WO2009086809A1 - Rocking piston compressor - Google Patents

Abstract

The invention relates to a rocking piston compressor for the intake, compression, transport or expansion and exhaust of a gaseous or fluid medium, comprising a housing with a compression chamber, with a constant profile in the direction of movement of the piston and a rocking piston, the piston part of which has a form in the stroke direction thereof which is complementary to the profile of the compression chamber and perpendicular to the stroke direction in the region contacting the compression chamber has a spherical or cylindrical segment form and the connecting rod rigidly connected to the piston has a joint to a crankshaft and at least one inlet duct and an exhaust duct, both of which are arranged in the compression chamber and both of which are opened and closed by the piston part of the rocking piston during the motion thereof, wherein the profile of the compression chamber has at least one level arranged perpendicular to the rotation al direction of the crankshaft containing all inlet ducts and exhaust ducts.

Description

 Pleuelkolbenkompressor

The invention relates to a Pleuelkolbenkompressor for admitting, compressing, moving or expanding and expelling a gaseous or liquid medium consisting of a housing having a compression chamber with a constant in the stroke direction of the piston profile and a connecting rod whose piston in its stroke direction complementary to the profile the compression chamber is shaped and transversely to the stroke direction, in which the compression chamber-contacting area is kugelsegment- or zylin- dersegmentförmig and the fixed piston connected to the connecting rod is pivotally connected to a crankshaft and at least one intake passage and at least one exhaust passage, both in the compression chamber are arranged and both are opened and closed by the piston of the connecting rod during its movement.

Linearly moving and continuously reversing pistons, which are connected via a connecting rod to the crankpin of a crankshaft, have been a well-known arrangement in mechanical engineering since the introduction of the steam engine in the 18th century. At the current state of the art, they are used millions of times in compressors, pumps and combustion engines. Here, in almost all cases, the piston is pivotally connected to the connecting rod and guided only by the cylinder enveloping it, whose longitudinal axis is aligned perpendicular to the axis of rotation of the crankshaft.

A disadvantage of this arrangement are the considerable transverse forces acting on the cylinder walls, which cause increased wear of the piston, its seal and / or the cylinder. Another weakness is the joint between the connecting rod and the piston, which increases the number of parts to be manufactured and assembled and, like all moving parts, is subject to continuous wear. The joint increases the oscillating mass of the piston and thereby increases the load on the crankshaft bearings and deteriorates the concentricity of the engine or the compressor.

In the current state of the art, it is known to combine pistons and connecting rods into a rigid element instead of a hinged connection. This configuration is usually referred to as a pendulum piston, since the piston not only moves linearly on the longitudinal axis of the cylinder, but also additionally performs pendulum movements with respect to this longitudinal axis. An even more apt term is connecting rod, which is the compound of

Connecting rod and piston reproduces.

Thus, the joint in the piston is successfully eliminated, but traded as a disadvantage that the piston is no longer flat against the wall of the cylinder. This not only affects the seal of the piston relative to the cylinder, but also rules out that the piston can open and close channels with its entire outer surface, via which in a pump, the medium to be pumped to and is discharged and over in a compressor or Compressor enters the medium to be compressed and is ejected again or over which occurs in an internal combustion engine, the medium to be burned and ejected after the end of the process as exhaust gas again.

The patent application describes state-of-the-art technology

GB 2 372 781, Brian Nigel Viktor Parsons, a motor with a connecting rod piston, in which the inner surface of the cylinder does not have over the longitudinal axis of uniform profile, but is spherically shaped according to the oscillation of the piston - which is not shown in Figure 1 of this application. The disadvantage is that this spherical curvature is very complicated to manufacture.

To control the outlet, a "piston skirt" is arranged on the piston, which is shaped as a cylinder segment according to Figure 2. It remains unclear how such a cylinder segment can completely close the outlet despite the pendulum or tumble of the connecting rod piston.

In WO 96/20332, Willi Salzmann, priority 24.12.2994, a shuttle engine is described, the compression space as well as D1 has a spherically curved shape. To seal the piston relative to the cylinder laterally displaceable, pressed by springs sealing elements are provided. The disadvantage is that their continuous oscillation is likely to cause very rapid wear.

