DE3342183A1 - Units through which fluid flows, having pistons reciprocating in cylinders, such as pumps, motors, combustion engines and internal combustion engines - Google Patents

Abstract

The advantages and disadvantages of double-piston engines and free-piston engines are investigated. It is found that, due to the necessity of braking the kinetic energies of the piston, free-piston engines are difficult to control satisfactorily at high frequencies. In addition, over abrupt pressure and power peaks occur next to troughs. The invention therefore proposes new motors/engines in which the reciprocating motion of the free piston is monitored and controlled. The invention furthermore specifies double motors or engines which are simple to control and inexpensive to manufacture and manage without the conventional valves or with simple valves. This makes possible even high-speed combustion engines which, while having a low weight, can deliver a high power at the crank mechanism or in fluid flows. These new types of motor or engine promise to provide such a high power at such a low weight that it no longer seems impossible that they may come approximately to equal shaft gas turbines for use in aircraft in respect of the power to weight ratio. The provisional theoretical bases for the calculation of such motors or engines are created in a mathematical analysis. <IMAGE>

Description

Aggregates through which fluid flows and moved back and forth in cylinders Pistons, such as pumps, motors, internal combustion engines, and internal combustion engines.

The invention relates to units flowed through by fluid in which a piston reciprocates in a cylinder. Such units are available as pumps, Motors, gears can be used. in particular, however, the invention is concerned with use such units as internal combustion engines or internal combustion engines including iessl i use free piston engines.

There have been free piston engines in particular as compressed air generators since known at the beginning of our century. These engines received an improvement through the Stelzer invention of the arrangement of pre-compression chambers / wipe the proper ones Engine chambers.

Furthermore, patent documents from Eickmann have been available since the early 1960s "Fluid promoting internal combustion engines", called "Hydroengines" in Japan and USA, known in which the reciprocating motion of the piston in internal combustion engines Cylinder is used to create a flow of fluid that is generated by the expanding Gases generated power is transferred into the fluid flow to be delivered.

The known units all have their advantages but also disadvantages.

For example, the free piston engines do not have the high timing Hub frequencies that are expected of them. 'Cause it's too difficult braking the high kinetic energies punctually and starting the piston to prevent the cylinder cover.

The known hydroengines have the disadvantage that they pulsate Fluid currents generate high power fluctuations in the fluid lines break or uneven running of the secondary motors driven by the fluid currents to lead.

And the aggregates that are already publicly known are still there too heavy for a given performance to be used efficiently in aircraft = to be able to and for the average citizen suitable aviation = zeuye Reliable and cheaper control to be scialled.

The invention is intended to overcome the disadvantages of the known units be completely or partially overcome, their efficiency increases, their power-to-weight ratio decreases or increases their performance, increases their operational reliability or their manufacture is simplified and their costs are reduced.

The invention is based on the object in units in which a piston reciprocates in a cylinder, the stroke of the piston to the correct one To bring distances and speeds in order to simplify the production of the unit to increase its performance and operational safety.

This task is carried out with the aggregates according to the generic term of Claim 1 solved in that means according to the characterizing parts of the Claim 1 or means for controlling the stroke of the piston and for increasing it of the power of the unit are arranged in a simple design.

Further sub-tasks and solutions serving the task will be by the patent claims 2 to 70 made or solved and by the description of the figures, as well as by a prepared analysis still exactly = he described.

Fig. 1 is a longitudinal section through an aggregate of the known Technology.

Fig. 2 is a section through a published aggregate.

3 is a section through a basic representation of the assembly.

Fig. 4 is a section through an aggregate of the known art.

Fig. 5 is a section through a schematic diagram.

FIG. 6 shows a diagram. FIG. 7 shows a diagram.

Fig. 8 shows a diagram.

Fig. 9 shows a mathematical calculation form.

Fig. 10 shows a form with calculations relating to the technique of the invention.

Fig. 11 shows a diagram.

Fig. 12 shows a piston arrangement.

13 shows a schematic diagram.

