DE202012006098U1 - Engine tuning for free-piston engines - Google Patents

Abstract

Combustion engine, characterized in that the 2-cylinder single-piston engine developed by me can also be cooled with the medium air instead of with liquid cooling, based on the free piston principle.

Description

These supplements to the free-piston engine invention protected as a utility model under No. 20 2011 109 044.6 consist in detail of:

1. 4-, 6-, 8- and multi-cylinder variants of o. A. Free-piston engine

By extending the piston rod and the bolts, a similar second engine can be mounted in series, resulting in a double-power 4-cylinder 2-piston engine, see ZS pages 12-14.

An illustration of details can be disregarded, since there are no changes to other details than the aforementioned.

Further extensions
6-cylinder-piston 3,
8-cylinder 4-piston engines, etc.
are also possible. A limitation for this is ultimately dependent on the mechanical stability of the piston rod.

Although an increase in the diameter of the piston rod is conditionally possible as well, but requires by the successful reduction of the displacement and in terms of perfect combustion exact calculations previously.

From an economic point of view, adjusting the displacement to the required power is probably preferable, especially since the 2-cylinder 1-piston engine already has a power range from 0, X kW to at least 6,000 kW (corresponding plans for large-scale diesel engines and calculations for this are currently pending) Foreseeable easily possible.

2. Open air cooling system of o. A. Free-piston engine

Instead of the motor with liquid cooling protected in the above utility model, air cooling of the motor can also be effected by means of cooling fins applied or cast onto the cylinder tube, see the list of reference numerals (hereinafter referred to as BZL) 3 , Drawing Set (hereafter referred to as ZS) pages 1-6 and 8-10.

The cooling fins can be mounted in the longitudinal or transverse direction and should preferably consist of good heat-dissipating material.

Although in this engine system no significant frictional heat arises anyway, can be controlled by means of some cooling fins temperature sensors controlled by a fan for a constant desired engine temperature, as the engine is predictably so comes to installation that a Fahrtwindkühlung, such. B. in a vehicle, is not given.

This air cooling / finned cooling system is designed as an open air cooling system.

3. Closed air cooling and combustion air supply system

For further structural simplification and simultaneous increase in performance, the air cooling system can be manufactured in a closed design. For this purpose, the cooling fins described under point 2 are surrounded by a closed gas-tight and pressure-resistant housing.

This has the following advantages:
The charge / combustion air supply introduced by the compressor need not be routed separately to each cylinder, but is introduced centrally at only one point, see BZL 16 , ZS page 2, 3, 5, 9 and 10.

The cylinder heads thus need for the supply of combustion air no additional additional air inlet nozzle.

This unnecessary air supply lines are saved and it prevails at the same time at all cylinder air inputs an equal charge air pressure in addition then low preheated air.

Furthermore, can be controlled by the pressure sensors mounted in the housing by speed control of the electrically driven compressor for all clock frequencies of each optimally required to be provided charge air pressure.

4. Central exhaust gas discharge system of o. A. Free-piston engine

In this version of the engine, exhaust emission is no longer carried out in the cylinder head via the exhaust gas outlet valves or the exhaust gas outlet openings in the rotary valve, but via exhaust gas outlet slots in the cylinder wall, BZL 12 and 13 , ZS page 10.

These exhaust outlet slots are released by the piston about 5 mm before reaching bottom dead center when operated with highly flammable fuels (such as gas or gasoline).

The slots themselves are to be milled out of the cylinder liner, their height should be between 5-10 mm, the width at z. B. 4 openings each about 40 mm, so as not to weaken the liner in its stability, especially so, depending on the type of fuel used, at least 80 mm ² Auslassflächenmaß to To be available. In diesel operation, the outlet size increases automatically, since the higher compression brings an extension of the piston stroke with it.

The exhaust duct located outside the liner can be welded onto the liner and only partially covers it, see BLZ 12 u. 13 , Page 10.

But it can also lead as a complete annular channel around the bush, see BLZ 12 u. 13 , Page 11, where then instead of the milled slots well holes with a corresponding diameter can be set through the bushing.

With simultaneous opening of all valves or the air inlet openings in the rotary valve is achieved by the compressor pressure an absolutely complete discharge of the exhaust gases, which no residual gases such. B. in a naturally aspirated engine, remain in the combustion chamber / cylinder volume.

This guarantees a better combustion in the next power stroke and thus a further CO2 reduction as well as the optimal fuel utilization.

Even if this exhaust emission is the state of the art in terms of 2-stroke engines, there is still no comparison with the 2-stroke technology because there is no pre-compression chamber, but the exhaust gas discharge and charge air compression takes place by means of a compressor. A possible air enrichment with lubricants is excluded.

