DE102017200924A1 - Opposed piston engine - Google Patents

Abstract

Opposite piston internal combustion engine, with at least a first piston and a second piston, which are arranged in opposite directions in a common cylinder counter piston internal combustion engine, the first piston via a first connecting rod with a first crank pin of a first crankshaft in operative connection and the second piston via a second connecting rod is operatively connected to a second crankpin of a second crankshaft, the first crankshaft having at a first end a third crankpin and the second crankshaft at a first end corresponding to the first end a fourth crankpin, which are connected via a push rod in operative connection .Due to the inventive design of the reciprocating internal combustion engine is compared to the prior art, an unpleasant noise avoided, with reduced production costs.

Description

The invention relates to an opposed-piston internal combustion engine having the features of the preamble of patent claim 1.

For technical environment is for example on the German disclosure DE 198 57 734 A1 indicated, from which an opposed-piston engine is known.

Next is from International Patent Application with International Publication Number WO 2005/124 124 A1 a generic opposed-piston internal combustion engine known. From this publication, an opposed-piston internal combustion engine is known, with two pistons, which are arranged in opposite directions in a common cylinder of the counter-piston internal combustion engine. Each piston is operatively connected via a connecting rod to a crankpin of a crankshaft, wherein the crankshafts are coupled together via gears.

Due to the high rotational nonuniformity of the two crank mechanisms and the large center distance between the crankshafts, the gears that are also heavily loaded with mechanical force cause roaring and rattling noises due to tolerances and thermal expansions, which do not permit the use of this engine concept in vehicles participating in private transport.

Next is from the German patent application DE 30 10 276 A1 also a generic opposed-piston internal combustion engine known. This counter-piston internal combustion engine has in 14 eight pistons in four cylinder liners, with four pistons on each side of the cylinder liners via connecting rods with a crankshaft interact. The connection of the crankshaft is shown in this publication with a double-sided vertical shaft and bevel gears at the ends of the crankshaft. On the one hand, this leads to a reversal of the direction of rotation of the crankshafts and, on the other hand, it leads to a reduction in the rattle noise. From the DE 30 10 276 A1 Thus, an opposed-piston internal combustion engine is known, as a lightweight, small, powerful, fuel-saving, low-rotating, CO exhaust low, easy-to-use piston engine with automatic cylinder deactivation, with kick-down, without change gear and little functional parts in flat design with an estimated useful power of 60%.

Although this known prior art already brings with it an improvement in acoustics, it is an object of this invention to present an even quieter counter-piston internal combustion engine.

This object is solved by the features in the characterizing part of patent claim 1.

Advantageous developments of the invention are described in the subclaims.

According to the invention it is proposed to realize a phase-correct coupling of the two crank mechanisms via one or more push rods. This avoids howling and rattle noise from the spur gears between the crank gears as known in the art.

With the embodiment according to claim 2 is shown in an opposite running of the first crankshaft and the second crankshaft, whereby the gas forces act against each other, so that the run of the piston engine is greatly calmed.

Particularly preferred is the device for reversing the direction of rotation according to claim 3, a differential gear.

Here, the differential gear according to claim 4 in a first embodiment may be a bevel gear differential with at least one Zwischenkegelrad.

In a second embodiment, the differential gear according to claim 5 may be a Stirnraddifferenzialgetriebe with two Zwischenstirnrädern.

Advantageously, can be according to claim 6 with the at least one Zwischenkegelrad or the two Zwischenstirnrädern a phase angle of the first crankshaft and thus also with respect to the second crankshaft, change on both sides of the separation point, whereby a variable ε (variable compression) of the opposed piston internal combustion engine is adjustable. This leads advantageously to emission, performance and consumption advantages in the operation of the counter-piston internal combustion engine.

In one embodiment of the invention can be arranged according to claim 7, at least to the first crankshaft at the end facing away from the first end, a generator. This can be operated for power supply as a generator or to further calm the piston engine as an electric motor, which is driven in phase opposition to the piston.

Advantageously, the counter-piston internal combustion engine according to claim 8 be operated in both two-stroke or four-stroke mode.