Fig. 14 is a longitudinal section through an assembly of the invention.

Fig. 15 is a longitudinal section through an assembly of the invention.

FIG. 16 is a section through the arrowed line in FIG. 15.

Fig. 17 is a longitudinal section through an assembly of the invention.

Fig. 18 shows a diagram.

19 shows a diagram.

Fig. 20 is a section through a further unit according to the invention.

Fig. 21 shows a form with engineering calculations.

Fig. 22 is a longitudinal section through a published unit, Fig. 23 is a longitudinal section through part of an assembly according to the invention.

Fig. 24 is a cross section through Fig. 24 along the arrow indicated therein Line.

Fig. 25 is a longitudinal section through an assembly of the invention.

FIG. 26 is a section through FIG. 25 along the arrow line in this.

Fig. 27 is a longitudinal section through an assembly of the invention.

FIG. 28 is a cross section through the center of FIG. 27.

Fig. 29 is a longitudinal section through an assembly of the invention.

FIG. 30 is a cross section through the center of FIG. 29.

Fig. 31 is a longitudinal section through a part of the invention.

Fig. 32 is a longitudinal section through a part of the invention.

Fig. 33 is a longitudinal section through a part of the invention.

Fig. 34 is a longitudinal section through a part of the invention, Fig. 35 shows Sections along swept lines in Fig. 33.

FIG. 36 is a section along the arrow line in FIG. 34, FIG. 37 is a longitudinal section through an assembly of the invention.

FIG. 38 is a section along the arrow line in FIG. 37.

Fig. 39 shows a table with a diagram, Fig. 40 shows a table to calculate the invention.

Fig. 41 is a diagram showing results of the invention.

Fig. 42 shows another graph showing results of the invention.

FIG. 43 shows a further diagram which compares the values 27 and, Fig. 44 also shows a diagram.

Fig. 45 is a longitudinal section through an invention by Eickmann.

Fig. 46 is a cross section through the center of Fig. 46 Fig. 47 is a section along the arrowed line in FIG. 46.

FIG. 48 shows a view of a Te, t of FIG. 46.

FIG. 49 shows a view of a part of FIG. 48.

FIG. 50 brings mathematical values from FIG. 48.

Fig. 51 is a longitudinal section through an assembly of the invention.

Fig. 52 is a longitudinal section through a further unit of the invention.

Fig. 53 is a longitudinal section through an assembly of the invention.

Fig. 54 is a longitudinal section through another unit of the invention.

55 explains the mode of operation of a unit of the invention in a longitudinal section through the unit together with a diagram of what it is the piston of the unit moves.

and; Fig. 56 shows an explanation of the aggregate roughly that of the figure 55 correspondingly, but with a better distribution of the pressure forces on the Piston of the unit.

Description of the preferred embodiments of the invention: The invention is illustrated in the following on the basis of the exemplary embodiments shown in FIG of the creation still yenuuer described. D Be technical and mathematic - physical problems dealt with.

Since some Ausfuehrungsbeispiele the invention in some patent are already described in detail, those parts of the invention are which are already comprehensibly recorded in patent claims, in the description of the figures are not described again.

The description of the exemplary embodiments shown in the figures the invention is linked to an analysis of the relevant technology. the Analysis goes over from claim recently published in VDI magazine Free piston engines and explored the limits, as well as the benefits of free pistons Engines and especially of double piston units or internal combustion engines. In particular, the difficulties and limits, but also the possibilities out = established resulting from the analysis for the technique of the invention.

This creates new insights that bring new tasks that thus sub-tasks become the task of the invention.

The invention then brings new solutions in the form of new units according to the invention, the tasks thus obtained solve and technically and industrially offer usable aggregates.

Based on the analysis and the exemplary embodiments of the invention it becomes possible to better control free piston internal combustion engines, their speeds or to increase the number of strokes per unit of time or internal combustion engines lighter to allow for higher performance, so that they are particularly suitable as flight moors for Hydraulic fluid flows via propellers of vehicles driven by fluid motors and aircraft as well as generally for the propulsion of '-': machines and vehicles can be used.