This combination achieves an absolutely clean combustion with an even better characteristic of a four-stroke naturally aspirated engine with regard to the complete fresh air filling.

Furthermore, a much improved control of the valves or rotary valves is possible because no overlaps of the opening times between air inlet and outlet are required for this. The control times need only consider a mechanical component.

5. Hydraulic or hydropneumatic rotary valve control

In addition to the electrical control of the rotary valve described in the above utility model, these can also be operated by means of small hydraulic or compressed air cylinder.

For this purpose, the bore in the cylinder head for the piston rod bushing to z. B. extended about 10 mm for an additional pipe feedthrough. A short piece of pipe with a sufficient wall thickness (eg 5 mm) to be made is connected to the rotary valve in the cylinder head in a metallic manner and also metallic (welded) outside the cylinder head with a metal disc of max. 100 mm in diameter, which rests flat on the outside of the cylinder head and on which two pins for mounting the hydraulic rams are applied, see BZL 8th . 9 . 14 , ZS pages 6-9.

The inner diameter of the pipe head leading outwards through the cylinder head from the rotary valve must correspond exactly to the diameter of the piston rod.

To avoid theoretically possible tilting in the rotary valve actuation, 2 hydraulic cylinders opposite each other should be used. Since the adjustment angle of the rotary valve is exactly 90 °, a mechanical arrangement / alignment is possible. When using this technique, the same hydraulic pump can be used as for the valve motor variant.

Lubricating possibilities for this construction according to the prior art.

foreword

My current invention consists of other innovations and additions to my under the number 20 2011 109 044.6 utility model protected combustion / free piston engine.

• 1. nochmals verringerter Kraftstoffverbrauch auf nunmehr ca. 50% gegenüber konventioneller Otto-Motorentechnik,
• 2. in gleicher Höhe entsprechend reduzierter CO²-Ausstoß,
• 3. nochmals verbessertes Leistungsgewicht von ca. 9,1 kw/kg, der berechnete Beispiel-Motor mit 1.500 cm³ leistet bei einer Hubfrequenz von 3000/Hz (Umdrehungen gibt es hier nicht) 260 kW bei einem Eigengewicht von ca. 28 kg in Stahlbauweise,
• 4. rechnerischer Wirkungsgrad von über 86%,
• 5. noch geringerer Platzbedarf der luftgekühlten Motorvarianten, Außenmaße der berechneten Beispielmotoren ohne die austretende Kolbenstange und Nebenaggregate wie Anlasser und Kompressor: Ventilversion: L = 412 mm, B = 210 mm, H = 210 mm, Drehschieberversion: L = 326 mm, B = 210 mm, H = 210 mm,
• 6. noch geringere Produktionskosten der luftgekühlten Varianten, da keine flüssigkeitsdichten stärkeren Doppelwandungen benötigt werden, womit gleichzeitig weitere Gewichtseinsparungen verbunden sind, da für die Wärmeableitung absehbar Leichtmetalle zum Einsatz kommen.
• 7. Erweiterungen der Motorvarianten auf mehr als 2 Zylinder.

The invention described below offers further advantages of the free-piston engine such. B .:

• 1. once again reduced fuel consumption to approx. 50% compared to conventional gasoline engine technology,
• 2. at the same level correspondingly reduced CO ² emissions,
• 3. again improved power to weight ratio of about 9.1 kw / kg, the calculated example engine with 1,500 cm ³ makes at a stroke frequency of 3000 / Hz (there are not revolutions here) 260 kW with a weight of about 28 kg in steel construction,
• 4. arithmetic efficiency of over 86%,
• 5. even smaller space requirements of the air-cooled engine variants, outside dimensions of the calculated example engines without the exiting piston rod and ancillary components such as starter and compressor: Valve version: L = 412 mm, W = 210 mm, H = 210 mm, rotary valve version: L = 326 mm, B = 210 mm, H = 210 mm,
• 6. Even lower production costs of the air-cooled variants, since no liquid-dense stronger double walls are needed, which at the same time further weight savings are connected, as for the heat dissipation foreseeable light metals are used.
• 7. Extensions of engine variants to more than 2 cylinders.

