DE102015001985A1 - Double chamber five-stroke engine Sutur X - Google Patents

Abstract

The well-known five-stroke engine fused, even without suction in double-chamber four-stroke engines, to a dual-chamber five-stroke engine through the solution of the steam engine. The cylinder is closed at the bottom, except for a connecting rod seal, and a double-sided piston divides this into two differing individual (combustion) chambers. Since these are located inside a cylinder, these are referred to by me as a double (burning) chamber. The fuel combustion is now above and below the piston within two different sized single (combustion) chambers. A rigid, sealed to the piston, down from the cylinder projecting, sealed connecting rod, transmits the force of combustion gained on a slide with a movable member with a movable connecting rod below, which leads to the crankshaft. The cylinder bottom is provided on the model of the known top of the cylinder with valves, inlets, outlets and camshafts, under the condition not to hinder the rigid connecting rod of the piston. What is needed is the direct lubrication of the piston with oil check valves, separate oil pan, slide rail form, gas seal, valve form, fuel supply and camshaft arrangements, the improved catalyst and piston. All inventions of the regular internal combustion engine, also from the solution above, must be extended to the principle, because all burns so far relate to only one combustion chamber above the cylinder.

Description

Name of the invention

The dual-chamber five-stroke engine Sutur X is an engine from the combination of a four-stroke gasoline engine with a low-pressure steam engine from their years of origin, extended by the known method of the five-stroke engine, in short: the combination of old known methods. As with the steam engine, the energy conversion from chemical to mechanical energy occurs above and below the piston, the rigid connecting rod of the piston is guided by a gas seal to slide rails with a linearly displaceable member or to a lever and drives this. The power transmission takes place behind these components as in a conventional gasoline engine, or as in a five-stroke engine. The double chamber is present in both the combustion and the suction cylinders.

The engine features a performance-enhancing combination of supercharger and turbocharger, from whose initial syllables Sutur emerges. The most characteristic feature of the engine are the outsourced, universally and half-sided individually adjustable camshafts with their telescopically movable camshaft housings and hydraulic train-pressure construction, which draw an X from the side. Since the combustion of fuels or power gases now takes place on both sides of the engine is equipped with some significant inventions of engine history, as far as they can be adapted to the additional train of the piston and expand. Otherwise, technical knowledge of building construction with regard to the tensile and compressive properties of materials has been incorporated in the adaptation of components for weight and material consumption reduction.

Technical area

The invention relates to all related methods of high-speed types of steam engines, gas, petrol and diesel engines, especially five-stroke engines and thus four-stroke engines of any design, including general gas and fuel-powered engines, where a fuel combustion for energy within a cylinder only takes place above the piston. In addition, all six-, five-, four-, three- and two-stroke engines are the " Internal combustion engine with multi-joint crank drive and additional masses on articulated connecting rods of the multi-joint crank drive for damping free inertia forces "of Audi AG, adjustable camshafts, V and boxer engines and engines with any arrangement of the cylinder, the exhaust catalyst arrangement , the fuel supply of a gasoline engine, the crankshaft, the connecting rod, cylinder and the piston of such an engine affected.

Collected state of the art in the overall concept

In internal combustion engines, or gas, petrol or diesel engines, the combustion of fuels usually takes place above the piston. The cylinder below the piston is not used within the four clocks for energy production by the combustion of fuels or fuel gases. For five-stroke engines after DE19863603396 Another suction cylinder is added to the combustion cylinders to utilize the residual energy of the exhaust gases from the four-stroke cylinder, thereby providing a fifth stroke and detoxifying the exhaust gases. The explosion-driven piston transfers the chemical energy from the cylinder chambers to the crankshaft via the connecting rod, converting it into mechanical energy. During the downward movement of a piston in a cylinder, an angle between a vertical of an assumed smooth surface of a conventional piston and the connecting rod becomes clear, whereby additional friction arises between the piston and cylinder. To increase the efficiency and power of the engine, reduce material consumption, friction and space requirements, the cylinder can also be used below the piston, as in the damping machine for the combustion of fuels and the connecting rod can thereby a rigid, attached to the piston mold assume, so that the friction is minimal by attributed lateral forces on the piston, since the rigid connecting rod can only move linearly. This principle is already known in a modified form in the Watt's low-pressure steam engine, but without direct combustion of fuel in the chamber halves. To additionally reduce the fuel consumption of a four-stroke combustion cylinder, on the one hand, the five-stroke engine top, as well as the six-stroke engine, for example, according to patent EP2476879B1 known, which finds here in its new combination as a double chamber five-stroke engine number 2 an optional applicability. There are also V-engines, for example DE672964C , Boxer engines after DE10040475C1 , a direct injection after DE10145956B4 , a turbocharger, a supercharger after US7128061B2 , Ignition retard adjustment to DE4406982A1 . DE19863635392 and DE19944406982 known, as well as a lambda trim after DE3832134A1 Cylinder single shutdown after DE3832134A1 and cheeks on the crankshaft, various throttle valves in gasoline-powered engines and gas valves. The laws of statics in building construction also reveal the properties of steel girders and other double-T constructs, as well as those of bridge construction, which have properties and load capacities under pressure and tension. For example, according to the "Internal combustion engine with multi-joint crank drive and additional masses on articulated connecting rods of the multi-joint crank drive for damping free inertia forces" US20130118442A1 known. There are known adjustable valves of a cylinder of an engine, in which the stroke and the overlap can be adjusted. It is also an active or passive cooling of an engine, possibly with cooling fins, known.

Detail animals Complete description of the structure of all items

State of the art

The piston of a gasoline engine is usually equipped with two or more compression rings, which also includes a Ölabstreifring. It is also known that notches in the piston skirt of a piston of a four-stroke engine after US Re. 35.551 be introduced. The piston runs in a cylinder liner or directly in the engine block.

1. Thin piston with rounded reinforcement, bilateral flow curvature, drop shape cut-out in the piston skirt (claims 7, 8 and 10)

The thinnest possible piston in the cylinder liner or in the cylinder must be adjusted accordingly by using the entire cylinder. Due to high pressures above and below the piston, it must be strengthened at the transition to its fixed connecting rod, which secures the transmission of power to the outside, by having a phase at the edge between the fixed connecting rod and piston (reference 10 ). The phase should, if necessary, as long as the cylinder bottom has no curvature, exactly in the funnel (reference 11 ) fit the seal of the rigid connecting rod. The piston has bulges on both sides (reference 10 ), which improve the flow characteristics of the ignited gas mixtures in the respective double chamber half. On the bottom of the piston, the fixed connecting rod is flush with the bulge in the piston. In order to ensure the running and lubricating properties of the piston and to prevent the escape of gas from a fired double chamber half in the non-ignited, the piston receives at least one compression ring, which is located in the middle of the piston skirt between two Ölabstreifringen with corrosion protection. The piston skirt above the upper and below the lower oil scraper ring is notched so as to provide improved runnability and reduce friction such that the remaining protrusions provide a teardrop shape to make the piston skirt axially symmetric ( 18 and 19 ) wherein the drops of bellies are closer together than their pointed end, which points towards each compression ring. In gas mechanics, the most aerodynamic shape is a drop. Both in gaseous, as well as in liquid media show the slightest friction phenomena in this form, which also additionally reduces the contact surface and the oil distribution and storage on the piston ensures. Since the tips of the drops are farther apart than their closely adjacent bellies, oil collects in the gaps, allowing for continuous lubrication, even in the dead centers of the piston and equal distribution of the oil. The two rows of drops should be shifted against each other so that the tips of each drop of a row of drops between the bellies of the opposite drops on the piston shows. The cutout should be small enough that it does not appear immediately noticeable on the piston skirt, with the drop shapes to the piston skirt having few edges, but with the piston's oil scrape and compression rings being the highest peaks on the piston skirt. The holes for a direct lubrication (in the next point) should each be set so that the upper holes between the drops of the upper row of drops and the lower holes between the drops of the lower row of drops are in passing of the piston. So a mutual distribution of the oil takes place.

State of the art

It is known that after DE19755687A1 A separate lubrication of a two-stroke engine through holes in the cylinder base for lubrication of the piston can be done to reduce the proportion of lubricant in the fuel and to improve the environmental impact.

2. Direct lubrication with oil check valves (claims 2 to 5)

The lubrication of a cylinder with double-sided piston is similar to the separate lubrication, but now take several rings of holes (reference 6 and reference 7 ) in the cylinder wall, instead of in the cylinder base, the entire lubrication. The bore entries are collected with a sealed U-rail (reference 5 ) provided. In any other gasoline engine, lubrication would be through the open cylinder side below the piston. Since this is closed here, the usual lubrication can not be done. Due to the small holes in the cylinder wall, which can also be arranged elsewhere, depending on the engine speed and cold or hot condition of the engine, corresponding amounts of oil pumped to the cylinder wall to ensure a controlled, adequate lubrication of the piston. It should be a ring of lubrication holes at a radial distance of a few degrees, in the Cylinder wall just above the bottom dead center and just below the top dead center of the piston, so that the piston does not cover this. If the lubrication ring were between the cylinder's dead centers, the piston at its maximum speed, if it were located at the middle of both dead centers, would move towards an excess of oil, which would result in a great deal of friction and therefore boiling oil. The burning of this oil would result in environmental pollution and waste of resources.

Since there is high pressure inside the cylinder after igniting a fuel mixture, the oil would be forced back through the lubrication holes and could cause damage to the rest of the engine compartment. It is necessary to equip the lubrication holes individually or in groups with low-wear check valves to protect upstream assemblies. The lubrication should be done mainly by the negative pressure in a single chamber, the suction of the fuel mixture. Therefore, it is not continuous, but steers itself when needed. In order to compensate for some differences in position that affect lubrication, the check valves must respond to positional differences based on individual valves on each bore. For a recumbent cylinder, the top side must be lubricated more than the bottom, as the oil will be drawn down by gravity, and so lubrication would no longer occur at the top. To ensure this, an oil check valve with a hemispherical valve pan with a hemispherical cutout (reference 1 ) inwardly. Through the center, or elsewhere in another orientation, the bore for the oil supply is set parallel to the axial symmetry of the pan (Example 3 ). In the pan is a small freely movable metal ball (cover 2 ), which has a slightly smaller radius than the hemispherical inner cutout of the pan. The larger the metal ball inside, the lower the relative oil supply. The pan is completed after a slightly elongated hollow cylindrical piece with a sealed metal plate with square, elliptical or circular bore (reference 3 and reference 4 ) so that the ball can not fall out. The inside edge of this hole is angled inside (reference 3 ) to reduce wear. The angle of the phase is chosen so that its bearing surface, both above and below, can simultaneously be a tangent of the ball. The width of the hole is always slightly larger than its described height to allow oil flow at the sides of the ball. The final plate with hole is the oil outlet, can be provided with another sheath with hole and is connected directly to a lubrication hole or a U-rail. If the outlet of the valve now points down, the ball is also pulled down and opens the oil supply of the hemispherical cut-out. The closure in an explosion therefore takes longer, the lubrication is strong in this case. If you turn the valve so that the outlet points upwards, the oil supply is weakened because the ball only lifts when the fuel mixture is sucked in by the vacuum and releases the oil inlet. In addition, the oil inlet is closed faster in an explosion in the single chamber. Small excesses of oil burn with the fuel mixture. However, this can be neglected, because it is always lubricated in the double-chamber half, in which no combustion cycle takes place, because the negative pressure of an intake stroke pulls the oil into the chamber. In addition, each half of four half rotations of the crankshaft lubricated at two, since both halves of the chamber work offset by one clock. Thus, within four cycles twice a lubrication of the cylinder in both directions. The desired lubricating effect is achieved if necessary.