On the piston part of the oscillating piston, a pivotable relative to the connecting rod slider is arranged, which controls the outlets and inlets. The disadvantage of this slider is that the articulated connection to the connecting rod means that the upper connecting rod joint that is actually eliminated by the connecting rod piston still has to be executed. Although a proper closing of the exhaust and inlet openings is thus possible, the simplification actually intended with the connecting rod piston is counteracted. Instead, the motor principle is only the expense of the spherically shaped inner surface of the cylinder. Even the complex seal is very expensive compared to conventional engines. In D3, FR 1 133 388, Berenguer, a cylinder with a connecting rod piston is presented, which has a uniform profile over the entire stroke. The piston part of the connecting rod piston is formed parallel to the rotational direction of the crankshaft cylinder segment-shaped, so that it always rests against the wall of the regularly shaped cylinder. However, it remains unclear how this piston should control the control of the inlets and outlets.

The patent application WO 90/02867, Willi Salzmann, priority

07.09.1988, describes a pendulum piston in a cylinder with the already mentioned several times, complex shaping of the compression space.

The piston part of the connecting rod piston consists only of a plane which is marked relative to the cylinder by a circumferential seal.

The disadvantage is that this seal rests only with a very small area on the cylinder wall. In particular, when crossing the

Edges of the exhaust and intake ports are exposed to increased wear, which is still amplified by the hot exhaust gases when operating as a motor, which stroke along at the here anyway highly loaded point of the circumferential seal along.

In US 1,775,892, De Salardi, a pendulum piston is described with a spherical piston part. This spherical piston is in any position with its spherical surface tangent to the inner surface of the cylinder. However, the invention does not describe how the required for operation as a two-stroke engine or for operation as a compressor outlet and inlet with such a spherical segment-shaped piston could be sealed.

The published patent application DE 2 211 848, Willy Salzmann, priority 11.03.1971, describes a cylinder with a curved inner surface, in which a flat part of the piston takes over the control of the outlets and inlets for operation as a two-stroke engine. The main disadvantage is the complex shape of the cylinder, which has to correspond to "the envelope surface of the pendulum motion of the piston edge".

Another disadvantage is that the piston is supported on the inner surface of the cylinder with only a single thin circumferential seal. Therefore, even in this construction, the seal is very heavily loaded, especially in the area of the outlet of the hot engine exhaust gases in the combustion engine.

Against this background, the invention has set itself the task to develop a piston-rod compressor having a simple as possible compression space in which an e- benfalls as simple as possible designed connecting rod moves to the cylinder wall and towards the outlet and inlet openings out Has the largest possible contact surface.

As a solution, the invention presents that the profile of the compression chamber contains at least one plane which is oriented perpendicular to the direction of rotation of the crankshaft and which contains all the intake ports and all the exhaust ports. In contrast to the closest prior art, the patent FR 1 133 388, the cylinder of the invention thus has a plane in which all intake ports and all exhaust ports are arranged and which are covered by a likewise flat surface of the piston and thereby reliably sealed becomes.

The key advantage of the relatively large surfaces between the piston and cylinder is that in the area of the intake and exhaust ducts of the piston overlaps these openings over a large area, so z. B. also occurs in the thermally highly loaded exhaust duct of a two-stroke engine wear only at the edge of the exhaust duct to the cylinder, but not on a thin, running around the piston seal.

It is also advantageous that the piston part of the connecting rod rests on the cylinder wall in the other regions in which it is designed transversely to the stroke direction in the region in contact with the compression chamber, so that the cylinder wall forms a tangent to the cylinder segment of the piston. Although, in theory, an absolutely inelastic piston and an absolutely inelastic cylinder wall only touch one another, which in practice, however, widens into a surface due to the ever-present elasticity of the material.

In practice, this increased sealing effect is further enhanced by the fact that in the two crescent-shaped gaps between the cylinder segment-shaped piston and the flat cylinder wall by capillary action a lubricant and / or combustion residues and / or particles of the medium to be conveyed or to be compressed are collected and held by capillary action so that the actual sealing effect in practice is even higher than would theoretically be expected.

In the most general case, the piston outside the flat surface, which sweeps over the intake and exhaust ducts, designed spherical segment. This is to be understood not only a segment of a single ball, but - depending on the profile of the compression chamber - also a plurality of ball segments which adjoin one another perpendicular to the crankshaft planes. In this, most general case, the profile of the piston thus consists of a single straight line, which connects with its two ends to an arbitrarily curved line.

In any case, intake and exhaust ducts are arranged in a common plane and the profile of the piston is exactly complementary to the profile of the compression chamber, so that a sufficient seal is always ensured.

In one embodiment, the profile of the piston consists of two opposing planes that are parallel to each other. The edges of these two planes are then connected to each other by two surfaces, which in principle can be freely curved. The advantage of this variant is that intake duct and exhaust duct are arranged on respectively opposite surfaces, which improves the gas exchange during engine operation.

