of compressed air. Possibilities in this regard are available in all embodiments.
  • the generator 10, d. H. the stator windings are cooled, for example with liquid nitrogen.
  • superconducting materials for the stator winding can be used to have to accept low energy losses and to meet the thermal aspect because of the speed-related small dimensions.
  • the stator diameter is about 100 mm to 150 mm with a length of about 150 mm to 250 mm.
  • FIG. 4 illustrates that a multi-stage precompressed gas is supplied to a free-piston engine 84.
  • a free-piston engine 84 For this purpose go from a shaft 86 of an electric motor 88 compressor 90, 92, which are compressed air in conjunction.
  • a line 94 then leads from the downstream compressor 90 to inlet openings 96, 98 of the free-piston engine 84, that is to say to the combustion chambers 36, 38.
  • From the movement of the piston 72 outlet openings 100, 102 are shut off or opened in order according to the embodiments of FIG. 1 to 3, the turbine 16, ie the turbine wheel to apply exhaust gas.
  • An energy converter system essentially differs from the preceding exemplary embodiments in that a free-piston engine 108 is used whose piston 110 can be cooled.
  • a free-piston engine 108 is used whose piston 110 can be cooled.
  • the gas outlets 100, 102 are controlled in accordance with the exemplary embodiment of FIG. 4. Further, the gas inlet opening 106, which is connected to the compressor 14 via the line 104, opens in the middle of the cylinder space 74, which differs from the exemplary embodiment in FIG and FIG. 2 starts from the shaft 12 with respect to the turbine 16 on the opposite side of the generator 10.
  • Fig. 7 is further developed with respect to that of Fig. 6 in that of the generator shaft 12, on the opposite side from the compressor 14 and the turbine 16, a further compressor 124 starts, which can perform the function of a turbo compressor to generate compressed air, which is to be supplied to a consumer or exert, for example, a turbo pump for liquid media.
  • FIG. 8 shows a system which, with respect to the generator 10, the compressor 14, the turbine 16 and the gas inlet and outlet openings 102, 104, 106 of the cylinder space 74 functionally corresponds to the embodiment of FIG. 6.
  • a free-piston engine 126 has a piston 128, which is designed as a magnet or contains such, wherein the cylinder chamber 74 is peripherally surrounded by one or more coils 128, so that in the reciprocating motion of the piston 128 current is induced. If several coils 128 are supplied with current, the result is the effect of a starter.
  • free-piston engines 128 and 130 which have two pistons 132, 134 oscillating in opposite directions.
  • the dividing wall 140 extending between the internal combustion chambers 136, 138 is broken, whereas in FIG. 10 it is closed and designated by the reference numeral 142.
  • the opening 141 in the dividing wall 140 of the free-piston engine 128, together with a line 143 connecting the outer combustion chambers 144, 146, offers the possibility that all combustion chambers 136, 138, 144, 146 are connected in a gas-dynamic manner. they are. Otherwise, a construction with respect to gas inlet and outlet takes place, as can be seen from FIGS. 4 to 6, that is, a valveless opening and closing of the gas inlet and outlet openings 102, 104, 106, so that the same reference numerals are used.
  • Combustion chambers 144, 136 and 138, 146, respectively, of each piston 132, 134 are connected to compressor 14 and turbine 16, respectively, as previously described.
  • FIG. 11 it should be clarified with reference to FIG. 11 that it is possible to generate not only electrical energy but also cooling air.
  • the embodiment of Fig. 6 is further developed such that of the shaft 12, in relation to the generator 10 on the opposite side to the compressor 14 and the turbine 16, a flasher 148 goes out, via a heat exchanger with a line 50 is connected to a line 152, via which the compressor 14 is connected to the gas inlet 106.
  • a flasher 148 goes out, via a heat exchanger with a line 50 is connected to a line 152, via which the compressor 14 is connected to the gas inlet 106.
  • FIG. 12 An alternative embodiment results from FIG. 12. This differs from that of FIG. 11 in that on the shaft 12 a further compressor 154 is arranged, which is fluidly connected via a heat exchanger 156 with a pressure regulator 158 in order to supply cooling air produce. The compressed air of the compressor 154 is not supplied to the free-piston engine. Otherwise, the construction of FIG. 12 corresponds to that of FIG. 6.