ANALYSIS of the free piston engine: A double piston flies in the free piston engine in a cylinder under combustion pressures, successively at the two ends des (loppel piston occur back and forth. These have been used industrially since around 1900 Free piston engines were mostly used to generate compressed air.

They are generally simple as they do not have a crankshaft or anything else mechanical parts are required. But they can only be simple if they Technology of these engines is mastered. Because if it weren't for that, and they would be Equivalent to general internal combustion engines, then you wouldn’t need expensive ones and heavy internal combustion engines with crankshafts and connecting rods between the crankshaft and piston.

In 1960 these free piston engines were bought by Dr. Rl'ekard reselich and Karl Eickmann converts patents to hydrofluid internal combustion engines. See, for example, U.S. Patents 3,260,213 and 3,269,321.

Figure 1 is a copy from one of these patents. The pistons 2 are connected to one another by the piston rod 5,10,39. Depending on the ignition and Combustion in one of the cylinder chambers 6 is the piston in one or in moves in the opposite direction. The piston rods 5,10 are immersed in the pump or compressors - cylinders 9 one in which they are reciprocated in the therein Movement Promoting or compressing and promoting air or hydrofluid. The thinner one Piston rod part 39 passes through the seal between the pump cylinders 9 and maintains the connection of the working piston ends 2 in the internal combustion engine part 6 and 6 upright. The chambers 7 under the piston 2 are used to pre-compress fresh air and their introduction under pressure into the internal combustion engine cylinders 6.

For some years a new free piston engine was under in the FRG known as 1, Stelzer Motor'1, for which Mr. Stelzer has applied for patents, which make a healthy and plausible impression. Figure 2 is a copy from a Stelzer publication. In the Stelzer Motor it is ingeniously solved to suck in the air well and to pre-compress it in order to then feed it into to push cylinders in the combustion chambers. This pre-compression part It is also available in the Dr.Breinlich and Karl Eickmann patents, but not in the same way that Mr. Stelzer brings it.

On the other hand, the Stelzer engine has so far lacked an arrangement for this Pumping of hydrofluid, which is already good in the Breinlich-Eickmann patents from 1960 and is highly efficient. After all, the Stekermotor is missing a time control for the lifting movements, as Mr. Stelzer generally rejects this, because its engine should be simple. In the Breinlich-Eickmann patents from However, in 1960 there is one.

In the VOI magazine and in the magazine "Der Stelzer Motor", as well as other references in the 1980s it was reported that the Stel zer free piston engine can make 1000 to 30,000 double strokes per minute. This report needs to be examined by the following analysis TECHNICAL ANALYSIS : Figure 3 is a view of an internal combustion engine cylinder in which a piston is movable by the stroke H ".

The cylinder wall 2 forms the cylinder space 1, in which the piston 4 with the cylinder space 2 facing piston head area 3 with radius "R" back and forth can be moved, reciprocated. When the piston reaches the right end position has, the inlet and / or outlet 6 is connected to the cylinder space 1. The piston 4 may be provided with a piston rod 7 that goes through a wall 8 like. In the right end position the piston head area 5 has the stroke position "H 1". at when moving to the left, it assumes the stroke position H ", which is generally the case with compression can be referred to as 1H2.

When the piston head surface 5 at the left end of the stroke against the Ceiling L hits, the maximum stroke "H max" is reached.

During the Stelzer engine a piston rod 7 between the two Main. = Has piston parts, there is no such piston rod in the free-flight piston engine always required. It is often found in the free piston engines that have been in use since 1900 available, but not in all versions of the Eickmann USA patents, which are mentioned above. Because FIG. 4 is also a figure from the aforementioned USA patents. It can be seen that a single piston 4 reciprocates freely in the cylinder 1. It even promotes hydrofluid or compresses air. Because he forms within of the piston 4 the pump chamber Zf, which is against. the fluid guide 25 is sealed. Guide 25 has an inlet 2 and an outlet 23. The piston 4 flies between Fluid pressures below and above the piston 4 back and forth (reciprocated) and pumps or compresses air or hydrofluid in the inner chamber 2 /, which he or she promotes through the outlet 23 out of the engine. This engine of the Eickmann USA patent specification has only one piston, its weight with only a few hundred grams may be small, so that they require reciprocation liche acceleration only has to accelerate a small mass. From this you can see that the piston in FIG. 3 does not necessarily have to have a piston rod 7.