In a further limited embodiment, the profile of the piston is a rectangle. Then, the area of the piston contacting the compression chamber is no longer spherical segment-shaped, e.g. barrel-segmented or spherical, but designed as

Cylinder segment shaped. This form is particularly easy to manufacture. gene and bring with much less effort in the required for a sufficient sealing effect narrow tolerance limit.

A further advantage is that, as an additional variant, a seal can be introduced between the piston and the compression chamber and / or, as a further variant, the two surfaces aligned perpendicular to the axis of rotation of the crankshaft can also be equipped with an additional seal. These gaskets can be applied not only as a plate-shaped material but also as a coating.

As a further, alternative embodiment, the piston itself can be equipped with seals that are common in the prior art for reciprocating engines. These include one or more sealing strips, which are oriented transversely to the direction of movement.

If these sealing elements are releasably secured - as known from previously common internal combustion engines - the seal can be replaced with limited effort.

Another alternative for enhancing the sealing effect is that the piston is divided longitudinally and a spring-elastic layer is introduced between the two parts. This layer presses the parts of the piston against the wall of the compression chamber and can thus also compensate for thermally induced changes in the piston dimensions relative to the cross section of the compression chamber.

The interior of a connecting rod piston compressor according to the invention consists of the compression chamber and the adjoining thereto the crankcase. The production of this shape is particularly simple when the housing around a connecting rod piston consists of two housing parts whose contact surface is oriented perpendicular to the axis of rotation of the crankshaft. Then the mold for a casting and the post-processing of these castings in a single clamping z. B. on a three-axis CNC machining machine done.

These two parts of the housing can even be made identical with respect to the compression chamber, the crankcase, the bearing of the crankshaft and the connection between the two halves. However, a fundamental difference between the two housing halves is always the exhaust duct and the intake duct, since their positioning on the plane by the demand for opening and closing are given at certain angular positions of the crankshaft.

In a particularly advantageous variant that includes a housing part - called side flange - the exhaust passage and the other housing part - called channel flange - the intake passage. Otherwise, both housing halves are identical, so can be created with only one change from a common mold or worked out of identical blanks.

When used as a compressor also creates heat loss, as when used as a combustion engine. To dissipate this thermal energy, the housing of a connecting rod piston compressor according to the invention can either have cooling fins for air cooling and / or channels for water cooling. In a further variant of the intake passage and the exhaust passage can be extended by appropriate continuations in the piston, which are activated when the piston reaches the respective channel. The intake passage in the passage flange is then extended through the piston intake passage in the connecting rod piston and the exhaust passage in the side flange through the piston exhaust passage in the connecting rod piston. These additional channel guides in the piston have the advantage that, when used as an internal combustion engine, the gas streams can be directed in a targeted manner into the compression space or can be deliberately removed from certain areas of the compression space in a targeted manner.

Another channel, which can be introduced as an additional option in the piston, when used as a two-stroke engine with an overflow channel and an adjoining inlet channel in

Housing of the engine as a connection between the crank chamber and the compression chamber, a so-called piston inlet passage in the connecting rod, which - when activated - stands opposite the inlet passage.

Both for use as a motor and for use as a compressor, multiple connecting-rod pistons can be combined to form a multi-piston unit. By analogy with previously known compressors and internal combustion engines, e.g. Each connecting rod each has its own compression chamber and a separate crankcase and is connected to the crank pin of a common crankshaft.

In another variant, the complicated and expensive to manufacture crankshaft with its numerous, compared to the axis of rotation cranked crank pin by a straight main shaft replaced, are arranged on the gears, each meshing with another gear, which is integrated in a separate crankshaft for each connecting rod. It makes sense to integrate at least one crank arm of this small crankshaft, which is provided separately for each individual connecting rod piston, into a toothed wheel. The advantage of this

Arrangement is that the elaborate production of the connecting rod is eliminated. They are replaced by gears.

As already mentioned several times, a very interesting use of the connecting rod piston compressor according to the invention is the operation as

Two-stroke engine. A typical feature of any two-stroke operation is that the aspiration of fresh gas in the crankcase occurs simultaneously with the compression of pre-compressed and pre-compressed gas in the compression chamber.

For forwarding the pre-compressed fresh gas from the crank chamber into the compression chamber, a so-called overflow channel is required. This overflow can z. B. be realized by a bore in a housing part, which is closed by a plug to the outside again. At one end of the overflow then another hole is introduced, which establishes the connection to the compression chamber as Flanscheinlasskanal. In the vicinity of the sealing plug, at least one further bore connects to the overflow channel, which connects the overflow channel to the crank chamber as a connecting channel.