• 1 zeigt sehr schematisch ein erstes Ausführungsbeispiel für eine erfindungsgemäße Gegenkolben-Brennkraftmaschine.
• 2 zeigt schematisch ein zweites Ausführungsbeispiel für eine Weiterbildung der erfindungsgemäßen Gegenkolben-Brennkraftmaschine.

In the following the invention is explained in more detail with reference to two figures for two embodiments.

• 1 shows very schematically a first embodiment of an inventive opposed piston internal combustion engine.
• 2 schematically shows a second embodiment of a development of the counter-piston internal combustion engine according to the invention.

The following apply in the figures 1 and 2 for same components the same reference numbers.

1 shows very schematically an inventive opposed piston internal combustion engine 1 , The counter-piston internal combustion engine 1 has a first piston 2 and a second piston 3 on that in a common cylinder 4 the counter-piston internal combustion engine 1 are arranged in opposite directions liftable. Here is the first piston 2 over a first connecting rod 5 with a first crankpin 6 a first crankshaft 7 in operative connection and the second piston 3 is over a second connecting rod 8th with a second crankpin 9 a second crankshaft 10 in active connection. The first crankshaft 7 and the second crankshaft 10 are diametrically opposed to the cylinder 4 arranged opposite.

The counter-piston internal combustion engine according to the invention 1 can also have several juxtaposed cylinders 4 each with two pistons 2 . 3 , as for example in 2 is shown.

According to the invention, the first crankshaft 7 at a first end 11 a third crankpin 12 and the second crankshaft 10 at one to the first end 11 corresponding, not numbered end a fourth crank pin 13 on, with the third crankpin 12 and the fourth crank pin 13 via a push rod 14 are in operative connection with each other and thus replace the known from the prior art gears or bevel gears.

In a further embodiment, also further third and fourth crank pin 12 . 13 be provided, which also has additional push rods 14 interact with each other.

By this measure, a noise-optimized counter-piston internal combustion engine is shown, with the same direction rotating crankshafts 7, 10. A circumferential direction of the crankshaft 7 . 10 is shown by an arrow, as well as a direction of movement of the piston 2 . 3 ,

2 shows in a development of a second embodiment of the counter-piston internal combustion engine according to the invention 1 ,

The counter-piston internal combustion engine 1 in 2 has three cylinders 4 on, with only one cylinder 4 is numbered, each with a first piston 2 and a second piston 3 , The first and second pistons 2 . 3 are as in the first embodiment via first connecting rods 5 and second connecting rods 8th each with a first crankshaft 7 or a second crankshaft 10 in active connection. In this embodiment, the first crankshaft 7 between the first crankpin 6 and the third, not shown, crank pin 12 a separation point 15 on, being in the separation point 15 a device 16 is arranged to reverse the direction of rotation. By these measures are now the first crankshaft 7 and the second crankshaft 10 in opposite directions. By this measure, the gas forces of the first piston 2 and the second piston act 3 against each other, which again increased smoothness of the piston engine reciprocating 1 is achieved.

Preferably, the device 16 a differential gear in a counter-piston internal combustion engine 1 stationary machine housing 18 ,

In a first embodiment, the differential gear is a bevel gear differential with at least one Zwischenkegelrad 17 , In the present embodiment, the differential gear has two intermediate bevel gears 17 on. As a result, the smoothness and power transmission are significantly improved.

In a second particularly preferred embodiment, the differential gear is a Stirnraddifferentialgetriebe with two Zwischenstirnrädern. Since Stirnraddifferentialgetriebe with two intermediate gears of the prior art are well known, this will not be explained separately at this point.

In a further development can be with the Zwischenkegelrad 17 or the intermediate gears a phase angle of the first crankshaft 7 on both sides of the separation point 15 change. This embodiment corresponds for example to a Hinterachsdifferenzialgetriebe. With this measure, the compression ratio (ε) of the counter-piston internal combustion engine can be 1 change, so that for each operating state of the opposed piston internal combustion engine 1 optimal compression is present. This measure will reduce fuel consumption reduces as well as the pollutant emissions of the opposed piston internal combustion engine 1 minimized.