LIST OF REFERENCE NUMBERS

1

Cylinder tube / bushing

2

Piston rod with attached piston with piston u. oil control rings

3

Cooling ribs applied to cylinder tube / bushing

4

cylinder head

5

Valve head / seat

6

Valve tappets and valve springs

7

Hydraulic pressure inlet opening for valve control

8th

rotary vane

9

Hydraulic rotary valve actuator cylinder

10

Opening for spark plug in the rotary valve and in the cylinder head

11

Air intake opening in the cylinder head

12

exhaust port

13

In the cylinder tube milled Abgasauslassschlitze and / or holes

14

Bore for piston rod bushing

15

Charge air opening in the rotary valve

16

Charge air opening in gas-tight (air) cooling jacket

17

Spark plug / spark plug seat

18

injection

19

Sensor for compression pressure measurement, temperature and clock frequency

20

Engine screw / bolt / holes for it

21

combustion chamber

• (All drawing dimensions are not binding, but serve only to convey the functionality)

Claims (15)

Internal combustion engine, characterized in that the two-cylinder single-piston engine developed by me after the free piston principle can be cooled as well as with a liquid cooling as well with the medium air. Internal combustion engine, characterized in that to assist the heat dissipation of the engine cooling plates are mounted in the longitudinal or transverse direction on the cylinder tube / the liner and the cylinder heads. Internal combustion engine, characterized in that the applied cooling plates are made of the best possible heat-conducting material. Internal combustion engine, characterized in that the cooling plates can be optimally flowed with an open air cooling system by a fan air flow for the purpose of faster heat dissipation, if necessary by means of air guide plates formed therefor. Internal combustion engine, characterized in that the air volume flow of the fan by means of speed-regulating thermocouples, mounted on a few cooling plates, is set up for the maintenance of a constant engine temperature as possible variable. Internal combustion engine, characterized in that the cooling plates are encased instead of open construction of a gas-tight housing formed. Internal combustion engine, characterized in that the housing surrounding the cooling plates consists of pressure-, acid- and temperature-resistant material. Internal combustion engine, characterized in that openings / passages / connecting pieces are located on the aforementioned housing.  One of the ports is for the charge-combustion air supplied from the compressor under pressure, another for the discharge of the exhaust gases and depending on the design variant, possibly further for the hydraulic valve control, while the hydraulic rotary valve control is located outside the housing. Internal combustion engine, characterized in that the air inlet opening in the closed air cooling system can be mounted directly on the enclosing the cooling fins housing over the exhaust gas passage, whereby the supplied under pressure from the compressor charge air is pressed after flowing the cooling plates in the air inlets in the cylinder heads, at the same time performs the cooling task , For this engine variant closed air cooling system requires: no thermostat sensor / controller for fan control, no fan fan with possible air baffles, no separate air supply ducts to the at least two cylinder heads, in addition there is an equal air pressure at all air inlets of the cylinder heads and there is, despite the already low heat generation in this engine principle, a combustion air preheating, which guarantees an even better running behavior, especially after a short warm-up phase in the winter months , Internal combustion engine, characterized in that the rotary valves can be operated by means of smaller hydraulic or compressed air cylinder instead of electric motors. Internal combustion engine, characterized in that when using rotary valves with hydraulic or pneumatic cylinders for the control, they are located outside / on the cylinder heads. When using this variant eliminates the sectional teeth of the rotary slide outer edges, the installation of control rods and the installation of electric servomotors. Furthermore, by the same pressure transducer motors as for the valve engine variants can be used. Internal combustion engine, characterized in that the exhaust gas removal is not carried out by the cylinder heads through exhaust valves or Abgasauslassöffnungen in the rotary valves, but through outlet slots or holes in the cylinder wall / the liner of the / the piston. These exhaust ports are released by the piston from about 5 mm before reaching the bottom dead center (approximately simultaneous top dead center / ignition timing in the opposite cylinder). The outlet openings can be both round holes with approx. 10 mm,, as well as 4 oblong cutouts of approx. 10 mm height x approx. 40 mm width, although other dimensions and subdivisions are possible. Internal combustion engine, characterized in that the exhaust duct enclosing the bushing can be built both in welding and in aufzuschraubender casting technique. In the case of channel application by means of welding, any sealing problems, the transmission to the cat with the required probes according to the prior art, are dispensed with. Internal combustion engine, characterized in that by the opening of all valves or Zuluftöffnungen in rotary valves by the supplied pressurized combustion air, a 100% discharge of the exhaust gases, resulting in the subsequent compression and power stroke with better combustion, thereby increasing performance and thus reducing the CO2 component in the exhaust gas. Internal combustion engine, characterized in that an extension of the piston rod and the screw bolt, a second same engine can be mounted in series, so that it results in a 4-cylinder 2-piston engine with twice the power. Further extensions to 6-cylinder 3-piston, 8-cylinder 4-piston engines, etc. are also possible, with a limitation ultimately being dependent on the mechanical stability of the piston rod.

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