Through these two additional holes - the Flanscheinlasskanal and the connecting channel - the overflow is extended to a U-shaped cavity, which connects the crank chamber with the compression chamber. If such a U-shaped connection is present, a connecting rod piston compressor according to the invention is in principle ready for use as a two-stroke engine: A fuel-air mixture is introduced via the intake passage and precompressed in the crankcase. It flows into the compression chamber via the connection channels, the overflow channel and the flange outlet channel, where it is further compressed during the upward movement of the piston and ignited approximately at the top dead center of the piston. With the downward movement of the piston, the remaining exhaust gas is expelled.

In an interesting, alternative embodiment, operation in the four-stroke process is also possible. And that is when a single piston connecting rod via a gear on its own crankshaft meshes with another gear to output the torque. If a disc is arranged on this further toothed wheel, within which runs a channel which is connected at the moment of the intake of fuel-air mixture with the intake passage within the passage flange, then the intake passage sucks a fuel-air passage only every second revolution. Mixture. The oscillating piston does not suck in at the intermediate revolutions

Fuel-air mixture but pure fresh air.

An important advantage is that, as opposed to the two-stroke principle, no fresh fuel-air mixture flows into the compression space when the burnt gas is expelled, but instead

Fresh air, so that the compression chamber is purged perfectly and the pollutant emissions compared to the pure two-stroke principle is significantly reduced.

If such a previously described engine operates on the Otto principle, the medium must be ignited by a spark plug. When operating as an engine according to the diesel principle, the medium ignites itself from reaching a minimum compression itself.

Also for operation with alternating compression according to the Diesot- to principle, ie with respect to the housing in the direction of

Piston stroke displaceable axis of rotation of the crankshaft, an inventive motor is suitable because the profile of its compression chamber, in contrast to many other oscillating piston engines over the stroke is constant. Then the motor may be e.g. operate in partial-load operation with auto-ignition over the entire volume and thus more efficient combustion. Only at very low and extremely high load, the compression is reduced and ignited the mixture through a spark plug.

When designed as an internal combustion engine multi-cylinder

Motors can be configured, which can be configured as a series engine, V-engine, boxer engine, radial engine, W-motor or H-motor. It is a particular, principal advantage of the invention that each compression chamber in the longitudinal direction of the crankshaft relatively narrow and transverse to the crankshaft can be made relatively wide, so that a mehrzylindriger engine builds much shorter than is possible for the usual, circular piston , As a result, a significant gain in uniformity and harmonic freedom of the torque output is achieved.

Compared to previous four-stroke gasoline engines, the periphery of the engine is greatly simplified. In the production accounts for the sometimes dramatic cost of several camshafts, numerous valves and their drives. Particularly interesting is the principle of a two-stroke diesel engine, the z. B. the truck Krupp Titan has helped in the 50s to a very stable and fuel-efficient drive. Its disadvantage of increased production costs for the engine compared to a four-stroke diesel can be compensated by the inventive principle to a good extent, since the control considerably simplifies and the engine block can be much more compact.

As is known, the two-stroke diesel engine is the engine principle with the highest efficiency at relatively low speeds and relatively large engine capacities. With marine diesel engines, efficiencies of up to 55% are achieved in this configuration, outclassing fast-running four-stroke turbodiesel with an efficiency of at best approximately 40%.

Another very interesting application of the connecting rod piston compressor according to the invention is the operation as a steam engine or compressed air motor. The admitted medium is a pressurized gas. At or shortly after top dead center, the piston opens the intake passage and closes the exhaust passage, maintaining this configuration as it approaches the crankshaft until just before reaching bottom dead center. During the downward movement of the piston, so the approach to the crankshaft, the penetrating gas drives the piston down.

At or shortly after bottom dead center, the piston closes the intake passage and opens the exhaust passage, maintaining this configuration as it moves back to top dead center. During the upward movement or the removal of the piston from the crankshaft so the penetrated gaseous medium is pushed out of the compression space again.

The particular charm of this principle is that no further valves are required, but the connecting rod according to the invention automatically ensures the correct control. Due to the small number of parts and the robust, flat seal low production costs and long life can be expected.