State of the art

There are known simple rubber and steel seals in hydraulic pressure and tension piston.

3. Gas seal (claims 9 and 10)

As already mentioned at the beginning, the fixed connecting rod of the piston moves linearly through a passage in the cylinder bottom. The inside of the gas seal at this point should resemble the outer piston skirt of a piston, since in principle hardly any lateral forces occur. Within a metal sealing jacket, which may be extended outwards, in the direction of the crankshaft, are located in the inside of compression rings and drops of rings as arranged on the piston skirt, with the same characteristics ( 18 and 20 ). The lubrication takes place by means of direct lubrication with the already presented oil valves and additionally indirectly via the linear up and down movement of the rigid connecting rod (reference 13 ) of the piston, which is below the gas seal with oil through a double-sided hole (reference 72 ) is sprayed in an enclosing hollow cylinder, or is poured over with running oil from the camshafts within the hollow cylinder. The enclosing hollow cylinder opens into the oil sump. In the bottom of the cylinder, or at the bottom of its camber, there should be an axisymmetric funnel-shaped bore around the entrance of the passage of the solid connecting rod, in which oil can collect. The body characteristics of the funnel or phase (Ref 11 ) can mathematically also be axially symmetric take rotated parabola, logarithm, or root functions. If necessary, at least one lubrication ring of direct lubrication as described above is drilled on the side of this funnel. The funnel ensures that oil collects in the device and spreads by the movement of the piston on the fixed connecting rod. Due to the funnel shape, the oil is also pulled downwards on the lower steel sealing rings so that their lubrication is guaranteed.

State of the art

Axially symmetrical mushroom-shaped valves are known.

4. wedge valves (claim 6)

In order to improve the flow of a fuel mixture into a single chamber and the outflow of the exhaust gases through the valve openings at opening, the shape of a conventional gas valve of an engine must be adjusted. The valve stem in each motor single chamber assumes a tongue shape and is circular or elliptical ( 12 ). The valve stem is not perpendicular to the valve stem (ref 8th ) but is mounted at a substantially smaller angle to the top of the valve stem at the outermost side of the valve stem so that the underside of the valve stem (Ref 9 ) gives an angle of <90 ° with the top of the valve stem ( 11 ). At the top of the valve stem is a phase that is flush at its smallest extent with the valve stem. The valve stem now no longer runs through the middle of the valve openings, but on the outermost side of the valve opening or through the top and bottom of the cylinder. If the fresh air or exhaust pipe bypasses the valve stem at this point, no signs of friction occur on it. Due to the angle of the valve stem, a downward and sideward movement occurs at the opening of the valve, so that the valve stem in no way obstructs the flow of gases. Looking from above through the valve opening, the valve stem would not be visible. The valve stem also has in the flow direction in the gas inlet or outlet in cross-section a teardrop shape. Neither valve stem nor valve stem are now flowed around over a large area in the flow of gases, so that these wedge valves less friction phenomena occur and can be effected by a rapid closing of the valves, a layer charge, since the difference in velocity of the gas flow through this valve shape is greater. The short-term negative pressure of a fast-closing valve with a descending downward movement of the piston in the lower third of a chamber, creates a short negative pressure, which causes the already flowed gases can be distributed in the direction of the piston, since there is the largest negative pressure behind itself but also spread near the valve. As soon as the piston starts to move up again, it pushes a load of gas at a higher pressure than in the rest chamber. Due to the negative pressure in the upper chamber side, the gas is thrown at high speed against the upper cylinder ceiling and bounces back. The Sudden Negative Pressure is set so that the slightly denser gas layer on the piston and the distribution of the gas due to the momentary negative pressure of the valve on the cylinder blanket overlap and interfere with the top of the piston interfering with the downward movement of the interfering gas wave must have started. If the time of impact of such a gas overlay on the piston is mathematically registered by the vehicle electronics, the ignition of the stratified charge takes place.

State of the art

It is the Watt's steam engine and the method of the gasoline engine known.

5. Main claim: double chamber (claim 1)

In a double chamber cylinder, as in the invention of the steam engine, although not with gas pressure by water vapor, but by a gas pressure by the combustion of fuel or gas extraction of mechanical from chemical energy carried by the piston of a gasoline engine both above and below can be used for fuel combustion. The lower half of the chamber of a piston which has been fused with a rigid connecting rod is sealed by an inner gas seal and, like the upper half of the chamber, provided with valves, gas inlets and outlets. Overall, the double-chamber cylinder ( 1 and 2 ) a chemically closed system. At the sealing of the piston can be saved for cost reasons, since small amount vorbeigehender residual gases are either the exhaust gases or a fresh fuel mixture of the sister chamber attached, which can even lead to fuel savings by reloading or the residual gases are simply expelled as exhaust gases. The double chamber is provided with a direct lubrication and a previously described gas seal. The wedge valves are optional.

State of the art

There are known oil pans in direct association with the cylinder of an engine. The piston is lubricated below with oil.

6. Oil sump (claim 18)

The oil sump of the engine is located separately under the cylinder and has its ceiling just below this. It has a metal or plastic shell. Through the ceiling, starting from the bottom of the cylinder bottom, the slide rails (reference 25 ) into the interior of the oil pan through accurately fitting, sealed holes. Within the oil sump are the larger extent of the slide rails (reference 25 ), the sliding component (reference 24 ), the movable connecting rod (reference 26 ) and all cranks (reference 27 ) on the crankshaft. Through the ceiling is a hole for the rigid connecting rod (cover 23 ) whose radius is greater than the radius of the fixed connecting rod so that it does not touch the sides. On the ceiling of the sump, a hollow cylinder, as described in the gas seal in point 3, made of metal or plastic, which encloses the exposed piece of the fixed connecting rod between the cylinder bottom gasket and sump cover on the bore, sealed and accurately, and fits the gasket to fit the cylinder bottom opens. The hollow cylinder, or sealing cylinder, has several holes as oil inputs for the lubrication and cooling of the rigid connecting rod. Since the piston is directly connected to this, it is indirectly cooled together with the rigid connecting rod, inside the cylinder. In addition, the excess oil runs down the rigid connecting rod by gravity and reaches the axes and bearings between rigid and movable connecting rod on the slide rail component. The axles are now adequately lubricated, with the more heated oil having a lower viscosity and thus being well suited for rapid movement on the slide rail. Since the level of the oil in the sump (Ref 28 ) Although crucial for the lubrication of the crankshaft, but the oil pan is sealed by the sealing cylinder on the oil sump blanket, the location of the engine in the room is hardly important, since all shafts and bearings can be lubricated individually within the oil pan, by a nozzle as an outlet of an oil pump can be lubricated directly. The oil level in the oil sump should be high enough in every position of the engine so that the crank pins between the movable connecting rod and the crank are completely or partially immersed in the oil when the piston in the cylinder reaches bottom dead center. The crankshaft itself should each receive their own lubricating device on the shaft journal and is rotatable, sliding or ball bearing.

State of the art

There are locomotives or steam engines with a slide on the pressure piston known. This can also be realized in the form of a bore with hindurchgleitender cylindrical piston extension.

7. Slide rail (claim 17 and 19)

Below the cylinder, the fixed connecting rod of the piston is connected to a movable connecting rod, which leads to the crankshaft, via a slide rail component. At the axis where the fixed connecting rod is connected to the movable connecting rod via the component, prevail by the temporary angle between the two components enormous lateral forces, which must be intercepted so that the solid connecting rod does not break and no enormous friction and wear on the bottom of the Cylinder, or occur at the gas seal. For this purpose, at least one slide rail ( 50 and 51 ), parallel to the fixed connecting rod, which receives the transverse forces and is adapted to its slide rail component (to be seen in reference 22 ). Near the connected movable pivot axis of both components, a perpendicularly mounted on the fixed connecting rod, linear sliding component should be located. The slide rail component ( 39 and 40 ) is a mounted in the slide, accurately fitting construct consisting of an attachment to the rigid connecting rod of the piston, ball-bearing rollers or slideways at its I, X, H or star-shaped linear sliding ends, in at least one plane, and is provided below with a rotatable, ball or slide-mounted hinge for a normal movable connecting rod. It absorbs lateral forces with little friction, reduces the friction of the piston, significantly increases the maximum speed of the engine and does not affect the running characteristics with the lightest possible construction. The component is made of metal and may allow no or minimal play on the gas seal. Either the sliding wheels or Gleitschafte at the ends of the component, or the linear slide rails are equipped with a (a) symmetrical axisymmetric notch, curvature or depression, wherein the slide, or the sliding wheels form the respective matching counterpart to this. The groove, curvature, recess or surface of the sliding or rolling wheel (reference 21 ) prevents the lateral breaking out of the sliding wheel from the slide rail. The most favorable composition is a sliding wheel of the slide rail component with an axially symmetrical semicircular depression, wherein the axially symmetric semicircular incision in the wheel, a slightly larger radius has, as the semicircular linear curvature of the slide rail to minimize the bearing surface and thus the friction. For cost reasons, a pure sliding construction at the end of the sliding component is possible, but then has to be lubricated increasingly. Compared to the normal gasoline engine can now be on the piston no lateral forces and hardly any friction. The strong sliding friction of the piston is now reduced by the weak rolling friction on the slide rail. The closest arrangement of the slide rails, when viewing the slide rail centers, in the plan view of the underside of the cylinder, a rectangular arrangement. The slide rails should be arranged so that the crankshaft together with the movable connecting rod can move between the slide rails without causing damage. At the top dead center of the piston are crank and movable connecting rod, as well as rigid connecting rod between the slide rails and below the center of the sliding member, which is located at this time just below the level of the oil sump cover. The length of the slide rails, starting from the bottom of the cylinder, should be designed so that the slide rail (s) terminate slightly above the axis of rotation of the crankshaft, when the sliding member is to be at the end of the slide at the bottom dead center of the piston. The longer the movable connecting rod is and the further, proportionally, the ends of the slide rails are away from the axis of rotation of the crankshaft, the lower the load on the sliding structure and the higher the efficiency of the engine, up to the point where the Weight of the movable connecting rod has a negative effect on the running properties of the engine. The length of a crank on the crankshaft should be minimally smaller than half the height inside the cylinder. The length of a crank is dependent on the compression requirement and the upper and lower safety distance of the piston and should include a small safety distance of the piston in both dead centers. The lubrication of a slide rail and the ball bearing of the adjacent sliding component, carried out by a direct injection of the component with oil, at least one point of the rail and the ball bearing of a sliding wheel, from both sides at the point below the sump cover, where the sliding member together with the piston reaches the top / bottom dead center. Because the sliding component can not immerse in the oil of the oil pan, but is additionally lubricated by an oil flow to the fixed connecting rod.