In the right end position when the piston 4 in Figure 3 is on the right of the inlet 6, the cylinder space 1 is filled with fresh air, with fresh gas or with pre-compressed air or mixture. If the piston 4 then moves to the left (in Figure 3) begins the compression along the stroke "H".

The adiabatic equation of state PX Vx = constant applies to this compression and also to the subsequent expansion (relaxation) (compression = compression). (1) with P = pressure, V = volume and X = adiabatic coefficient, it follows: and and since 1 / V2 n is - V2-n according to the mapping.

To make writing easier, "X" is replaced by "n" and the indices such as 1,2 etc. are not reduced, but in the same line typed. The piston cannot be designated with "K" as this letter stands for the force "K" should remain free and it cannot be designated with "P" either (P = piston = English), because "P" is to denote the pressure.

In FIG. 3, therefore, the Japanese katakana character is "t» D "used.

In this analysis the piston is named piston 4 in the text.

Is used as an exponent of adiabatic compression or expansion 1.35 generally used in this analysis for the sake of simplicity, although known is that it can range from 1.3 to 1.42.

For a clear understanding, the area 5 of the piston head, which corresponds to the cylinder cross-section, denoted by "F" and this cross-section is: F = R 2 pi or F = d² pi / 4 (5) with "d" = cylinder diameter = 2 R and pi = 3.14 In this analysis an example will be calculated and for this one For example, a piston cross-sectional area "F" of 100 square centimeters is assumed. The stroke "H max" until the piston head surface 5 hits the cylinder cover 3, be 10 cm., i.e. 100 mm. The maximum | The stroke content of the cylinder space is then straight 1000 CC = 1000 cubic centimeters.

The cylinder diameter to the left of the piston 4 is then (Equation (5) transformed) In the event that the piston rod 7 is also extended to the left from the piston 7 through the cylinder chamber 1 and the cylinder cover 3, the cross section "F" is again obtained with 100 square centimeters by calculating the difference between the cylinder cross section and the piston rod Cross-section back to 100 square centimeters.

An example of this can be found in Figure 5. The cross-sectional area "A" is then: F = D2 pj / 4 - d2pi / 4 and Now it is useful to transform the formula (4) so that you can use the stroke H "instead of the volume. The first impression could be to write the formula (4) as follows: But this spelling would be wrong. Because, if you write out formula (3) also with the cylinder diameter, you get where you can see that the value of the cross-section "F" is here above and below the fraction line. According to equation (8), the values d2 pi / 4 are omitted because they cancel each other out above and below the fraction line.

Those trained in mathematics would have that straight out of the equation (4) seen.

The equation (4) transformed correctly, thus brings "Pt" and "are constant values in it, so that from a single variable, namely from the stroke path" H ", the pressure" P2 "can be calculated, which is the compression pressure at the respective piston position" H2 ".

According to the above conditions, H1 = 100 mm = 10 centimeters = 0.1 Be a meter for the example. The calculation of the pressure "p2" can be found in Figure 6. It can be seen that the pressure at high compression ratio llell = H1 / H2 becomes very high. It is only calculated to the extent that the piston tip area remains 1 mm away from the cylinder cover. But the pressure P2 is already there so high that the cylinder walls would break.

Here it is already 500 Kg / cm2 and when burned with air "#" = 1, the combustion pressure "P6" would already be around 2000 kg / cm².