In the following, further details and features of the invention will be explained in more detail by way of examples. However, these are not intended to limit the invention, but only to explain. It shows in a schematic representation:

Figure 1 Open engine case with crankshaft and connecting rod at top dead center

Figure 2 as Figure 1, but in position Auspuffung Figure 3 as Figure 1, but fill in the position of the combustion chamber Figure 4 as Figure 1, but compress in position combustion chamber

Figure 5 as Figure 1 but in position suction Figure 6 as Figure 1 but piston bottom dead center Figure 7 section through an engine as Figure 1 to Figure 6, parallel to the crankshaft Figure 8 principle of a multi-piston engine with gear connection

The figures show in detail: In the figures 1 to 6, an open Pleuelkolbenmotor is shown as an embodiment, the housing 9 consists of two parts whose contact surface is perpendicular to the crankshaft 11. The one housing part is removed and gives the view of the contact surface of the remaining housing part, the side flange 16 free. In the side flange 16 of the crank chamber 18 and the adjoining compression chamber 19 are embedded. Because their side walls are arranged perpendicularly to the approximately keyhole-shaped base surface visible in FIGS. 1-6, they are only visible as lines in FIGS. 1-6.

Within the compression chamber 19 and the crank chamber 18, the connecting rod 8 is visible in Figures 1 to 6 in each changing positions. Since the compression chamber 19 in this exemplary embodiment has a rectangular profile in the stroke direction of the piston, the connecting-rod piston 8 also has a rectangular cross-section. In its, the viewer facing surface of the piston inlet channel 3 and the Kolbenansaugkanal 6 are embedded.

These depressions are directly visible and therefore represented by a solid line. Shown are dashed lines that are not directly visible after disassembly of the channel flange, because they lie in another plane.

Dashed lines in the figures 1 to 6, for example, the piston exhaust passage 4 is shown, which is embedded in the non-visible surface of the connecting rod 8. Likewise dashed is the exhaust passage 5 in the side flange 16 because it is covered by the connecting rod 8 - and thereby also closed, with the exception of the position shown in Figure 2 of the connecting rod 8 in the piston exhaust passage 4th is connected to the exhaust passage 5, so that the exhaust gases can escape from the compression chamber 19.

The - in its side view about pear-shaped - connecting rod 8 is pivotally connected with its connecting rod with the crank pin 10 of the crankshaft 11, which is mounted in the center of the circular crank chamber 18.

The crank pin 10 is cut as the only element in Figures 1 to 6 and therefore hatched. The crankpin

10 connects the connecting rod 8 with the other - not visible in this section plane - part of the crankshaft 11th

On both sides of the compression chamber 19, the sealing webs 12 and 13 are drawn, on which slides the - in Figures 1 - 6 not visible - face of the piston. Also on the lateral plane of the piston additional seals 17 are located. In the simplest variant of a connecting rod compressor, however, the sealing sheets 12 and 13 and the seal 17 are not required.

FIG. 7 shows a section transverse to the contact surface of the two parts of the housing 9, which corresponds to FIGS. 1-6. With these FIGS. 1 to 6, various characteristic positions of the connecting-rod piston 8 are explained.

In Figure 1, the connecting rod 8 is shown in its position at top dead center. Good to see that the compression chamber 19 has shrunk to its minimum volume between the connecting rod 8 and the motor housing 9. In the illustrated embodiment as an internal combustion engine is in the position shown the connecting rod at top dead center ignited to its maximum value in the combustion chamber 19 ignitable mixture - the diesel process by self-ignition at very high compression, the Otto process by a - not shown here - Spark plug.

In Figure 1 is very nicely illustrated that the connecting rod piston closes in this position with its side surface of the exhaust passage 5 and the intake passage 7. So it neither enters new mixture, nor is something lost from the compressed mixture.

The exhaust passage 5 in the side flange 16 is covered by the connecting rod 8 and thereby shut off. Since it is arranged in an actually invisible plane, it is shown in dashed lines.

Also shown in dashed lines is the intake channel 7, which is arranged in the - actually drafts dismantled - channel flange 15 and thus also is arranged in a plane which is not visible in Figure 1.

In Figure 2, the fuel-air mixture has expanded after its ignition and the connecting rod 8 pushed so far down that he has opened the exhaust passage 5 via the piston exhaust passage 4 in the connecting rod 8 and extended into the compression chamber 19 into it. The piston exhaust passage 4 located in the connecting rod 8 extends parallel to the plane of the drawing, the exhaust passage 5 perpendicular to it in the side flange 16, a part of the housing 9, into it.

Due to the orientation of the piston exhaust duct 4, the area of the combustion chamber 19 shown on the right in FIG which are still no precompressed fresh gases are released from its exhaust gases.