State of the art

There are workpieces, including cranks and connecting rods, made of gray cast iron known that not disguised, but rounded dip in the oil of the oil pan of an engine.

8. Panel of the crank and the movable connecting rod (claims 14 and 15)

To reduce the effects of friction when hitting the crank and the movable connecting rod on a rotating surface hard oil surface, crank and connecting rod to the height of their immersion depth and above are covered with a teardrop shape, or rounded shape. The cladding is made of metal or plastic and the teardrops point in the direction of rotation ( 28 ), or the rounding of the connecting rod is oriented downward in the direction of immersion ( 32 ).

State of the art

It is the construction method and some details of the Taunus Tower in Frankfurt (Main) through the professional activity of family members known, as well as the properties of steel and aluminum. In general, the laws of statics in structural engineering apply to the material properties under tension, compression and torsion for other technical areas as well.

9. Redesign of the crank, the movable connecting rod and the cheeks (claim 16)

To cause further material savings, the cranks ( 36 ), moving connecting rods ( 37 ) and the cheeks on the crankshaft (reference 19 ) Each one (symmetrical double) arch bridge with inner struts construction in combination with a double-T-beam, because pressure or train in a metal rail of a lever action is based and this behavior should be exploited. In each case, a curved main beam of an imaginary hanging arch bridge (reference 16 ) a T-piece carrier, so that a total component, derived from this arch bridge, a half or full elliptical, closed tee (reference 18 ), which may take other forms; with rotatable sliding or ball bearings on the axles at both ends, and a symmetrical or asymmetrical triangle-like support structure in the space (reference 17 ). The component has a larger spatial extent, but with higher stability and slight elasticity by the leverage less weight, which has a positive effect on the running behavior and the maximum speed of the engine. The cheeks are not with joints, but with a small precipitating, but further away from the crankshaft mass (reference 19 ) at their farthest extent from the crankshaft and are elongated than the original cheeks. The cheeks do not dip into the oil sump oil, but have the same construction with resized inner triangle-like support structure. Since the crankshafts of the crankshaft are loaded only in the direction of rotation and by train and pressure in the dead centers of the piston, they can also take a long bow shape instead of the form of a double arch bridge according to the named principle, but in which the second elliptical T- Carrier is replaced by a rectilinear between the two joints. The triangular construction between both straps remains unchanged on one side. The bow side is here to find in the direction of rotation to exploit the tensile stability of the straight beam in this composite, as in a bridge.

State of the art

Are known external carburetors of all kinds, the direct injection after DE10145956 B4 , Turbocharger and the so-called "supercharger" after US7128061 B2 for enhancing the performance of fuel or gas powered engines.

10. Sutur: combination of carburetor, direct injection, turbocharger and supercharger (claim 22)

To increase the performance of the five-stroke dual-chamber engine, and to further reduce the size of this new engine type, the fuel mixture should be specifically compressed and optimized by combining at least one assisting and fuel injection correcting carburetor, direct injection, at least one turbocharger and at least one supercharger. Depending on the cost, the engine can operate without a turbocharger or supercharger or both, but with this method, with the same power and efficiency, a smaller engine block is possible, which in turn leads to cost savings. First, there is a branch behind the air filter of the engine ( 54 ), in each case at least one supercharger type and at least one arbitrary carburetor. Behind the optional carburetor, at least one turbocharger is mounted, which compresses the rich, if necessary, fuel mixture of the carburettor by the force of the exhaust gases from the exhaust cylinder after passing through the surge equalization chamber and into the merger behind the supercharger, which leads to the inputs of the combustion single chambers (Reference 47 ). In a series arrangement, an air filter is followed by any carburetor, then any supercharger type, then any type of turbocharger; The turbocharger is driven again by the exhaust gases of the suction cylinder. The Supercharger is responsible for an additional compressed fresh air supply when connected in parallel. The individual chambers of the combustion cylinder also each have a direct injection, which can make the gas mixture for even more power even fatter. In any case, the turbocharger (s) will also be placed upstream of the catalyst (s) of the common exhaust pipe upstream of the exhaust gas utilization side, but behind the robust surge equalization chamber. I call this parallel combination sutur circuit, because the word sutur results from the first syllable of the words supercharger and turbocharger. The Sutur circuit increases the performance of the five-stroke engine, its efficiency and the filling of the individual chambers with a fuel mixture. Because the balance of the chemical reaction is shifted by the steadily higher proportion of compressed fresh air through the Supercharger in the direction of the reaction products. The combustion improves. Due to the turbocharger behind the carburetor, the fresh air intake and speed (see supercharger) are adjusted independently by the exhaust gas flow. This combination ensures an immediate supply of fresh air in all operating positions of the engine, which increases the efficiency. At high power demand, such as in a car overtaking, the carburetor is drawn in by an electronic controller for a richer fuel mixture. The efficiency is hardly affected because a high performance query is expected only in high speed ranges, which increases the fresh air supply of the supercharger, so that the chemical ratio of the fuel or gas sources normalized and hardly loss of efficiency arise because the additional by the extra carburetor caused exhaust gases in turn stimulate the turbocharger. The combination combines the advantages of supercharger and turbocharger. The carburetor should not interfere with the gas flow in the circuit, so only the added fuel amount should be regulated and not the gas flow, as usual with simple motorcycle carburetors. The carburettor also has the task of correcting any mixture errors. This happens depending on the measured outside air temperature, engine temperature, oil temperature (through the direct lubrication) and the data of the lambda probe. In extreme conditions, the carburettor requires the engine to be able to prepare the right pre-mixture, so that direct injection can always run a standard procedure, which saves technical costs, so that the engine can be used in all regions and their climate. The circuit allows the maximum power of the engine, in addition to its compactness, to be increased with the same performance and improved efficiency from the previous principles of the five-stroke engine, without sacrificing efficiency and fuel consumption, and hence emissions, during normal use. Without the connected carburetor and low speed, the engine behaves like two five-stroke engines with supply air turbocharger and direct injection. The supercharger has little effect on the performance characteristics of this engine at lower speeds. The exhaust gases are also almost detoxified by the suction cylinder, as in a five-stroke engine after the solution above usual.

State of the art

In gasoline engines, a fuel mixture is burned above the piston to recover mechanical energy by chemical energy.

11. combustion cylinder (claim 20)

The combustion cylinder (reference 30 ) consists of the mentioned piston with its characteristics, which moves linearly in a cylinder with double combustion chamber, with double inlet and outlet valves, direct injection and an ignition or spark plug, through a gas seal in the cylinder bottom. The combustion of fuels or gases is possible on both sides, which almost doubles the performance of the engine, or halves the space requirement and material consumption. The exhaust gases are forwarded to a double extraction cylinder as in a normal five-stroke engine to increase efficiency, but in this case on both sides to a suction cylinder on both sides.

12. Wear protection in heat and cold (claim 40)

Since in all dual-chamber engine types the piston is located in a chemically closed cylinder, there is also the risk of overheating due to the double-sided combustion without a suitable device. Therefore, the engine power and speed is shut off in case of overheating to prevent damage. The procedure works even when the engine is cold, so unnecessary wear can be prevented. The engine heats twice as fast through the double chamber as conventional gasoline engines and other engine types, which can have a positive effect especially on diesel engines. The motor is only suitable for extreme power ranges with sufficient cooling, but is designed for increased (manufacturing) efficiency. The Drehzahlabriegelung and the lock of the maximum power is compulsory and transitionless for the user, there is only a percentage reduction in their maximum values in temporally close to each other not abrupt substeps, directly on a control of the engine. The speed lock dominates the engine power shutdown until the re-start point, where the current speed falls below an engineered level calculated by the engine electronics, by refusing effective power to the engine. However, the locking never amounts to an unreasonable limitation of the engine, which could lead to a risk to the consumer in any way.

State of the art

For five-stroke engines after DE19863603396 Another suction cylinder is added to the combustion cylinders to utilize the residual energy of the exhaust gases from the four-stroke cylinder, thereby providing a fifth stroke and detoxifying the exhaust gases.

13. suction cylinder (claim 21 and 35)

In general, such a five-stroke engine comes through the side circuit of a dual chamber combustion cylinder in addition to a double chamber suction cylinder (reference 31 ) according to the known principle, only with double-sided cylinder use, concluded. The crank of the suction cylinder is only additionally, in order to make more efficient use of the residual pressure of the exhaust gases and to better overcome the dead center, arranged rearwardly offset on the crankshaft so that the piston of this cylinder leaves its respective opposite dead center later than its side-by-side combustion cylinders. Otherwise, a double chamber suction cylinder is larger, about twice as large as a dual chamber combustion cylinder. A double chamber exhaust cylinder is provided with the same equipment, except for the direct injection and glow or spark plug, such as a dual chamber combustion cylinder. Due to the temporary negative pressure in both Absaugeinzelkammern, the exhaust gases are also detoxified here. With three cylinders of a dual-chamber five-stroke engine, each suction chamber is unloaded and loaded once each time the piston is moved up and down so that it is constantly in use because each right or left cylinder undergoes an exhaust gas discharging stroke. A swing weight is eliminated by the interplay of the uniform thrust and train of all double chamber cylinder.

State of the art

There are a variety of systems for hydraulic adjustment of the camshaft known.

14. hydraulic camshafts (claims 23 to 26)

The camshafts of one of the engine combinations are individually adjustable, including each half of all intake and exhaust valves individually, in overlapping of the valves, as well as in stroke, stratified charge, valve timing and recharging. The arrangement of the camshaft is obliquely laterally above and below individually on the cylinder ( 69 and 72 ), only at the top of a central arrangement of the camshafts is possible. The camshafts and housing are located at the oblique valve stem ends Wedge valves and encase these partially ( 73 ). Each camshaft is specially hydraulic with pressure ( 74 ) and tension springs ( 80 ) reversibly controlled, the housing together with the camshaft telescopically, on sealing sleeves of the valve stems, movable, and the camshafts in the housing are linearly displaceable on its rotatable mounted axis. Camshaft lubrication always occurs from the top via ports through direct inlets to the ball bearings, whereby two camshafts can be connected in series when the lower runoff of an upper camshaft passes through a spout to a lower camshaft and its bearings. The lubrication of the camshafts is done by collectivating multiple inputs through a U-rail ( 83 and 84 ) on the outside of a camshaft housing. The lower camshafts have a spout which is connected to the sump cover in a hollow cylinder (reference 72 ) on the rigid connecting rod, whereby it is cooled by the oil and lubricated. The camshafts are each powered by a quadrangular arrangement of wedge wheels with mechanical energy from the crankshaft, most of all by a gear or a toothed belt in the ratio 1: 2, two out of four wedge wheels, or at least one, if necessary, tension their respective belts, the other two are used for power transmission ( 74 ). The belt-tensioning rollers are each attached to rotatable, sliding or ball-bearing axles on profile rail carriages with exciting tension springs.