  • FIGS. 9 and 10 Has been clarified in principle with reference to FIGS. 9 and 10 that a free-piston engine used according to the invention can have more than one piston, the drawings of FIGS. 13 to 18 give the possibility of using free-piston engines with more than two pistons.
  • a free-piston engine 160 shown in FIG. 13 has a total of six pistons 162, 164, 166, 168, 170, 172 which are subdivided into two groups 161, 163, namely pistons 162, 164, 166 on the one hand and pistons 168 170, 172 on the other hand. It will the free-piston engine 160 is operated such that the present in each group 161, 163 pistons 162, 164, 166 and 168, 170, 172 oscillate in the same direction, but the groups in opposite directions to each other.
  • the supply of compressed air is carried out in the usual way via the compressor 14, which is connected via a line 174 with inlets 176, 178, 180, 182, 184, 186 unspecified combustion chambers, of respective pistons 162, 164, 166, 168, 170, 172 are limited.
  • the combustion chambers are connected to each other via pressure equalization lines 191, 193, without this being a mandatory feature.
  • the outlets of the respective combustion chambers are connected via a common line 192 to the turbine 16, the wheel of which starts in the previously described manner from the shaft 12 of the generator 10.
  • the shaft 12 may be mechanically coupled via a gear 80 with a further shaft 82.
  • two of the gas outlets are identified by reference numerals 188, 190.
  • pistons 162, 164, 166, 168, 170, 172 are arranged in series, there is also the possibility of a ring arrangement, as can be seen in principle from FIG. 14.
  • a motor housing 194 extend on a circle cylinder chambers 196, 198, 200, 202, 204, 206, 208, 210, in which unrepresented pistons are movable back and forth.
  • the gas inlets one of which carries the reference numeral 112, are connected to each other and to the compressor 14.
  • the gas outlets, one of which in turn is identified purely by way of example and provided with the reference numeral 214, open into a common channel 216, which leads to the turbine 16.
  • the individual cylinder chambers 196, 198, 200, 202, 204, 206, 208, 210 are interconnected. In this case, the connection can be shut off by valves, not shown, if e.g. a partial load is desired or when cylinders are individually preferably switched on or off in pairs.
  • FIG. 16 shows the possibility of mechanically connecting the pistons 162, 164, 166 and 168, 170, 172 combined in groups 161, 163 via a common piston rod 218 or 220, respectively.
  • the free-piston engine 222 shown has a total of six pistons, which are combined into the groups 161, 163.
  • the reference numerals corresponding to FIG. 13 are used. It should be noted, however, that the number of pistons can also be smaller and in particular larger.
  • the piston rods 218, 220 can be designed as a hollow shaft for weight reduction and optionally acted upon by a cooling fluid.
  • the individual combustion chambers of the free-piston engine 222 which are closed off by the pistons 162, 164, 166, 168, 170, 172, are connected to the compressor 14 and the turbine 16 via lines 174, 192, respectively, as shown in FIG. In that regard, like reference numerals are used.
  • the free-piston engine 222 can also be used as a pump.
  • cylindrical pistons 226, 228 sealed by the groups 161, 163 of the pistons 162, 164, 166 and 168, 170, 172 opposite the inner wall 224 of the free piston engine housing delimit a space 230 having an inlet 232 and an outlet 234 having. Since the groups 161, 163 of the pistons 162, 164, 166, 168, 170, 172 move in opposite directions, the volume of the space 230 is correspondingly reduced and enlarged, resulting in a pump action.
  • the space 230 is connected via a line 242 with a compressor 244, the air technically via a Heat exchanger 246 leads to a flasher 248, the cooling air can be seen.
  • Compressor 244 and expander 248 start from a shaft 250 of a generator 252.
  • the compressed air originating from the space 230 can also be used for post-oxidation and admixture with the hot gases after leaving the combustion chambers to increase the mass flow rate.
  • FIG. 15 shows a free-piston engine 253, the combustion chambers 292, 294 of which are subjected to multistage precompressed compressed air.