The engine principle according to the invention thus provides, in contrast to hitherto known two-stroke engines with slot control, a considerably better separation of fresh gas and exhaust gases, as a result of which a serious disadvantage is virtually eliminated.

In FIG. 3, the crankshaft 11 has rotated slightly further in relation to FIG. 2, so that the connecting-rod piston 8 establishes a connection between the crank chamber 18 and the combustion chamber 19. This connection takes place via two connecting channels 2, which in FIG. 3 run out of the crank chamber 18 approximately perpendicular to the viewer into the overflow channel 14, which runs parallel to the image plane in the drawing flange 15, which is why these elements are shown in dashed lines.

The air-fuel mixture already pre-compressed in the crank chamber 18 flows at the upper end of the overflow channel 14 through the inlet channel 1 and the piston inlet channel 3 in the connecting-rod piston into the

Combustion chamber 19 into it. The inlet channel 1, like the connecting channels 2, is oriented perpendicular to the observer and therefore only recognizable as a dashed circle in FIGS. 1-6.

The part of the two-stroke process "filling combustion chamber with air-fuel mixture" shown in Figure 3 has already begun at an earlier point in time .. It is known that a characteristic feature of a two-stroke engine is always two processes of "sucking - compressing - igniting - expelling" in the engine it is fundamentally different from the four-stroke process. In FIG. 4, the connecting rod has moved so far relative to FIG. 3 that the exhaust channel 5 and the intake channel 7 are closed, as is the connection between the overflow channel 14, the inlet channel 1 connected thereto, and the piston inlet channel 3 connected thereto to the combustion chamber 19.

Figure 4 thus shows a position of the connecting rod 8, in which it closes all channels.

In a further upward movement of the connecting rod 8 from the in

4, the free volume of the combustion chamber 19 is reduced, thereby compressing the air-fuel mixture therein. When the connecting rod 8 has reached its top dead center, the maximum compressed air-fuel mixture is ignited, as shown in FIG.

In FIG. 5, the air-fuel mixture already precompressed in the piston position according to FIG. 3 and discharged via the overflow passage 14 into the compression space has for the most part been removed from the

Crankshaft 18 removed. In the angular position of the crankshaft 11 shown in FIG. 5, the connecting-rod piston 8 establishes a connection to the intake passage 7 via its piston intake passage 6. The intake duct 7 extends in the drawing - dismantled - channel flange 15 perpendicular to the viewer and in the plane parallel to the plane extending Kolbenansaugkanal 6 inside. About these two channels, the crank chamber 18 is filled with fresh air fuel mixture.

In Figure 6, the position of the connecting rod 8 is shown in the bottom dead center. It is easy to understand that all control openings are closed by the connecting rod 8: - The suction channel 7 is of its continuation piece, the Kolbenansaugkanal 6, removed and closed by the connecting rod 8.

- The exhaust passage 5 does not overlap with its counterpart in the connecting rod, the piston exhaust passage 4. - The inlet passage 1 is also to its counterpart, the piston inlet passage 3 on the connecting rod 8, spaced.

Thus, FIG. 6, like FIG. 4, shows a position of the connecting-rod piston 8 in which it shuts off all switching openings.

FIG. 7 corresponds to FIGS. 1-6 with different positions of the connecting rod piston 8 in the same engine and shows the section through the engine housing in the two different cutting planes A-A parallel to the crankshaft 11 and A-B through the crankshaft 11.

It can be seen quickly that the housing 9 consists of two parts, the channel flange 15 on the left side and the side flange 16 on the right side.

The side flange 16 includes the exhaust passage 5 and the channel flange 15, the intake passage 7. As a further channel connection of the overflow channel 14 is installed in the channel flange 15. It is connected by two connecting channels 2 with the crank chamber 18 and through the inlet channel 1 with the compression chamber 19th

The 7 screws shown in FIGS. 1-6 for connecting the two housing parts of channel flange 15 and side flange 16 are omitted in FIG. 7 for the sake of clarity. In order to show the overflow channel 14 and its function as a connection between the crank chamber 18 and the compression chamber 19, the section through the engine is drawn in two different sectional areas in Figure 7: The sectional area AA of the left half and the sectional plane AB are shown in Figure 1 , The sectional area AA runs in the lower part through the overflow channel 14 and bends in the upper part and is then identical to the sectional plane AB of the right half of Figure 1. The sectional plane AB extends on the axis of symmetry of the compression chamber 19 and crank chamber 18 through the

Crankshaft 11 through.