But, at 750 bar = Kg / cm2 cast iron walls already break off 15 mm Wall thickness and 80 mm inner diameter in hydraulic systems. So you can't make the compression ratio "8" arbitrarily high. While one can see in FIG. 7 the high pressure increase of the compression pressure "P2" with a high compression ratio sees particularly clearly, the scale is for smaller compression ratios so narrow that you can no longer see the values with the eye. Hence the figure 7 added, the compression pressure "P2" for smaller compression ratios makes it more clearly visible.

To get an overview of the performance required for the Compression is required and which is obtained later during relaxation, It would be nice to know the mean pressure during compression or relaxation is effective. This integral mean pressure of compression "Pc" and the relaxation "Pe" can be obtained using a formula that Eickmann in the Breinlichschen DE-OS 3/35619 derived.

Because of its importance, it is repeated here. Figure 3 shows: And, since you already know from equation (8) that the stroke values can simply be used as part of the volume values, because the value "F" is canceled out Work "A" is obtained from this by multiplying the mean effective pressure by the number of strokes, ie multiplying "P" by F: (# H). But then the summands (H2 - H1) cancel each other out above and below the fraction line and you get the work "A" as follows: For further calculation, the well-known PV diagram should be remembered, which is shown in FIG. 8. You have the output pressure "P1", which is compressed during the compression along the line "Pc" to the final compression pressure "P2". Then the fuel is burned, either from P2 to P5 or from P to P6 or from P2 to P3, depending on the type of combustion. For us, only the two borderline cases of combustion from P2 to P6 or to P3 are of interest.

Correspondingly, the following work is obtained: Compression work = Ac = and work of expansion = Ae = or: Ae = Since "H4" is the same as "H1", you can see that rmn only needs to calculate one adiabatic process. It is best to use the one that occurs first, i.e. that of compression. Then the combustion results in the relevant value "P6" or "H3". In the case of combustion at constant volume, the work of expansion is then obtained simply by multiplying the work of compression by the ratio (P6 / P2) "or by the ratio P4 / P1". In the case of combustion with an air ratio of 1, for the sake of simplicity one can assume that the work of expansion is then four times the work of compression.

However, the above equations (13) to (15) do not give the performance just the work. So you don't bring Kgm / sec, but only Kgm Kgcm or Kgmm.

The power is obtained from this by using the second number of strokes multiplied. So it depends on the number of strokes per second of the free piston engine to investigate.

For simple mental arithmetic, remember that with air relationships 1 the expansion is about four times the compression, i.e. the output work or Output power of the motor about (4-1) x 1 = about three times the compression work or the compression performance.

To determine the number of strokes of the free piston engine, remember the equations: V = bxt (16) And on Newton's law of force: K = mxb (18) with: V = speed t = time; (S) K = force (Kg) H = distance (m) b = acceleration (m / s²) and m = mass = weight through 9.81 m / sec2 acceleration due to gravity.

The acceleration of the piston 4 of the free piston engine can then be obtained from Newton's law of force (18) The equation (17) can be transformed into: where one can insert the "b" value from equation (19) and then get: where for the force "K" the value F x P, i.e. cross-sectional area F = d2 pi / 4 times the effective pressure "P", is to be used. So, you get the basic equation for the number of strokes of the free piston engine as follows: from which the secondary number of strokes is obtained by dividing 1 by "t". So the number of single strokes EH per seconds is: In the current calculation, the stroke path, i.e. H1 minus H2, i.e. (H1 - H2) is to be used for H so that it follows from equation (23): with the constant 6 B = 8 / d² # (26).

The constant K from equation (26) can still be transformed, and the secondary number of strokes would be inserted in (24) according to (2g): While one now has a wonderful equation (29) for calculating the number of strokes of the free piston engine, as will soon be shown, one cannot do much with it. This should be explained using the Stelzer motor mentioned at the beginning. In the literature mentioned at the beginning, it is stated that the Stelzer motor should make 1000 to 30,000 double strokes per minute and that the compression ratio should be increased by up to 40 g. In favor of a high number of strokes of the Stelzer engine and thus in favor of a high performance of the Stelzer engine, the compression ratio E = 40, i.e. the highest that is specified for the Stelzer engine, should be calculated in the following.