The broadened wedge wheel on the camshaft outlet on the camshaft housing rotatably mounted in the telescopically movable camshaft housing has a holding device for hydraulic tensioning pistons mounted on a pressure plate on a ball bearing ( 65 ). In order to produce a reversible lateral displacement of the camshaft, the camshaft is provided by a ball bearing pressure spring with pressure plate at its other end ( 68 ). The cams are slightly helically twisted in each case, the cam crest has a wedge shape and the cam is curved in each cross-section counter to the direction of rotation ( 64 to 66 ) to obtain a more jerky closing and thus a stratified charge through the wedge valves. The camshafts are arranged so that the valve stem ends almost touch the camshafts, but are slightly offset vertically, and a cam can never be perpendicular to it during contact with a valve. That is, when a cam moves toward a valve, it is raised slightly more slowly by the inner cam curvature, and the control start timing is also controlled via the lift control. This is only possible by this offset ( 73 above). The camshafts may additionally have on their spanned V-belt an additional wheel, which electronically controlled when needed briefly taps against the belt or pressure exerted on him to temporarily disbalance the camshaft section.

15. Extension of known methods (claims 27 to 30)

State of the art

From the patent DE-PS3227777 a device is known which by the patent DE19863635392 is improved and therefore can be described by a Zündwinkelspätverstellung, which prevents a drop in speed and a high chamber pressure at low speeds when reinserting the shift operation. Furthermore, also related methods of ignition retard after DE19944406982 known.

Einzelkammerzündwinkelspätverstellung

The single chamber ignition retardation differs from this traditional variant in the solutions above, in that not only the top of the in-cylinder piston is equipped with this principle, but also the bottom. Both combustion chambers of the engine are independently equipped with this principle, but on the basis that the behavior of both retards is based on a mutual exchange of information between the systems. The single chamber ignition retardation is added to the combustion cylinder (s) of the dual chamber five-stroke engine. The ignition retardation is now not only in push but also in train operation and must be supplemented in their properties.

State of the art

The lambda trim is known after DE0115902 C1 , In order to reach the threshold temperature of the catalyst quickly and to heat the engine block faster, especially during the warm-up of the engine in the interplay, each time a fuel mixture ignites, a rich and a lean fuel mixture, with equivalent cylinders ignited, so that the combustion in all cylinders at lambda = 1, which increases the heat generation of the exhaust gases, in favor of the catalyst.

Single-chamber lambda trimming

The difference to the lambda trim is that no whole cylinder is involved in a trim, but only two equivalent single chambers above and / or below the piston. Otherwise, the procedures are similar. Another difference, however, is that lambda control also takes place in the ratio of upper to lower single chamber, to compensate for the lower stroke of the lower single chamber, through the rigid connecting rod. Therefore, the fuel mixture of the lower single chambers must always be slightly richer than the mixture of the upper single chambers. Again, so there is a slight lambda trimming in favor of the lower individual chambers, so that the total combustion in all chamber halves over a cycle of four clocks at lambda = 4, by both trimmings are combined. Otherwise, equivalent individual chambers are supplied with fuel in such a way that a single chamber which ignites simultaneously is given a lean, the other a rich fuel mixture, so that during combustion lambda is again equal to 1 in order to heat the catalyst. It is also possible to obtain successive trim in successive burning power strokes of the engine, because the engine united by the double chambers two five-stroke engines in their 3 cylinders and would work without a complete chamber row up or down. Sequential lambda control lowers the pressure in each trim chamber, resulting in fuel savings with the same effect.

reload

Reloading must be intensified in the lower combustion chambers to compensate for the smaller volume, is necessary for flushing and takes place only in a single chamber half at a time.

State of the art

The cylinder single shutdown provides after DE19883832134 or DE3832134A1 for the arbitrary shutdown of individual cylinders.

Single chamber single shutdown

The solution above is applied here to all individual chambers. All of the chambers, including at least one upon application, are arbitrary, also to prevent overheating damage and to assist the ASR, variable in sequence, can be shut off by preventing any fuel supply, and inhibiting the ignition. The single chamber cut-off replaces cylinder cut-off as it is necessary to shut off individual halves of the chamber for fuel economy arbitrarily, since the engine would stutter at two cylinders replacing four cylinders of a gasoline engine when a whole cylinder is shut down, because that would mean shutting down two cylinders in succession , The Einzelkammeinszelabschaltung therefore comes at constant speeds and moderate load in question and never shuts off a majority of chamber halves in a row. Single chamber cut-off is mainly used for emission reduction.

State of the art

They are V-engines and boxer engines with recumbent cylinders with simple combustion cylinders after DE10040475C1 known.

16. Other engine arrangements (claim 32)

To save space, it is possible that two movable connecting rods of the double-chamber cylinders, based on the movable slide rail components, share a novel crank on the crankshaft. In addition, the arrangements of all double-chamber cylinders are provided in V- or star-shaped or with lying opposite double-chamber cylinders ( 85 to 86 ). The angular difference of shaft journals of one or more cranks in lying cylinders can be 180 °, as long as the movable connecting rod of this crank opens to an adapted movable component and the crank is adjusted accordingly with its Hubzapfenversatz to this; the piston is no longer operated directly. Otherwise, it is possible to connect two connecting rods on a crank. The methods differ here compared to conventional methods by the integration of a separate oil pan with an intermediate slide rail. The slide can be longer in lengthening the connecting rod and further removal of the cylinder double chambers to additionally minimize the friction, which has an effect on the cylinder assembly.

State of the art

It is known that especially gas engines without lambda trim after DE10204002291 for increased heat generation, barely reach the temperature of the catalytic limit. However, the procedure has a negative impact on emissions. Furthermore, fuel compressors such as turbochargers and superchargers are known.

17. Catalyst system (claims 11 to 13)

Exhaust gas control, shock pressure compensation chamber and direct engine heat for better catalyst conversion

In order to make engines more environmentally friendly, the turnover in the catalyst has to be improved. This can be achieved by using a simple electronically controlled valve ( 25 ) is installed at the end of the exhaust pipe behind the catalyst (s) and ensures a low exhaust gas flow, so that with each additional bar pressure the exhaust gas density multiplies. With the pressure also increases the energy density of the gas, which is now able to sufficiently heat the catalyst. The valve, which can also be used as an integrator to control recharging, with a flap or a large wedge valve design, is largely closed when the engine is warming up to increase pressure to heat the catalyst and engine faster. When the warm-up process is complete, the valve will largely open so that the optimal temperature for the catalyst is not exceeded, and the engine will deploy its full power and efficiency. The high pressure also shifts the chemical equilibrium of the reaction in the catalyst towards the reaction products and reduces the environmental impact. As with the lambda trim, the performance of the engine decreases for the moment of application, however, reloading does not necessarily result in higher fuel consumption and emissions, as well as lowering efficiency. The high space savings also make it possible to place catalyst (s) directly on the engine block to more quickly reach and maintain the threshold temperature of engine heat catalysis ( 23 ). Nevertheless, to reduce the material requirements of the catalytic converter due to the exhaust gas exhaust and reduce the exhaust fumes of the engine, as well as to make the catalysis of exhaust gases more uniform and to stimulate the turbocharger to uniform work, the catalysts, or if available the turbocharger, a more robust form of a upstream of the sound-absorbing chamber, which buffers the pressure differences. This has axially symmetrical metal funnels, each having a hole in the middle and are bent upwards against the gas flow ( 22 ).

State of the art

Fifth-stroke engines are known DE19863603396 , which have cylinders in which fuel is burned, and large-scale pistons in larger exhaust cylinders, in which the residual energy of the exhaust gases, by their residual pressure, in favor of efficiency, is reused. In addition, the exhaust gases are detoxified by the negative pressure in the suction cylinder.

18. Merging of the components of the double chamber five-stroke engine with cooling (claim 33 and 36)

In the latter solution of the steam engine, the axially symmetric cylinder is closed at the bottom, the improved, fitted, provided with inner domes piston is made in my engine with the connecting rod in one piece and linearly movable within the cylinder, the lubrication directly through the cylinder wall, through check valves secured, done. This rigid connecting rod, which can assume a cylinder shape in addition to other forms, is by a cylindrical axis to the outside of the cylinder, outwardly extended, cylindrical passage in the bottom of the cylinder outward, perpendicular to the crankshaft axis of rotation, through a hollow cylinder, the rigid connecting rod in passed an external oil pan. A seal prevents leakage of gases and liquids at this point, with the seal on the inside assuming the properties of the piston skirt to achieve the same sealing effect as that of the piston skirt. Outside the cylinder, the rigid connecting rod is connected via a linearly displaceable component on a slide, which stores the lateral forces and receives friction, to another improved movable connecting rod, which opens to the improved, disguised, derived from the bridge, cranks the crankshaft. The combustion chambers respectively above and below the piston are different in size at the center of the piston between its dead centers. The ceiling and the bottom of the cylinder do not have to be level. Depending on the compression requirements and flow characteristics, different degrees of bulge in the top and bottom of the cylinder are possible. By the side of the two bulges in each case protrudes a spark plug or a respective glow plug, as well as, depending on the design, a direct fuel injection, just into the respective chamber chamber. At least one cylinder is provided for the engine. If there is only one cylinder, a flywheel on the crankshaft is necessary. In several cylinders, any known type of engine, such as a cylinder arrangement in series, as a V-engine, with horizontal cylinders or other combinations possible, but with the novelty that a movable connecting rod is no longer on the piston, but on the Slide rail component is pivotally mounted. Instead of a respective opening, in the upper and lower region as in the example of the low-pressure steam engine, at least two openings in the top of the upper single chamber and in the bottom of the lower single chamber provided with novel valves to ensure the inlet of a fuel mixture and the exit of the exhaust gases controlled , In general, as with most gasoline engines, four valves are provided with their openings in the ceiling or in the bottom of the cylinder, two for the inlet and two for the outlet. Two groups on both sides of the cylinder of intake and exhaust valves are each controlled by their own adjustable camshaft, so that the arrangement of, usually 4 camshafts, an X results. The combustion of fuels in the two double chamber halves for energy within A cylinder here replaces two cylinders of a gasoline engine at a fraction of the friction phenomena and weight, or the material consumption. The combustion of fuel mixtures in each half of the chamber takes place as in a gasoline engine or, depending on the design, diesel engine. The cooling ( 100 ) of this engine type ( 88 to 89 ) takes place as usual by cooling fins or an external liquid or gas cooling through a grille. Otherwise, the exhaust gases are cleaned by a completely new combination of the catalyst system in addition to the dual chamber five-stroke engine characteristics. The sound attenuating and pressure wave attenuating chamber of the exhaust pipe is moved closer to the cause of the problem of on / off exhaust emission forward, the catalyst is rearranged and dammed if necessary, to achieve the catalysis temperature quickly and to protect the environment. Due to the double-chamber principle, the maximum performance of the normal five-stroke engine is almost doubled with the same space requirement and even higher efficiency, or the space required for the same performance and higher efficiency is halved, since the engine block for the same performance is smaller. The five-stroke engine can take any, depending on the fuel different, design. The method is also suitable for all other engines that burn fuels for energy.