The kinked cut surface AA of the left half of the picture cuts the connecting rod 8, the crank chamber 18 and the disk-shaped parts of the crankshaft 11 on a different cutting line than in the right half of the picture, which explains the difference between the two halves of the picture: In the right half of FIG the cutting plane through the center of the disc, which connects the crankshaft 11 with the pin 10. Therefore, the section through this disc is a much larger rectangle than in the left half of the picture in section A-A, which only cuts the same size, second disc on the crankshaft 11 outside its center.

In Figure 8, two connecting rods 8 are each shown without cylinders in their basic arrangement as a V-engine. The axes of rotation of their own, small crankshaft 11 point to the viewer. Two connecting rod 8 or two rows of connecting rod 8 are arranged at an angle V to each other.

On each individual crankshaft, a first gearwheel 23 is arranged for each connecting-rod piston 8, each with a second gearwheel 22 on the main shaft 21 meshes. The main shaft 21 collects the torques generated in the individual connecting rod 8 and performs them together. A through the entire engine through going, expensive community crankshaft is spared. Instead, numerous gears are used.

In Figure 8, a gear ratio between the small gears 23 on the respective own crankshaft 11 of each connecting rod 8 and the large gears 22 on the main shaft 21 of 1: 2 is located. For this ratio is understandable that - not shown in Figure 8 - channels in the large gear 22 occur only at every other revolution with a corresponding opening in the crank chamber of each connecting rod 8 in connection. This can be achieved, for example, that only every second revolution of the crankshafts 11 ignitable fuel-air mixture reaches each connecting rod 8. Such a work rhythm corresponds to a four-stroke engine. It is advantageous after ejecting the exhaust, the good flushing of each compression chamber with fresh air. As a result, considerable advantages are achieved in the exhaust gas purification.

LIST OF REFERENCE NUMBERS

1 inlet channel in the channel flange 15

2 connecting channel to the crankcase 18 in the channel flange 15 3 piston inlet channel on the connecting rod 8

4 piston exhaust passage on the connecting rod 8

5 exhaust duct in side flange 16

6 Kolbenansaugkanal on connecting rod. 8

7 intake duct in the duct flange 15 8 connecting rod pistons, piston with integrated connecting rod,

Piston in the compression chamber 19 movable, connecting rod pivotally connected to crank pin 10

9 housing, consisting of channel flange 15 and side flange 16th

10 crankpin of the crankshaft 11 11 crankshaft, hingedly connected to at least one

Connecting rod 8

12 sealing membrane in compression chamber 19, sliding surface for connecting rod

13 geomembrane in compression chamber 19, complementary to geomembrane 12th

14 overflow, connects the Flanscheinlasskanal 1 with the connection channel. 2

15 channel flange, housing section with overflow channel 14 and intake channel 7 16 side flange, housing section with exhaust channel 5

17 seals on the connecting rod 8

18 crankcase, part of the housing 9, enclosed by the channel flange 15 and side flange 16th

19 compression chamber enclosed by channel flange 15 and side flange 16

20 Not used Main shaft, connecting several connecting rod compressors via gears 22 and 23 Second gear on main shaft 21 First gear on crankshaft 11 Angle between two connecting rods in a multi-piston engine