At first, as long as one does not look closely, one is tempted to use equation (29). to use the maximum combustion pressure P6. Air ratio assumed to be about 1. The compression ratio 40 gives the stroke "H2" with: H1 / £ = 100 mm / 40 = 2.5 mm. So: H2 = 2.5 mm, since H1 = 100 mm. The compression pressure follows from equation (9) with n = 1.35, as follows: The constant "B" calculated according to (27) brings The mass of the piston in the Stelzer engine is given, for example, with a weight of 5 kg, from which it follows: m # 0, 5 kg s / m2. The stroke is 100 - 2.5 = 97.5 mm.

Equation (29) then gives the following number of strokes EH / seconds: This number of strokes per second multiplied by 30 results in a double stroke number of 386 x 30 = 44 58S DH / min.

So far, only the compression has been calculated. With an air ratio of 1, the combustion chamber pressure P6 would then be about four times the final compression pressure P2, i.e. 145.42 bar times 4 = 581.68 bar = 5816800 kg / m2 If you put this value in (29), you get: One gets the impression that the motor could actually make 30,000 double strokes per minute. Incidentally, the last calculation could have been carried out more easily, since the pressure is under the fraction in the root, the pressure was four times and the root of 4 = 2. So you would have only had to multiply the number of strokes obtained first by 2 to get the second result.

In the engine, however, you have compression and expansion, so the expansion is reduced to use the compression. In the example, this is what you have for the motor Times - = 1.73 times the stroke that is obtained from the calculation of the compression. If the above assumption were correct, the motor would make f1588 x AS3 = 20047 Dappllhube per minute.

So far, however, it has only been looked at very roughly. A closer look reveals that the final combustion pressure of 581.68 bar is only effective in the brief instant when the piston is in position H2 = 2.5 mm. If he has made the stroke up to H1 = 100 mm, then the pressure there is only P4 = 4 bar. So you can see that the mean effective pressure must be somewhere between the pressures P6 and P4. If you take a rough but closer look that this pressure is that of the arithmetic mean between P6 and P4, i.e. Pm = (P6 + P4) / 2, this would be around 582 + 4 = 486/2 = 293 bar, the calculation according to equation (29) would then give: times 0.866 (mltM'4 = 0.866) = / + 288 Double strokes per minute.

The maximum number of strokes is therefore closer, although only a little has already become significantly less.

However, if one looks at the PV diagram in FIG. 8, one finds that the pressures during compression and expansion do not run in straight lines but in curves. It is therefore reasonable to assume that we should take a closer look and assume that the maximum number of strokes can perhaps be determined by taking the integral mean pressure according to the formula from the Breinlich-Eickmann DE-OS. In this analysis it is given by equation (11). The values of the example are inserted in it, one finds: (and the number of lifts per second becomes which for the engine with compression and expansion have to be multiplied by 1.73. You then get 2610 x 1.73 = number of double strokes per minute.

So the number of strokes has already decreased a lot, although each time a little closer, but still not looked closely enough.

The fact is that equation (20) is only for a constant Acceleration applies all the way. In the free-flight piston engine, however, it is that the acceleration changes constantly and very considerably changes because the pressure changes very considerably along the way. It is So to use a different calculation method. The author has been looking for a year after an elegant formula, but this has not yet been found been.

The currently available most precise possibility of calc -ation is therefore, the pressures, times, speeds, kinetic energies, etc. to be calculated in small intervals of the stroke. In doing so, one relies on that so far to get the most precise calculation possibility, for every interval always the relevant mean pressure according to equation (11).

For the practical implementation of this example with this calculation Method, a calculation form is drawn up and shown in FIG. 9.

Figure 10 then shows the calculation of the example in the form the figure 9 For the calculation of the execution concerned, that you have in progress, you can pause the form in Figure 9 and then use it to calculate. As we will soon see, there is a quicker way, using other people's data Dimensions.