  • a further pre-compression of the compressed air takes place in the motor housing itself.
  • Part of the multistage can take place on the one hand by separate pre-compressor arrangements, as can be seen in FIGS. 3 or 4.
  • a pre-compression can also take place without exhaust gas support.
  • a precompressing stage 254 is in principle drawn in which comprises an electric motor 256 with shaft 262 and with compressors 258, 260 arranged on opposite sides of the electric motor 256.
  • a conduit 264 leads to ports 263, 265 opening in the housing or cylinder 282 of the free-piston engine 252, and previously in compression chambers 266, 267 separated by a piston disk 272 connected to a first piston rod 276 of a piston 280 of the free-piston engine 252 is connected.
  • the precompression spaces 266, 267 are connected via lines 268, 269 to compression spaces 270, 271, which are arranged with respect to the piston 280 opposite to the compression spaces 266, 267.
  • the compression Rooms 270, 271 are separated by a further piston disk 274, which starts from a second piston rod 277.
  • the piston discs 272, 274 thus exert the movement of the piston 280 with.
  • a multi-stage precompression namely the first pre-compression on the compressor 258, 260 and further precompression in the chambers 266, 267, 270, 271.
  • the chambers 270, 271 are then via ports 284, 286 with a pressure accumulator 288th connected in turn via the connection 290 shown in dashed lines with the combustion chambers 292, 294 of the free-piston engine 252.
  • an exhaust-assisted pre-compression can take place.
  • a pre-compression unit 296 with electric motor 298 is provided, from whose shaft 300 a turbine 302 and a compressor 304 emanate.
  • the turbine 302 is connected via a line 306 to outlets 308, 310 of the combustion chambers 292, 294 and the compressor 304 to the chambers 266, 267 via the ports 263, 265, to which the line 264 leads.
  • a heat exchanger 314 can be arranged in the lines 268, 269.
  • FIG. 19 shows a preferred embodiment of a piston 316 of a free-piston engine 318, which is connected to the compressor 12 and the turbine 14 in the above-described manner in terms of ventilation.
  • the generator 10 can be used as an electric motor.
  • the piston 316 which is preferably formed as a hollow cylinder piston, has two mutually spaced preferably circumferential grooves 320, 322, of which in the longitudinal direction of the piston 316 extending and in the respective proximate end face 324, 326 opening channels 328, 330, 332, 334th go out over the precompressed air to the respective combustion chamber 336 and 338 is supplied.
  • the circumferential grooves 320, 322 are spaced from each other and spaced apart from the end faces 324, 326 in such a way that there is a connection to a gas inlet opening 340 depending on the position of the piston in the respective dead center position. Furthermore, exhaust passages 342, 344 which lead to the turbine 14 emanate from the combustion chambers 336, 338 in the usual way.
  • FIG. 20 An energy converter corresponding to FIG. 19 is shown in FIG. 20 as a turbo propulsion engine for aviation is shown in FIG. 20, wherein the elements corresponding to FIG. 19 are given the same reference numerals.
  • a propeller 346 starting from the shaft 12, a propeller 346.
  • FIGS. 21 to 23 show energy converter systems which are intended for the use or drive of manned or unmanned aerial vehicles, in particular ultralight aircraft, gliders or auxiliary equipment.
  • air jet engines 348, 350, 352 comprising a housing 354 with reciprocable in this piston 356, 358, by which the cylinder space 360 surrounded by the housing 354 is divided into combustion chambers 362, 364.
  • the pistons 356, 358 differ essentially in that the piston 358 is a solid cylinder and the piston 356 is massively lighter in that the piston consists of two end walls 357, 359 and a hollow cylinder 361 connecting them, whose outside diameter is considerably smaller than which is the Kolbenstirnwandung 357, 359. It results in the average H-shape.
  • each piston 356, 358 has a through opening 366, which is aligned with a gas outlet opening 368 or outlet nozzle 370. So that in the combustion chambers 322, 364 fuel gas mixture can be compressed to the required extent, goes from the exhaust gas outlet opening 368 or outlet 370 opposite end wall 372 of the rear combustion chamber 362 an optionally tapered end cylindrical member 373, 374 of the through hole 366 during movement of the piston 356, 358 closes in the direction of the end wall 372.