Claims

claims 1. Pleuelkolbenkompressor for admitting, compressing, moving or expanding and expelling a gaseous or liquid medium consisting of - A housing 9 with a compression chamber 19 with a profile which is constant in the stroke direction of the piston, and a connecting rod 8, - the piston - Is formed in its stroke direction complementary to the profile of the compression chamber 19 and - Transversely to the stroke direction in which the compression chamber 19 contacting area is spherical segment or cylindrical segment-shaped and - The connecting rod fixedly connected to the piston is pivotally connected to a crankshaft 11 and - At least one each intake 7 and - at least one exhaust channel 5, both of which are arranged in the compression chamber 19 and both opened and closed by the piston of the connecting rod 8 in the course of its movement, characterized in that the profile of the compression chamber 19 at least one level contains - Which is aligned perpendicular to the direction of rotation of the crankshaft and - Containing all the intake ports 7 and all exhaust ports 5. 2. Pleuelkolbenkompressor according to the preceding claim 1.dadurch in that the profile of the compression chamber 19 and the piston is a rectangle. 3. connecting rod piston compressor according to one of the preceding claims, characterized in that at least one flat seal the profile of the compression chamber 19 and the profile of the piston seals against each other. 4. Piston piston compressor according to one of the preceding claims, characterized in that of the four side walls of the compression chamber 19, the two aligned parallel to the axis of rotation of the crankshaft 11 are each covered with a sealing sheet 12,13. 5. Pleuelkolbenkompressor according to one of the preceding claims che, characterized in that the transverse to the axis of rotation of the Crankshaft 11 aligned side surfaces of the piston with the seals 17 are equipped. 6. Piston piston compressor according to one of the preceding claims, characterized in that the sealing webs 12, 13 and / or the seals 17 are releasably secured. 7. Piston piston compressor according to one of the preceding claims, characterized in that the piston along its Is divided longitudinal axis and between the two parts a resilient layer is introduced. 8. connecting rod piston compressor according to one of the preceding claims, characterized in that the housing 9 consists of two housing parts, the contact surface is aligned perpendicular to the axis of rotation of the crankshaft 11. 9. connecting rod piston compressor according to the preceding claim 8, characterized in that the two housing parts with respect to the compression chamber 19, the crank chamber 18, the bearing of the crankshaft 11 and the connection of the two halves are identical to each other. 10. connecting rod piston compressor according to the preceding claim 9, characterized in that the one housing part - the side flange 16 - the exhaust passage 5 and the other housing part - The channel flange 15 - the intake passage 7 contains. 11. The connecting rod piston compressor according to one of the preceding claims, characterized in that the housing 9 has cooling fins for air cooling and / or channels for water cooling. 12. connecting rod piston compressor according to one of the preceding claims che, characterized in that - The intake passage 7 through the Kolbenansaugkanal 6 in Connecting rod 8 and / or - The exhaust passage 5 through the piston exhaust passage 4 in the connecting rod 8 and / or - The inlet channel 1 is extended by the piston inlet channel 3 in the connecting rod 8. 13. A connecting rod piston compressor according to one of the preceding claims, characterized in that - Several connecting rods 8 each with its own compression chamber 19 and - a separate crankcase 18th - Are connected to the crank pin 10 of a common crankshaft 11. 14. Connecting rod piston compressor according to one of the preceding claims, characterized in that - a plurality of connecting rod 8 each with its own compression chamber 19 and - a separate crankcase 18 and - A separate crankshaft 11th - Each have a first gear 23 on its crankshaft 11 and - Combining all first gears 23, each with a second gear 22 on a main shaft 21. 15. Conrod piston compressor according to the preceding claim 1.dadurch in that the profile of the compression chamber 19 and the piston is an oval. 16. Piston piston compressor according to one of the preceding claims, characterized in that for operation as a two-stroke engine - The crank chamber 18 is connected via the connecting channel 2, the overflow channel 14 and the Flanscheinlasskanal 1 at certain angular positions of the connecting rod 8 with the compression chamber 19 and the medium admitted by suction is a fuel-air mixture, which is precompressed in the crank chamber 18 and - Is passed via the connecting channel 2, the overflow channel 14 and the Flanscheinlasskanal 1 in the compression chamber 19 and, - Is there further compressed during the upward movement of the piston and - Is ignited at about the top dead center of the piston and - is ejected with the downward movement of the piston. 17. connecting rod piston compressor according to the preceding claims 14 and 16, characterized in that the second gear 22 has twice as many teeth as the first gear 23 and the intake passage 7 guided within the channel flange 15 to a further channel in a disc on the second gear 23 is, wherein this further channel in each second revolution of the crankshaft 11 has a connection with the intake passage 7, which is also connected to the Kolbenansaugkanal 6 at this moment. 18. Connecting rod piston compressor according to the preceding claim 16, characterized in that the medium is ignited by a spark plug when operating as a motor after the Otto process. 19. Conrod piston compressor according to the preceding claim 16, characterized in that when operating as a motor after the Diesel process the medium is ignited by a minimum compression. 20. connecting rod piston compressor according to at least one of the preceding claims 16 to 19, characterized in that a plurality of connecting rod 8 as - in-line engine or - V-engine or - Boxer engine or - Star engine or - W motor or - H-motor are arranged. 21. Piston piston compressor according to one of the preceding claims, characterized in that for operation as a steam engine or compressed air engine, the medium left in is a pressurized gas and - the piston in or shortly after top dead center the suction opens channel 7 and the exhaust passage 5 and this configuration is maintained during the approach of the piston to the crankshaft 11 until shortly before reaching the bottom dead center and - Closes the intake passage 7 at or shortly after the bottom dead center and opens the exhaust passage 5 and this configuration is maintained during the movement of the piston back to top dead center.