State of the art

Six-stroke engines are known after EP2476879B1 and five-stroke engines after DE19863603396 ,

19th double chamber five-stroke engine number 2 and double chamber six-stroke engine number 2 (claims 37 and 38)

A second variant of the double-chamber five-stroke engine to its design number 2 consists in the integration of the six-stroke engine in a dual chamber combustion cylinder by the recharging of a fuel mixture is performed by a gas diversion, whereby a power stroke of the original six-stroke engine deleted with the same effect and the running behavior is improved. A 'charged' gas mixture is briefly compressed in a chamber half, but then to prevent ignition, passed through the opening of the bypass channel at the top and / or bottom of the cylinder, by the diversion into a hole centrally between both dead centers of the piston, where already in the opposite single chamber, a fuel mixture, until the time of diversion of the compressed fuel mixture was sucked. When the piston has reached the dead center and the fuel mixture escaped from this diverted single chamber, there is a 'double' charge in one chamber half, which is ignited at the next compression, while the opposite combustion chamber sucks in a 'simple' fuel mixture and this also after a new dead center Movement of the piston ignites, so that the exhaust gases of the 'double' charge can escape better. After 5 cycles, the single chamber of a cylinder with 'double' charge changes. Therefore, this method is asymmetric for both single chambers of a cylinder and provides for the mutual cooling of a single chamber within 10 cycles. However, since two events per cycle take place simultaneously in one cylinder, this is a five-stroke engine. Overall, the double charge provides more power, as now within five clocks a trivalent charge is burned to generate energy, instead of a divalent charge within four clocks. Since the cylinders are basically the same design, a switching of the engine to 'extra power' operation at any time, in the presence of the method possible. However, the process still requires a momentum weight with only two combustion cylinders. The optimal design for this procedure is a dual-chamber five-cylinder engine. Also, the double chamber five-stroke engine number 2 can be equipped with a suction cylinder, so that it receives an additional power stroke and double chamber six-stroke engine number 2 is called, which also the exhaust gases of this powerful variant can be detoxified. The properties are the same except for the gas bypasses as in the double chamber five-stroke engine. However, an optimal design is only an engine with seven cylinders, five of which combustion cylinder and two suction cylinder achieved.

20. Missing suction cylinder (claim 39)

The suction cylinder in the normal double-chamber five-stroke engine, even with the six-stroke engine number 2, omitted, so this double-chamber four-stroke engine or simple double chamber five-stroke engine number 2 is called. It is omitted here in each case, with each previous work cycle a power stroke.

State of the art

It is a "multi-joint crank drive" after US20130118442A1 known by Audi AG.

21. Possible technical integration of an "internal combustion engine with multi-joint crank drive and additional masses on articulated connecting rods of the multi-joint crank drive for damping free inertia forces" (claim 41)

A "multi-joint crank drive", if present, is no longer on the piston with its connecting rod, but pivotally mounted on a movable component of a slide and / or rotatable ball and / or slide-mounted on an axle.

LIST OF REFERENCE NUMBERS

1

Hemispherical cutout

2

Free-moving metal ball in the cutout

3

Metal plate with bore for oil flow

4

Metal plate with bore for oil flow

5

Sealed or bonded U-rail

6

Round arrangement of the direct lubrication holes in the cylinder wall

7

Cylinder wall inside with lubrication holes

8th

Valve stem

9

Valve stem

10

Piston with phase, milled bumps and cylindrical connecting rod

11

Axial symmetric funnel on the cylindrical connecting rod

12

Sealing cylinder with holes for lubrication

13

Fixed connecting rod of the piston

14

Exhaust gas inlet from the suction cylinder

15

Exhaust outlet to the turbocharger

16

Arch bridges of similar beams

17

Support structure in the space of the arch construction

18

Loop of such a closed tee

19

Cheeks on the crankshaft

20

Pleuelhelm

21

Roller of the slide rail component as an example of the force absorption

22

Power absorption on the slide rail

23

Fixed connecting rod with piston on the movable slide rail component

24

Slide rail component, linearly movable between the slide rails

25

slides

26

Movable connecting rod

27

cranks

28

oil pan

29

slides

30

combustion cylinder

31

Absaugzylinder

32

Exhaust gas routing pipe

33

Impact pressure equalization chamber

34

Pipe to the catalyst

35

(Twin) Turbocharger

36

correction carburetor

37

air filter

38

Splitting to both combustion cylinders after merging and exit of the suture (behind the turbocharger)

39

Impact pressure equalization chamber

40

Pipe to the catalyst

41

correction carburetor

42

(Twin) Turbocharger

43

Supercharger

44

Exhaust pipe of the catalyst

45

Primary exhaust gases of the suction cylinder

46

Catalyst backflow device

47

Fuel supply

48

Fresh fuel mixture according to Sutur

49

Exhaust gases from the suction individual chambers

50

Fresh fuel mixture according to Sutur

51

Distribution to the inputs of the combustion cylinder

52

Merging of the supercharger with the (twin) turbocharger

53

Supporting correction carburetor

54

(Twin) turbocharger

55

parallel division

56

air filter

57

Supercharger

58

traction piston

59

fork mount

60

Supporting construction on the planar ball bearing

61

camshaft

62

Planar ball bearing

63

Sliding pulley with pull strap

64

fork mount

65

traction piston

66

compression spring

67

camshaft

68

cam

69

ball-bearing

70

printing plates

71

Valve end / output

72

By sprung rollers tightened pull strap

73

Tension springs

74

Double-sided hole below the gas seal lubrication inlet

75

telescopic shift

76

Pushing piston forms counterpressure against tension spring and tension belt

77

Compression springs under rail lift with roller

78

Telescopic rail arm, alignment of the guide of the V-belt

79

Oil supply through holes under U-rail, U-rail open on one side only

80

Spiral-shaped cooling fins

81

Valve vertical

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 19863603396 [0004, 0029, 0045, 0047]
• EP 2476879 B1 [0004, 0047]
• DE 672964 C [0004]
• DE 10040475 C1 [0004, 0041]
• DE 10145956 B4 [0004, 0024]
• US 7128061 B2 [0004, 0024]
• DE 4406982 A1 [0004]
• DE 19863635392 [0004, 0034]
• DE 19944406982 [0004, 0034]
• DE 3832134 A1 [0004, 0004, 0039]
• US 20130118442 A1 [0004, 0050]
• US 35551 [0005]
• DE 19755687 A1 [0007]
• DE 3227777 [0034]
• DE 0115902 C1 [0036]
• DE 19883832134 [0039]
• DE 10204002291 [0043]

Claims (46)