Considering the calculation in Figure 10 gives the surprise that that of the almost 30,000 double strokes in the first rough calculation attempt there is not much left. The calculation according to Figure 10 shows that the engine with a compression ratio of R = 40 actually only 929 double strokes can do per minute. It is assumed that there is no friction whatsoever and everything would have run perfectly and without any losses.

The engine would not have done any work, only the piston cup thrown back and forth in the cylinder (reciprocated). That is however a considerable surprise compared to the claims in the VDI magazine, that the motor or one of the motors run 1,000 to 30,000 double strokes per minute can. Because the calculation shows that he is not e; once the 1000 double strokes in terms of mass and stroke length.

It is also noticeable that the stroke rate ciendert 5kh when you does not go to the compression ratio # = 40, but for example only up Compression ratio 4, the number of strokes is ondere.

It should also be noted that column 37 is the kinetic energy shows that the piston is receiving. The piston already has a part of the stroke length half of the kinetic energy is reached and this can be exploited to to deliver work from the engine somewhere.

It is also noteworthy that the motor does not operate at the largest number of strokes, which corresponds to the short stroke distance, compression ratio, deliver the greatest power could, but with the greatest compression ratio despite the then lower Stroke rate. In column 42 of FIG. 10, the kinetic energy generated by the piston has calculated the possible theoretical power in PS and achieved it with the compression ratio 40 about 19 HP, while with a compression ratio of 4 it is only about 1.6 HP.

Unfortunately, all this power is accelerating and decelerating the movement of the piston of 5 kg. weight consumed. So the engine isn't there Outward performance, although lossless processes have been calculated everywhere are. If the motor is to deliver power, it must run with a lower number of strokes, thus the difference in performance between the maximum and the current number of strokes can be removed. The practical losses then have to be deducted from this.

For the further evaluation of the analysis, the formula (29) is used again. It read: and is now written in a different form, namely: which can also be written as follows (power calculation): You can see immediately that the number of strokes increases the smaller the values that are below the fraction lines.

From this one receives the following lessons: 1.) The Hubahl enlarnesserQ sioh with the root of the decrease in mass.

2.) The number of strokes is reduced with the square root of the increase in mass.

3.) The number of strokes increases with the square root of the increase in the mean pressure.

4.) The number of strokes decreases with the root of the assumption of the mean. Pressure.

5.) The number of strokes increases with the square root of the shortening of the stroke.

6.) The number of strokes decreases with the square root of the extension of the Stroke.

(However, rules 5 and 6 hardly work in practice because they deal with Changing the travel also changes the pressure ratios. So you have to check whether the mean pressure remains the same when the stroke path is changed before the gauges 5 and 6 can apply. ) With the teachings received in this way, one can the calculated engine with 1000 CC and compression ratio £ = 40, for example, Improve it as follows: a) Reduce the piston mass Reduce the piston mass to a ninth, so that the piston no longer weighs 5 kg, but only still weighs 5/9 = 0.555 kg, then the number of strokes triples, since ia the root from 9 = 3.

Instead of 929 double strokes, you would get 2787 double strokes per minute.

b) Increasing the mean pressure, the mean pressure is quadrupled Pressure, then the number of strokes doubles, since the square root of 4 = 2 and the Number of strokes according to teaching 3 increases with the root of the increase in pressure.

So you would get 1858 double lifts instead of 929 double lifts.

c) Increasing the pressure and reducing the piston mass: turn if you apply both improvements a and b together, then you have the mass reduction tripling the number of strokes and doubling the pressure quadrupling the number of strokes, so together a tripling times doubling = a sixfold increase the number of strokes. Instead of 929 double strokes you then have 5574 double strokes per minute.

How can these improvements be achieved? The mass is reduced by switching from the Stelzer engine to the Eickmann engine, e.g. after patent application P 3247 / Bl passes.

Because in doing so, the heavy middle part of the piston of the Stelzer falls Motors continued. The cylinder is not through the middle part of the Stelzer engine, but rather Filled from the outside by a turbo charger.