  • combustion chambers 362, 364 fuel injectors. Pre-compressed air passes into the combustion chambers 362, 364 via an inlet opening 380, wherein a single inlet opening is required in a central arrangement.
  • each combustion chamber 362, 364 can be assigned a separate inlet opening. It is also possible to additionally feed compressed air via connections 382, 384 into the combustion chambers 362, 364.
  • the exit nozzle 370 may be coaxially surrounded by a tube 386 to affect the jet thrust.
  • a jet drive 388 is shown in principle in FIG. 28.
  • the drive 388 in this case comprises two oppositely oscillating pistons 390, 392, as has been shown and explained in principle in FIG.
  • the pistons 390, 392, which have the geometry of a Linders are movable in combustion chambers 394, 396 and 398, 400 back and forth.
  • the combustion chambers 394, 396 and 398, 400, respectively, extend over a plurality of exhaust gas outlet openings 404, 406 passing through the wall of the cylinder 402 surrounding the combustion chambers 394, 398, 400, which are connected in an annular space 408, which merges into the outlet nozzle 410.
  • the cylinder element 373 occluding the passage opening 366 can be designed as a hollow cylinder, ie tube.
  • the housing 354 surrounding the combustion chambers 362, 364 has a double-walled construction, so that an annular space 355 is created, via which the required precompressed air is supplied to the combustion chambers 362, 364. Further embodiments of the invention will become apparent from FIGS. 25 to 27, which - as each of the embodiments to be taken from the individual figures - have their own inventive content.
  • the ring arrangement of the pistons 420, 422 surround an electric motor 428, from whose shaft 430 a first and a second turbine 432, 434 with fixed wheel 436, 438 and running wheel 440, 442 go out.
  • the turbines 430, 432 are disposed on both sides of the engine 428 on the shaft 430.
  • the pistons 424, 426 of the free-piston engine 418 surround a compressor 444, in particular of a previously described type, from the shaft 446 emanating on the one hand a turbine wheel 448 and on the other a wheel 450 of a blower.
  • the blower of the blower wheel 450 supplies air to an annulus 452 which coaxially surrounds the piston assembly of the free piston engine 418. By constructing it, you get a turbofan engine.
  • the combustion chambers of the pistons 424, 426 which are not described in greater detail but are clearly recognizable from the character representation, are preferably charged with diesel fuel.
  • FIG. 26 An arrangement corresponding to FIG. 26 with respect to the free-piston engine and the compressor as well as the turbine can be taken from FIG. 27, so that the same reference numerals are used.
  • the compressor shaft 446 which performs the function of an output shaft, is connected via a preferably stepped transmission 450 with a shaft 452 to provide a mechanical drive.
  • the step transmission 450 can of course also be replaced by a hydrostatic, hydrodynamic or other mechanical converter.
  • a generator 456 is coaxially surrounded by cylinder chambers 458, 460, in which pistons 462, 464 can be oscillated back and forth, that is to say a ring arrangement of free-piston engines, as described in connection with FIG. 14 is.
  • a turbine 468 goes out from the shaft 466 of the electric motor 456, a turbine 468 goes out.
  • a compressor 470 is provided, via which the combustion chambers of the free-piston engines, so the cylinder chambers 458, 460 are acted upon with precompressed air.
  • the air coming from the compressor 470 preferably flows into an annular space 472, which communicates via the gas inlet openings shown in the drawing, which lead to the individual combustion chambers.
  • the consumer such. B. an air conditioner is supplied.
  • the generator 456 may be connected in a frequency converter 476.
  • FIGS. 29 and 30 show a further embodiment of an energy converter system which comprises a free-piston engine 478 whose piston 480 has an H-shape in section, as has been explained in connection with the exemplary embodiment of FIG. 21.
  • the piston 480 has two outer piston discs 482, 484, which are connected to one another via a connecting element, preferably in the form of a cylinder 486.
  • the piston 480 subdivides a cylinder chamber 488 into two combustion chambers or chambers 490, 492, to which pre-compressed air is supplied via inlets 494, 496 from a respective compressor 498, 500.