The dual-chamber five-stroke engine is characterized in that fuel or fuel gas mixtures within a chemically closed cylinder, with at least one sealed hole in the top or bottom of the cylinder, above and below the piston, which has an extension through said sealed bore to the outside, for Energy production of mechanical from chemical energy, can be burned and / or extracted and / or diverted so that the cylinder, when the piston is centered between two dead centers, in two, in the volume of different sizes, individual (combustion) chambers, and under the piston, can be divided by the bottom of a cylinder so completed with at least one gas inlet and outlet is provided as at the top, and the method may be applied by the inventor and is protected by patent. In addition to claims The dual-chamber five-stroke engine according to claim 1 is also characterized in that oil check valves for lubricating the cylinder to different positional differences in space through their oil passage, controlled by the weight of an inner ball, from a hemispherical pan made of plastic or metal, which is hemispherical, with an oil inlet hole in the bottom, hollowed out, there is in the pan a loose metal or plastic ball or lens whose radius is smaller than the inner radius of the pan, on the pan or its optional subsequent short hollow cylinder is a sealed, on the upper outer radius of the pan matching metal or plastic plate, which has a square or elliptical or round oil exit hole, so that the ball has minimal freedom of movement, but the chamber can not leave and the inner edge inside the valve at the oil outlet hole a phase be which, upon touching the ball on both edges, above and below behind the metal plate, respectively, in each case of the common touch, can result in a tangent to the ball. The dual-chamber five-cycle engine according to claim 1 is also characterized in that a direct lubrication is installed on the side walls of each double-chamber cylinder, by leaving at a radial distance of a few degrees, bores through the entire cylinder wall through which the oil directly lubricates the piston from the outside. The double-chamber five-cycle engine according to claim 1 is also characterized in that of these annular lubrication holes according to claim 3, at least one ring in the cylinder wall, one below the top dead center of the piston and / or above the bottom dead center of the piston, are admitted, so that the Piston passes after leaving a dead center of this and oil entrains and the holes are equipped due to the high pressure in explosions in the chamber halves individually or in groups with low-wear check valves and according to claim 2. The dual-chamber five-stroke engine according to claim 1 is also characterized in that the output of a lubrication hole also according to claim 3 and other lubrication input to other components, which have their input on the same, flat or curved surface, either directly individually by a lubricant supply with optional check valve also are supplied according to claim 2, or collected by a, these holes ummantelnde, U-rail are connected and have at least one common lubrication inlet with optional check valve according to claim 2. The dual-chamber five-cycle engine according to claim 1 is also characterized in that the valves for the fuel inlet and the exhaust outlet have a valve adapted to the surrounding area at the exit point in the cylinder valve stem which is provided with a valve stem at its outermost edge whose angle <90 ° to the valve stem top is such that when opening the valve downwards and sideways movement of the valve stem takes place, assuming that the valve stem is parallel or at a fixed angle to the assumed smooth upper ceiling of the cylinder and a parallel displacement with said properties from the starting point so that the valves are considered to be wedge-shaped in cross-section, the valve stem is approximately elliptical, circular or quadrangular, and there may be a rounded, flat or domed phase between the valve stem and valve stem, this phase at its closest distance to the ven Til shaft edge is flush with the valve stem outside and the valve stems are provided outside the cylinder, outside the through hole in the camshaft with a strong compression spring and a compression spring bracket at the end, and a rounded, on a cam temporarily fitting tail, which is the control of Valves through the camshaft allows. The dual chamber five-stroke engine according to claim 1 is also characterized in that in a cylinder of the engine, the one 7, a thin piston is movably supported by a lubrication according to claim 4 and 5, which is a long rigid cylindrical, square, I-shaped or in cross-section elliptical connecting rod at the bottom or top, which linearly moves through an inner gas seal in / in the cylinder bottom or ceiling and is fused to the piston, and the piston can have an annularly rounded or wedge-shaped axisymmetric phase at the edge to this rigid connecting rod directly or at some distance, can fit into an inner gas seal on the respective side of the cylinder while the piston is at dead center near this gas seal. The dual chamber five-stroke engine according to claim 1 is also characterized in that a piston of the engine according to claim 7 has on both sides buckles to improve the flow of a two-sided direct injection, wherein the lower buckle with a phase according to claim 7 with the rigid connecting rod also according to claim 7, at this on the piston without edges, can be flush, and the thinnest point of both vaults to each other is just so thin that the piston does not break at full load of the engine and the heating of the piston caused by its expansion when starting the engine no piston seizure. The dual-chamber five-stroke engine according to claim 1 is also characterized in that each closed cylinder of an engine with such a method according to claim 1 has a cylindrical bore in the bottom or the ceiling through which the rigid connecting rod of the piston moves linearly according to claim 7, the bore In this case, an inner gas seal according to claim 7, which may be characterized on the inside in the cylinder by a funnel-shaped and / or domed axially symmetric, a linear, root, logarithm or parabola-like, phase at the inner edge of the bore, and has outwardly may be extended, the designated phase may be equipped with a direct lubrication with annular lubrication holes according to claim 5, starting from the outside of the respective cylinder ceiling or the respective cylinder bottom, which opens in the lower part of its funnel-shaped phase, near the rigid connecting rod according to claim 6, and the rest of I nnenseite the, the rigid connecting rod according to claim 7 adapted, gas seal bore in aspects of the oil control rings and compression rings, as a piston skirt of the piston is constructed, the gas seal outside by an optional spirally wound tube around its extension, or a downwardly leading mold around, directly can be cooled with cooling water, so that overheating is avoided. The dual-chamber five-stroke engine according to claim 1 is also characterized in that a piston skirt of the piston according to claim 7 and / or an inner sealing skirt according to claim 9 of a gas seal is provided with surface-reducing cut-outs which form a ring of thin protruding teardrop-shaped elevations , or leave behind on the piston skirt or inner seal shirt, the bellies of the drops are close to each other and arranged, at least one ring of drops each axially just below the top and / or just above the bottom of the piston skirt and / or inner seal shirt repeating axial symmetry are, with all the tips of the drops each approximately perpendicular to the middle straight of the shirt center show, the two rings can each be offset so that each show the tips of a row of drops between the bellies of the drops of the other row of drops, the spaces between the bellies of Drops of the upper or lower row are arranged so that pass in passing the piston, the lubrication holes of the upper or lower lubricating ring according to claim 6, between the bellies of the drops of a set of drops rows, in the inner gas seal according to claim 9, the lubrication holes of the Direct lubrication according to claim 5 of the phase concerned, parallel linearly displaced to the rigid connecting rod, between the drops of the lower or upper drop ring of this seal, if any, can be located and between the droplets rings can each be two provided with an optional corrosion protection Ölabstreifringe between which in each case at least one compression ring is arranged. The dual-chamber five-stroke engine is characterized in that the / the catalyst (s) upstream of him / them, or upstream of the optionally interposed turbocharger turbocharger can have robust, bulky exhaust muffler chamber, which absorbs the direct exhaust gas shocks of the engine and pressure irregularities and insulated, with metal wool mats, or mats of another material, filled for noise absorption or provided with, against the gas stream, curved funnels, a more constant conversion of the catalyst (s) ensured by a more constant outlet pressure and at the exhaust pipe can be omitted. The dual-chamber FÜnftaktmotor according to claim 1 is also characterized in that the / the catalyst (s) and / or particulate filter due to the high catalysis required temperature, directly with its housing, optionally accurately and provided with a heat-conductive paste between the housing and engine block, detachably or non-detachably arranged on the engine block, so that the temperature of the / the catalyst (s) increases rapidly in proportion to the engine temperature and is kept constant. The dual-chamber , five-stroke engine according to claim 1 is also characterized in that a gas valve or flap can be arranged behind the catalyst (s) and causes a small exhaust gas flow, so that the pressure in the catalyst (s) , is increased, if necessary, by a few bars, or at low pressure, and the catalyst (s) are rapidly heated (-en) by the high (energy) density of the compressed gas and quickly produce a high turnover of detoxified pollutants obtain, whereby the temperature of the catalyst is increased and controlled in compromise to its performance and efficiency by this principle, as well as an indirect exhaust gas recirculation caused by the pressure and the reloading is indirectly enhanced. The double-chamber five-cycle engine according to claim 1 is also characterized in that the cranks on the crankshaft and the movable connecting rods in the region of their common joints, which are immersed in the oil of the oil pan, are covered with a teardrop-shaped plastic or metal cladding, so that the force on the Oil surface area is lower, with their droplets outward each show in the direction of rotation, and their tips opposite to the direction of rotation, with both components are also oriented on their central circular path, so that the teardrop-shaped lining in at least one of its cross-sections has a drop-like shape, but a Con- rods in each case in contrast to the cranks can also be equipped with a rounded lining under the crank pin, which is rounded in oil immersion direction arcuate or elliptical arc-shaped and called Pleuelhelm. The dual-chamber five-stroke engine according to claim 1 is also characterized in that the panels and joints according to claim 14 may be provided on a crank with at least one deep stand-alone notches, which starting from its starting point, at an angle between the direction of rotation and its vertical, Starting from a crank during the time of the bottom dead center of the piston, arrange on the crank pin of a crank, extend through the entire component laterally through all obstacles to the surface of the crank pin and secure the lubrication of the joint by fully at this dead center in a standardized Oil level sink in the oil. The double-chamber five-cycle engine according to claim 1 is also characterized in that ... that each individual supporting and / or movable construction, such as the bearing and moving side pieces of the cranks between crank pin and crank pin on the crankshaft and the movable connecting rods, as well as the cheeks of the crankshaft, can take the form of double-T steel beams, with the joining surface between both T's, in the center of each component equipped with this principle, being wider in the middle than at the two joints, so that the two T-pieces are spread at this point in that the components each have an imaginary straight line and their central perpendicular, which extends to the centers of both joints, are constructed almost axially symmetrical to this straight line or may have a bow-bridge-like construction, that the T-rails of these movable support members each about the two Articulated bores or axes can run around and connect to a nearly elliptical, thin circumferential T-rail, that the metal surface between the splayed and fused T-pieces is provided with any number and arbitrarily large holes depending on the load claim that the components, if a construction with holes should be omitted , Between an imaginary line between the perpendiculars of the centers of both lifting and journals extending and the / the bow / bows are reinforced by at least one transverse strut, which in turn by Triangle struts, or they themselves one of these, between the T-rail and the Strut of the named imaginary line or the opposite arc, above and below, reinforced that the cranks can also have only a half-sided elliptical construction, the triangular construction of the reinforcing cross struts is maintained, the missing no longer mirrored elliptical carrier now centrally rectilinear between both lifting and shaft journal extends and the remaining elliptical arcuate support may be similar to a long bow with tendon and multiple arrows, with the arcuate belly in the direction of rotation of the crank or against it and that the cheeks of the cranks recited herein are adapted on the one hand to have their centripetal force equal to the centripetal force of their associated crank with connecting rod, and on the other hand that they can merge with the T-bar of a crank by making the T-bar very wide and high at that point, or by being constructed like a double Bow crank with Mass body at its farthest extent from the crankshaft and are equipped with T-rail and triangular construction, like the other components too. The double-chamber five-cycle engine according to claim 1 is also characterized in that a slide rail structure below or above the cylinder includes a movable member which moves vertically linearly planar along the slide rail (s) and is fixedly secured to the rigid connecting rod of the piston of claim 7 is connected, wherein the component on the opposite side of the receptacle of the rigid connecting rod according to claim 7, on the side facing away from the cylinder, or on the cylinder side facing or on its sides, at least one horizontal axis for receiving a movable connecting rod, which is pivotally slidably or ball-mounted at this point, and the component ball-bearing rollers or smooth, rounded Gleitschafte at the ends of at least one plane of its star, Y, I, X or H-shaped to the slide rails extending ends having the ends of the Gleitschafte or rotatable ball bearing rollers of the Component fit on a smooth, inwardly or outwardly curved phase of the slide (s) and radially take the appropriate counter-form, and the pivotally mounted axis between the movable connecting rod is also secured according to claim 16 and movable member by a bolt which is oiled by notches and / or bores, starting from the top of the component, by oil, which also flows down to the rigid connecting rod according to claim 7, is lubricated and rotatably slides in its joint receptacle or in the ball bearing. The double-chamber five-cycle engine according to claim 1 is also characterized in that the oil sump, which is closed as a chemical system, apart from external oil transfers, is located separately below the