In a further development of the invention is at least to the first crankshaft 7 to the, the first end 11 at the opposite end 19 a generator 20 arranged, which can either be operated as a generator for generating electricity or can be operated as an electric machine in antiphase to the piston movement, resulting in a further noise optimization and a quieter running of the counter-piston internal combustion engine 1 leads. In the present embodiment, both to the first crankshaft 7 as well as the second crankshaft 10 one generator each 20 arranged to improve the beneficial effects again and to enable with proper design a hundred percent angular momentum compensation.

As desired, the counter-piston internal combustion engine according to the invention 1 be operated in a two-stroke or a four-stroke mode.

In other words:

It is thus for the embodiment in 2 the use of an intermediate element (device 16 ), which specifies the adjustment of the phase angle between the two crankshafts 7 . 10 and thus allows variable compression. This can in a first embodiment, the bevel gear in the machine housing 18 with adjustable bearing of the intermediate bevel gears 17 be, so is also the same direction reversal of the crankshaft 7 . 10 what is a convenient combination with the push rod 14 results.

To load the device 16 To reduce and minimize the disadvantage of its efficiency, the power flow takes place to one each directly on each of the two crankshafts 7 . 10 arranged generator 20 , Optionally, there may be provided another drive for another unit there. The device 16 thus has a synchronizing function.

The proposed inventive design thus results in a flat-building, Massenwirkungs- and angular momentum-free piston engine with a variable compression.

This leads to emission and consumption advantages, in particular for electrified vehicles and to the best possible starting and vibration comfort.

LIST OF REFERENCE NUMBERS

1.

Opposed piston engine

Second

first piston

Third

second piston

4th

cylinder

5th

first connecting rod

6th

first crankpin

7th

first crankshaft

8th.

second connecting rod

9th

second crankpin

10th

second crankshaft

11th

first end

12th

third crankpin

13th

fourth crankpin

14th

pushrod

15th

separation point

16th

contraption

17th

Zwischenkegelrad

18th

machine housing

19th

opposite end

20th

generator

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 19857734 A1 [0002]
• WO 2005/124124 A1 [0003]
• DE 3010276 A1 [0005]

Claims (8)

Opposite piston internal combustion engine (1), with at least one first piston (2) and a second piston (3), which are arranged in opposite directions in a common cylinder (4) of the counter-piston internal combustion engine (1), wherein the first piston (2) via a first connecting rod (5) with a first crank pin (6) of a first crankshaft (7) in operative connection and the second piston (3) via a second connecting rod (8) with a second crank pin (9) of a second crankshaft (10) in Operative connection, characterized in that the first crankshaft (7) at a first end (11) has a third crank pin (12) and the second crankshaft (10) at a first end (11) corresponding end of a fourth crank pin (13) having, via a push rod (14) are in operative connection with each other. Counter-piston internal combustion engine after Claim 1 , characterized in that the first crankshaft (7) between the first crank pin (6) and the third crank pin (12) has a separation point (15) and in the separation point (15) is arranged a device (16) for reversing the direction of rotation. Counter-piston internal combustion engine after Claim 2 , characterized in that the device (16) is a differential gear in a, the counter-piston internal combustion engine (1) fixed machine housing (18). Counter-piston internal combustion engine after Claim 3 , characterized in that the differential gear is a bevel gear differential with at least one intermediate bevel gear (17). Counter-piston internal combustion engine after Claim 3 , characterized in that the differential gear is a StirnradDifferenzialgetriebe with two Zwischenstirnrädern. Counter-piston internal combustion engine after Claim 4 or 5 , characterized in that with the Zwischenkegelrad (17) or with the Zwischenstirnrädern a phase angle of the first crankshaft (7) on both sides of the separation point (15) is variable. Op-piston internal combustion engine according to one of Claims 1 to 6 , characterized in that at least on the first crankshaft (7) at the, the first end (11) facing away from the end (19), a generator (20) is arranged. Op-piston internal combustion engine according to one of Claims 1 to 8th , characterized in that the counter-piston internal combustion engine (1) is operable in a 2-stroke or 4-stroke mode.

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