  • the compressors 498, 500 start from a common shaft 502, which is drivable via an electric motor 504.
  • the compression during operation of the free-piston engine 478 can be determined freely, regardless of the extent and extent to which the combustion chambers 490, 492 pre-compressed air is supplied. The same applies to the other examples.
  • the cylinder space 488 has an outlet 505 which is connected to a turbine assembly 506 which allows for staged combustion.
  • the turbine assembly 506 has two stationary wheels 508, 510 associated with running wheels 512, 514.
  • the wheels 512, 514 start from a common shaft 516, on which a generator or the rotor 518 of a generator is attached.
  • FIGS. 29 and 30 the injection of fuel into the turbines is indicated.
  • FIGS. 29 and 30 are intended to illustrate that a gas stream is supplied essentially continuously to the turbine arrangement 506 without there being any great pulsations. It is possible to optimize the mass flow rate, wherein in addition an internal cooling of the piston 480 and in a simple way a post-oxidation is possible.
  • FIG. 29 shows that during the compression of the fuel gas mixture in the chamber 490 via the inlet opening 496 there is a connection to the outlet 505 via the combustion chamber 492.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)

Abstract

L'invention concerne un moteur à pistons libres qui est relié à un précompresseur (14) et à une turbine (16) de telle sorte qu'un gaz comprimé puisse circuler entre ledit moteur et ces éléments. L'objectif de l'invention est de créer un moteur de ce type qui soit compact et léger, présente une faible consommation spécifique de carburant, se compose d'un nombre réduit de composants, garantisse une longue durée de vie et ne nécessite sensiblement pas de lubrification ni d'entretien. À cet effet, le moteur à pistons libres (18) selon l'invention présente au moins un piston (20) qui peut être soumis à un mouvement alternatif dans une chambre de cylindre et sépare cette chambre en deux chambres de combustion (36, 38) et le précompresseur peut être actionné électriquement et/ou de façon assistée par gaz d'échappement.
PCT/EP2007/062822 2006-11-27 2007-11-26 Moteur à pistons libres Ceased WO2008065081A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP07847354A EP2106495A2 (fr) 2006-11-27 2007-11-26 Moteur à pistons libres

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE202006018097U DE202006018097U1 (de) 2006-11-27 2006-11-27 Freikolbenmotor
DE202006018097.4 2006-11-27

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WO2008065081A2 true WO2008065081A2 (fr) 2008-06-05
WO2008065081A3 WO2008065081A3 (fr) 2008-11-06

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GB2476495A (en) * 2009-12-24 2011-06-29 Libertine Fpe Ltd Free piston engine
US9038581B2 (en) 2013-02-07 2015-05-26 GM Global Technology Operations LLC Linear alternator assembly with four-stroke working cycle and vehicle having same
US11008864B2 (en) 2014-04-24 2021-05-18 Aquarius Engines (A.M.) Ltd. Engine with work stroke and gas exchange through piston rod
ES2973012T3 (es) 2014-04-24 2024-06-18 Aquarius Engines A M Ltd Motor de pistón libre
US11346219B2 (en) 2014-04-24 2022-05-31 Aquarius Engines (A.M.) Ltd. Engine with work stroke and gas exchange through piston rod
JP6826098B2 (ja) 2015-07-15 2021-02-03 アクエリアス・エンジンズ・（エイ・エム）・リミテッドＡｑｕａｒｉｕｓ Ｅｎｇｉｎｅｓ （Ａ．Ｍ．） Ｌｔｄ． フリーピストンエンジン
WO2017068427A1 (fr) 2015-10-20 2017-04-27 Shaul Yaakoby Prévention des vibrations dans un actionneur linéaire
US10641166B1 (en) 2018-12-03 2020-05-05 Aquarius Engines (A.M.) Ltd. Piston rod and free piston engine
US11008959B2 (en) 2019-06-28 2021-05-18 Aquarius Engines Central Europe Sp. z o.o. System and method for controlling engine using reference point

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WO2008065081A3 (fr) 2008-11-06
DE202006018097U1 (de) 2008-04-30

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