closed cylinder according to claims 7 and 1, in which it slides rotatably on its shaft journal - or ball-bearing crankshaft with cranks also according to claim 14 to 16 with at least one movable connecting rod also according to claim 16, which leads to the axis of the movable member according to claim 17, are that the axes between the individual cranks according to claim 14 to 16 of Crankshaft can be individually lubricated by direct oil supply lines that the crank pins, and the shaft journals are rotatably slidably or ball bearings that the shaft journals of the cranks at the bottom dead center of the piston completely or partially immerse in the oil level of the oil pan, that in consideration of bottom dead center of the piston in the sump the grö ere extension of the rigid connecting rod according to claim 7, which abuts through a hole in the ceiling of the oil pan in the inner, wherein the movable member according to claim 17 can reach at the end of the slide, and in which in any case, the greater extent the sliding rails is that the bore in the ceiling of the oil pan can be greater in radius than the outer radius of the rigid connecting rod according to claim 7, that above the ceiling of the oil pan, a hollow cylinder, from the inner radius to the hole described above, the rigid exposed Connecting rod according to claim 7, up to the inner gas seal according to claim 9 surrounds and seals their shaft with the oil pan and seals that the hollow cylinder of the oil pan on its sides can have holes for lubrication inlets for the lubrication of the rigid connecting rod according to claim 7, whereby by the running down oil at this point, the movable member according to claim 17 lubricates with its axes and bearings, which in turn lubricates the movable connecting rod according to claim 16 with its support on the slide rail component, that the slide rails of the movable member according to claim 17 from the outlet side of the rigid connecting rod according to claim 7 from the cylinder or a lying nearby Fixed point of the cylinder, through sealed holes in the oil sump blanket, to just above the crankshaft and hold at the ends of the shaft journal of the crankshaft in designated ball or sliding rotatable bearings hold that the crankshaft within the oil pan, by extending the slide rails or the bracket, may be further down than strictly necessary, whereby the friction on the slide rails of the movable member is reduced according to claim 17, wherein the oil pan extends slightly downwards and the movable connecting rod according to claim 16, without extension of the associated crank, is extended and that the Oil pan individual oil supply lines for the top and / or bottom of the slide rails, and if present, on the sides of the rotatable ball-bearing rollers of the movable member according to claim 17, so that the lubrication of these, in each position of the engine in the room, is guaranteed and the Movable component according to claim 17 in any case in at least one dead center of the piston or in between, by a local oil surplus at its stored ends, oil absorbs, and distributed on the rail (s), and the oil pan of this type depending on the design, purpose and operating area of the work machine either each crank to its delimitation to the shaft journal, several cranks in groups or the entire crankshaft surrounds. The double-chamber five-stroke engine according to claim 1 is also characterized in that A sliding rail construction perpendicular to the cylinder bottom with at least one slide rail and slide rail component according to claim 17, located substantially inside the separate oil pan according to claim 18, directly under the cylinder according to claims 1 and 7 below the oil pan ceiling, which determines the lateral forces of the rigid connecting rod according to claim 7, caused by the angle of the movable connecting rod according to claim 16 to this, by a movable member according to claim 17 receives, wherein the slide rails extend to just above the crankshaft, or over the highest deflection of a crank according to claim 16. The dual-chamber five-stroke engine according to claim 1 is characterized in that the combustion of fuels within a cylinder according to claim 1, with domes in the ceiling and floor, above and below a piston according to claim 7 with a rigid connecting rod according to claim 7, with a direct lubrication according to claim 3 and an inner seal according to claim 9, wherein the dual chamber combustion cylinder of the engine at least two valves also according to claim 6, respectively above and below the piston according to claim 7 in the cylinder ceiling and bottom for the inlet and outlet of gases, and an annealing - or spark plug, as well as a direct injection, above and below the piston within the vaults or in the top and bottom of the cylinder within each combustion chamber half according to claim 1, the combustion of fuels for energy in both combustion chambers within at least two inject (fuel mixture + Ignition, expel exhaust gases), three (fuel mixture suck in, ignite, expel exhaust) or four (aspiration of the fuel mixture, compressing, igniting / burning, exhaust ejection) known working cycles expires, both combustion chamber halves of a cylinder offset by one stroke, and may be located under the cylinder, the separate oil pan according to claim 18 with their characteristic properties. The double-chamber five-stroke engine is characterized in that between / next to at least one double chamber combustion cylinder according to claim 20, a double chamber suction cylinder may be arranged in the engine, with a cylinder having at least one inlet and an outlet valve according to claim 6 each at the top and bottom and a piston according to claim 7 and a structure according to claim 1, without the combustion of fuels, but with the properties of suction of exhaust gases above and below the piston according to claim 7, wherein fuels within a chemically sealed cylinder, with sealed bore according to claim 9 in the ceiling or bottom of the cylinder, above and below the piston according to claim 7, can be sucked off and the residual pressure of the exhaust gases from the dual chamber combustion cylinders is used according to claim 20 again for energy in the suction double chambers, each above or below of the Ko alternately exhaust gases of the double chamber combustion cylinder are introduced, which produce a thrust or train of the piston according to claim 7, before the exhaust gases are discharged through the exhaust valves of the double chamber exhaust cylinder toward turbocharger or catalyst in a pre-exhaust pipe through a surge pressure equalization chamber according to claim 11, wherein, due to the negative pressure in the chambers of the double-chamber suction cylinder, the exhaust gases are detoxified for the most part when leaving the individual chambers of the double-chamber cylinder and the double-chamber suction cylinder also with a direct lubrication according to claim 5, an inner seal according to claim 9 and a separate oil pan according to claim 18 can be equipped. The dual-chamber five-cycle engine according to claim 1 is also characterized in that the power mixture can be provided by the combination of two known methods, namely at least one turbocharger type and / or at least one arbitrary supercharger type, together with a correction carburetor that the assembly in a parallel circuit of at least one air filter branched at its output, the output of which leads to at least one supercharger mounted on the engine, on the crankshaft, the other output leading to at least one carburettor with at least one downstream turbocharger, the turbocharger carrying a twin Turbocharger, which is driven in parallel from the exhaust gases, directly from the / the characteristic double-chamber suction cylinder (-n) according to claim 21 of the double-chamber five-stroke engine or directly from the four-stroke combustion chambers according to claim 20, that in the catalyst system according to Ansprüc hen 11 to 13 in combination with the fuel supply the exhaust muffler chamber is always upstream of the turbocharger in the exhaust system, or the double chamber suction cylinder according to claim 21, or if not present, the double chamber combustion cylinder also according to claim 20, always directly downstream that behind the supercharger (s) and the turbocharger (s), the fuel and fresh air supply outlets of both parallel elements driven as described above are merged, and after the optional throttle, for gasoline engines, to the inputs the intake valves also according to claim 6 of the characteristic Double chamber combustion cylinder open according to claim 20 and that the assembly in a series circuit of the components of at least one air filter, which / at least one carburetor, the at least one supercharger, the at least one turbocharger is connected downstream, the output of the / the turbocharger (-s) Here, too, leads to the inputs of the intake valves of the double chamber combustion cylinder according to claim 20, and the / the turbocharger here also by the exhaust gases of the double chamber suction cylinder are driven according to claim 21, wherein a total of / the named carburetor only at increased power requirements and / or faulty fuel mixture are switched on, as in the parallel circuit. The dual-chamber, five-stroke engine according to claim 1 is also characterized in that the cams of the engine camshaft are wide and their comb, when desired, assumes a wedge shape with a slight twisted helical offset on the shaft, the cam being in each location their cross section is also not correct elliptical, but is slightly distorted contrary to their direction of rotation, so that the valves open less slowly and close faster, so that the introduced fresh air with the fuel from the carburetor according to claim 22 and / or direct injection or exhaust gases sucked , supported by the laterally displaced wedge valves according to claim 6 and the short-term negative pressure of the fast-closing valve, an optimal layer charge by a resulting multiply reflected pressure wave in a single chamber of a cylinder according to claim 1, wherein such a layer charge is ignited when the piston in has reached a dead center with compressed fuel mixture and the internal pressure wave hits the piston by the pressure wave is controlled speed-dependent by the application of the cam to optimize a stratified charge. The double-chamber five-cycle engine according to claim 1 is also characterized in that ... the camshafts are mounted not only rotatably on their slide or ball bearings but also linearly displaceable such that one side is equipped inside the camshaft housing with a compression spring and a pressure plate, between which a rotatable planar ball bearing is fixed, that the plate surface is fixedly connected to the side facing the rotatable ball bearing of the camshaft with the facing surface of the rotatable ball bearing or the rotatable compression spring, since the compression spring can also be arranged rotatably between camshaft pressure plate and ball bearings, so that the compression spring can absorb a total pressure on the opposite side of the camshaft and contracts, so that the camshaft is mounted linearly reversibly displaceable, that the camshaft on the opposite side of the compression spring at the other end their separate Nockenwellengehäu leaves se through a sealed bore and this protruding end of the camshaft on the axis of a wedge has, which the linear displacement to wider fails than the associated V-belt, so that the belt moves independently with the engine running laterally on the pinion while the camshaft linear can be moved, but runs in a fixed V-belt toothing, that behind the pinion at the end of the camshaft, a planar, rotatable ball bearing on a second pressure plate, on the, via a star-shaped or a lever construction, with hydraulic tension piston, controlled pressure on the ball bearing , And thus on the pressure plate and the camshaft, is exercised, the construction on the ball bearing on the ball bearing, the pressure plate and the wedge, with its ends, protrudes, that the hydraulic tension piston emptied by, per camshaft separate, oil pumps in the oil pan become a subdr uck in this pulling piston, and to fill them again by the stored pressure of the compression spring by itself and to make reversible that the construction on the rotatable ball bearing by fork-holding devices to prevent turning, is supported, which between the structural parts are linearly slidable on the ball bearing and are secured to the camshaft housing, that the camshaft housing and the construction on the ball bearing respectively eyelets or rotatable axles for hydraulic pistons and that this hydraulically adjustable camshaft, the cam moves according to claim 23 to the timing and control of the Valves on each camshaft should be separately modified and, if necessary, balanced against one another as required, so that the valves also have a larger but always variable, in each individual chamber, at higher speeds, between the rate of discharge of the exhaust gas and the intake of fresh gas. Experience overlap. The double-chamber five-stroke engine according to claim 1 is also characterized in that each, at least one, of the individually lubricated always rotatable slide or ball bearing axes of the camshaft (-n) according to claim 24 have its own closed housing, which on the Make the sealed valve stem lining between the camshaft housing and engine block linear telescopic, parallel to the valve stems, by two nested molds or cylinders is slidable, so that the cams, the valves according to claim 6 by the displaceable Camshaft housing open wide adjustably, whereby the chamber filling is controlled, that the telescopic molds, which are arranged on the upper side of the engine block, encase the hollow shape of the camshaft and the molds, which are arranged on the underside of the engine block, are encased by the molds of the camshaft in that the camshaft housings on the opposite side of the wedge wheel according to claim 24 each have a long tension spring, parallel to the valve stems, fixed to an eyelet or axle on the engine block and the camshaft housing respectively, that each individual timing belt of a camshaft pinion gear follows Claim 24 in the quadrangle, parallelogram or triangle, starting from their driving V-wheels, arranged and pressure-exerting, the V-belt exciting wedge wheels have that all the camshafts in relation to the rotational speed of the crankshaft in the ratio 1: 2 are applied, that the Timing belt of each camshaft next to the pinion of the camshaft and its drive wedge, on a provided with compression spring and rollers or wedge wheels, on a pass-rail component elevator linearly displaceable, stretched construct runs, which holds the belt in any case taut and non-axisymmetric arrangement causes a camshaft timing, wherein a rail elevator component attaches to a telescopic arm, which is attached on the one hand to the Antriebskeilradwelle and on the other hand to the camshaft, in order to maintain the parallelism, that the camshaft housing individually by thrust piston, starting from the engine block linearly parallel can be moved, with one side by tension springs, the other by the described tension belt, both of which apply the same force reversibly displaced and that each camshaft housing can be lubricated by its own oil inlet with U-rails according to claim 5, wherein the inlet or the outlet is located in each case on the hollow cylinders, or in the ceiling and / or bottom of the camshaft housing. The dual chamber five-stroke engine according to claim 1 is also characterized in that the valves with their angled valve stems according to claim 6 of each cylinder of the engine according to claim 20 and 21 by at least one laterally disposed in the upper and / or lower region of the cylinder camshaft with cam according to claim 23 and a valve timing can be controlled according to claim 24 and 25, wherein the valve stem ends may end slightly offset laterally adjacent to the camshaft in the camshaft housing and the camshafts not only in X-shape, but also in Y-shape and also centrally between the valve stem ends over a series of at least one cylinder according to claim 20 and / or 21, if there is no output of a fixed connecting rod, wherein the top and bottom of a cylinder according to claim 20 or 21 are provided with camshaft according to claim 25, individually a camshaft for the inlet and one for the outlet vines tile, wherein excess lubricating oil from a lubrication according to claim 25 from the camshaft in the hollow cylinder of the oil pan also according to claim 18 to the rigid connecting rod according to claim 7 runs. The dual-chamber five-stroke engine according to claim 1 is also characterized by a device for separately retarding the ignition timing of the individual chambers of an internal combustion engine with dual-chamber combustion cylinders according to claim 20 in connection with the overrun speed and overrun fuel cutoff at speeds above a re-set speed, with a Zündzeitpunktversteller, the short-term after the re-engagement of the fuel supply takes place at a reversible retardation of the ignition timing at this re-engagement speed, characterized in that at slow speed drop between the beginning of the shift operation, or even at the beginning of the characteristic train operation, and re-insertion speed, the retraction of the retardation after restarting the Fuel supply in contrast to a rapid speed drop is delayed in time, and that the retardation of the ignition at low speed a Bfall between the beginning of the shift operation, or train operation, and re-insertion speed, greater than at rapid speed drop, without an entire cylinder is necessarily retarded, but only his individual chambers according to claim 1, so that the measured exhaust gas temperature and the measured exhaust gas pressure for Retarded adjustment of each single chamber is considered. The dual-chamber five-stroke engine according to claim 1 is also characterized in that a half chamber lambda trim is applied by the lower stroke of the lower half of a combustion chamber cylinder according to claim 1 and 20 can be compensated by a richer fuel mixture below and a leaner above, so that by Combustion energy of all upper and lower halves of the chamber with the same engine output power is the same, in addition, are, if required, warmer exhaust gases for the / the catalyst (s) produced by a lambda calibration of individual chamber halves of the same cylinder or cylinder chamber resulting in igniting, the aforementioned property dominates, with a chamber half with a rich and a chamber half is ignited with a lean fuel mixture, so that lambda in the combustion is again at 1, without an entire cylinder must be necessarily de-balanced. The dual chamber five-stroke engine according to claim 1 is also characterized in that the camshafts of all the individual chambers are set according to claim 26 and 27 so that close the output valves of the combustion cylinder according to claim 20 at moderate power consumption when expelling or exhausting exhaust gases earlier, so that fuel is saved, by the exhaust gases are not completely emptied, especially from the lower individual chambers, and a return, or the reloading and flushing is carried out in each case a single chamber without a whole cylinder is necessarily reloaded simultaneously or flushed. The dual chamber five-cycle engine according to claim 1 is also characterized in that all individual chambers of the combustion cylinder according to claim 20, arbitrarily individually, in the order variable, can be switched off by preventing any fuel supply, as well as the ignition is inhibited, which also the individual chambers in case of overheating or in the case of a positive signal of an ASR system, so that the individual chambers can be individually shut down arbitrarily without an entire cylinder inevitably failing. The double-chamber five-cycle engine according to claim 1 is also characterized in that a double-chamber suction cylinder according to claim 21 in at least two dual-chamber combustion cylinders according to claim 20 in an engine constantly and after each full crank rotation alternately supplied by these each with exhaust gases and the camshaft according to claim 26 at On the corresponding side, this point is adapted to the property so that individual cams are always offset by about 180 ° at several inlets of the respective suction cylinder, so that they allow only one side mutually an inlet of exhaust gases. The double-chamber five-stroke engine is characterized in that independently fed double chamber combustion cylinder according to claim 20 and / or double chamber suction cylinder according to claim 21 to a double chamber combustion cylinder according to claim 20 or a double chamber suction cylinder according to claim 21 in series parallel to each other or at an angle> 0 ° , in a V or lying opposite, are arranged on the crankshaft or face each other by the crankshafts of the two resulting cylinder rows each have a mutually intermeshing wedge or a connecting toothed belt, under the condition that all connecting rods of such an arrangement on the one hand rotatably mounted on a crank of the crankshaft and on the other hand pivotally mounted and connected to the movable slide rail component according to claim 17 and such named crankshaft each crank has at least one connecting rod on the crank pin, wherein whose arrangement on the crankshaft has either the arrangement of at least one connecting rod on a crank or the arrangement of at least two connecting rods on a large crank which, under the stated condition, has crank pins on the crankshaft which offset by 180 °. The double-chamber five-cycle engine according to claim 1 is also characterized in that it is equipped with at least one double chamber combustion cylinder according to claim 20 and a double chamber suction cylinder according to claim 21, wherein these are each arranged on the crankshaft according to claim 14 to 16, that their cranks a However, this applies to a series arrangement of the cylinder, whereby in other arrangements of the cylinder, the angular difference between two rows of cylinders, each consisting of at least one double-chamber cylinders, to each other on the same crankshaft, to 180 ° Angular difference of the cranks, added. The double-chamber five-cycle engine according to claim 1 is also characterized in that in claim 31, the exhaust gases of the dual chamber combustion cylinder according to claim 20, which receives its fuel mixture from the combination according to claim 22 via at least one inlet on each cylinder chamber side, the double chamber suction cylinder according to claim 21, in one in the chamber above or below the piston according to claim 6 in the double chamber suction cylinder by alternately fed through the combination of the fifth clock. The double chamber five-cycle engine according to claim 1 is also characterized in that according to claim 34, the strokes of discharging the exhaust gases at the double-chamber combustion cylinder according to claim 20 and the inflow of the exhaust gases into the dual-chamber suction cylinder according to claim 21 are not the same, because the time is taken into account is necessary so that the exhaust gases from a combustion chamber according to claim 20 change into a suction chamber according to claim 21, whereby the double-chamber five-stroke engine a slight caster or a reverse displacement of the crank of the / double chamber suction cylinder (-s) receives according to claim 21, so that the crank also to Claims 16 to 18 arranged offset by a few degrees backwards on the crankshaft and so the piston reaches its opposite dead center always a short time after his / her co-combustion cylinder (s) according to claim 20 (s). The dual-chamber, five-cycle engine and its designated characteristic components useful as an engine usable in any work machine is characterized by the features and contexts of claims 1 to 35, as well as any cooling device by a ribbed engine block or liquid or gas cooling and the elimination of an external flyweight in more than one double chamber combustion cylinder with at least four power strokes, or in at least one double chamber combustion cylinder with at least two power strokes, according to claim 20 in association, characterized, which may be applied by the inventor and this method and its possible, subordinate claims, patent protected are. A dual chamber five-stroke engine number 2, which is a related method of the dual-chamber five-stroke engine according to claim 36 in fusion with a six-stroke engine is characterized in that a dual-chamber combustion cylinder according to claim 20 of a dual chamber five-stroke engine according to claim 34 is equipped with at least one externally arranged on the cylinder gas bypasses which leads from the top and / or bottom of the cylinder respectively to the center of the cylinder to (each) a bore (s) and on a cylinder side or both sides simply or repeatedly arranged / and can replace this combustion cylinder according to claim 20 and in that the gas bypasses through the cylinder wall in the designated areas, almost like the exhaust pipe of a two-stroke engine, abut, sealed thereto, the explosion internal pressure of this just named double chamber combustion cylinder number 2 according to the model according to claim 20, with otherwise complete iger device of this, withstand and be controlled by at least one additional valve, can be opened or closed, whereby the diversions allows the transport of a prepared fuel mixture for recharging by more fresh air and fuel in the opposite chamber half, as well as the exhaust bypass (s), whereby a fifth, for both chambers of a cylinder asymmetric, power stroke is produced, so that within five cycles of the modified combustion cylinder only a single chamber according to claim 10 is ignited twice, charged by the diversion of a simple fuel mixture from the opposite chamber for recharging and fuel supply and the property of the doubly charged chamber side after five cycles on the respective sister chamber of a dual-chamber cylinder changes. The double chamber five-stroke engine number 2 according to claim 1 and 37 is also characterized by the features of claims 1 to 35, without claim 20, but by the double chamber combustion cylinder number 2 according to claim 37, any cooling device by a ribbed engine block or a liquid or gas cooling, as well as characterized by the characteristic double-chamber suction cylinder according to claim 21 with its properties, whereby the double chamber five-stroke engine number 2 receives an additional power stroke and double chamber is called six-stroke engine number 2, and may be applied by the inventor and this method is protected by patent. The dual-chamber five-stroke engine according to claim 36 and the double chamber five-stroke engine number 2 according to claim 38 are each characterized in that the methods of the invention even with pure double chamber four- or five-stroke engine number 2 with combustion cylinders with properties according to claim 20, or 37 and optionally some or all its subordinate properties, but without double chamber suction cylinder according to claim 21, each with the elimination of a power stroke, may be applied by the inventor and these methods are protected by patent. The dual-chamber engine according to claim 36 and 39 and double chamber five-stroke engine number 2 according to claim 38 and 39 are each characterized in that the methods each have a dependent of the overheating state of piston and cylinder, locking temperature limiting device which the maximum speed, and separately the total power The types of engine, depending on the degree of overheating variable, percent of their superheavy responsible overheating maximally limited by the Einzelkammereinzelabschaltung according to claim 30 until reaching the limited Wiedereinsetzt-speed, depending on the degree of superheating, variable aggressively, especially in affected dual-chamber combustion cylinders according to claim 20 and 37, and the maximum power of the engine through a temperature-dependent percentage throttle, scaled to the maximum position of haptic, electrical or mechanical control of the engine tion of the fuel and / or fresh air supply is limited, the priority of the speed throttling, with additional power limitation of the engine, until reversible reach the re-set speed dominates and the The method may also be used by the inventor when the engine block is too cold at a subcooling degree of an engine for limiting wear and is protected by patent. The twin-chamber engine according to claim 36 and 39 and double-chamber five-stroke engine number 2 according to claim 38 and 39 are characterized in that the crankshaft systems of the method can be replaced taking into account its subordinate claims by a "multi-joint crank drive", wherein the connecting rod The method is no longer on the piston, but rotatably connected to one or more movable component (s) according to claim 17 ball or slide-mounted. The double-chamber five-stroke engine according to claim 36 and 39 and double chamber five-stroke engine number 2 according to claim 38 and 39, and each according to claim 41 and its subordinate properties, are characterized in that the crankshaft can be arranged with otherwise the same arrangement on the cylinders, so that a Connecting rod of two equal piston, two connected by an axis, movable slide rail components according to claim 17, is arranged between two cylinders and is connected to the crank of the crankshaft described. The double-chamber five-stroke engine according to claim 36 and 39 and double chamber five-stroke engine number 2 according to claim 38 and 39, are characterized in that the connecting rod can transmit the mechanical energy via another construction in which it is connected to a reversing lever with two or three axes wherein the bell crank is rotatably mounted on a receptacle and has a second connecting rod, which then leads to the crankshaft, which is rotatably mounted either on the same axis as the original connecting rod or at another point of the reversing lever, wherein the original connecting rod itself is also rotatably mounted. A double-chamber engine according to claim 32 with cylinders which are offset by 180 ° on the crankshaft, are characterized in that in the two cylinders which are connected according to condition in claim 32 to a crank, at the moment of the dead centers of the pistons, on the one Side of an upper and on the other side a lower cylinder chamber of a double-chamber cylinder are fired simultaneously or dependent on each other. The methods of the dual chamber five-stroke engine according to claim 36 and 39 and dual chamber five-stroke engine number 2 according to claim 38 and 39 and their dependent claims are characterized in that all of its properties of claims 1 to 44, except that 1, 20, 21, 27 to 30, 36 to 39 and 44, even in unilaterally burning engines with at least two power strokes and dual-chamber engines with at least two power strokes, here without the aforementioned exceptions, may be applied by the inventor and these methods are protected by patent, with a slide rail, if available and applied, with its slide rail component in a one-sided, but optionally slightly elongated cylinder chamber, can be integrated. The methods of the double-chamber engines are characterized in that the methods of these inventions according to claim 36 to 39 with all the subordinate properties of the engine with claims 1 to 45, even in planned or already finished internal combustion engines, which due to an underlying combustion and construction chemical in mechanical Convert energy, may be used by the inventor and these processes are protected by patent.

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