2.) The pressure is increased by filling the empty cylinder below Boost pressure. This can be done by means of a Stelzer motor or, in the case of the Eickmann motor, by means of elevation the pressure of the turbocharger.

If you double the boost pressure from Pl = 1 bar to 2 bar, then the compression pressures doubled and the expansion pressures also doubled.

Since the expansion pressure is four times the compression pressure (for Air ratio = 1), one has eight times the expansion pressure, which is twice the the compression pressure is to be reduced, so six times as much Working pressure in the engine. The increase in stroke rate is the root of the sixfold, So the root of 6 = 2.449, so that you get 2.449 times the number of strokes' if you doubled the boost pressure.

Correspondingly, if the boost pressure is tripled, you get a Nine-fold increase in engine pressure and, with the root, consequently tripled the number of strokes. At four times the boost pressure Pl = 4 one has a twofold increase in the engine pressure and with the square root of 12 = 3.46 an increase in the number of strokes by 3.46 times.

The increase in the number of strokes with an increase in the boost pressure is shown in the diagram figure 44.

What is the effective mean pressure for the effective mean Pressure "p", which is to be inserted in equation (29) or (30), has unfortunately not been used so far Formula has been found because pressure = change when the stroke is changed with the Time to work together. The mean pressure was in the calculation form in FIG. 9 and 10 taken from the respective integral mean pressure of the relevant interval been.

If you would already have the formula for this pressure to work between Know H1 and H2, then one could integrate over this pressure and through the Divide the stroke to get the mean pressure i from it.

Since the analytical formula for this is still unknown and not yet with verifiability of the correctness has been found, one must use a graphi = help a solution.

Before attempting this graphical solution, the following however, those formulas are recorded which were developed during the analysis.

Unfortunately, they do not provide a direct way of determining the required mean effective pressure P (As a preliminary evaluation of the results of the form in Figure 10, the assumed PS for some stroke path ratios are plotted graphically in Figure 19.) Integral mean value P for compression and expansion from volume: Integral mean pressure P for compression or expansion from the stroke path Integral mean pressure Pa at H2 minus interval for Compr. and Exp .: Integral mean value of the stroke ratio e Differential of the pressure P2 according to the stroke distance: Integral mean of the derivative of the pressure P2 according to the stroke distance: Calculation of the time if a constant mean value P were known: Calculation of the time if the calculation from P2 would be possible The formin on these three pages should serve to keep what has already been tried, to serve for further suggestions and investigation, as well as for possible use, but no guarantee can be given for the correctness of all formulas given here.

Memo: Medium pressure P4 from the difference P2 minus #H Calculation of the time if P2 were constant over the stroke path: Time calculation if p were constant over the stroke path Time calculation if Pa were constant over the stroke: Since no analytical method has yet been found to calculate the mean pressure B that really acts over the entire length of the stroke, the first thing to do is to determine how high this pressure is with the stroke ratio E = 40. It can be obtained by converting the formula from column 34 of the form in FIG. 10 and solving for P. The calculation brings: However, this result of an effective pressure i of only 0.313138 bar is quite a surprise. Because at the start of the expansion stroke H2 the pressure that was acting was extraordinarily high. The mean pressures to date have been between one and ten atmospheres. Suddenly a pressure comes out that is around twenty times lower than the mean integral pressure of the compression stroke.

Accordingly, the high pressures only work so very briefly that they seen over the entire stroke, have very little effect.

Because the result was so surprising, the Thing should generally be examined more closely.

The equation for calculating the time was: This can be transformed as follows It now seems to be the case that one could find the desired mean effective pressure in such a way that the summation of the time of the intervals can be used to obtain the effective pressure P for a desired stroke path1 and this pressure P in one for can show all cases generally valid graphical diagram. Then it would be possible in the future to simply calculate all stroke rates, times and so on from the curve of the value P by using the formulas already obtained, by simply taking the pressure P from the relevant diagram instead of the pressures examined so far.

The above formula (45) for the pressure i would have to be written = so that it is not the square of the time but the square of the summation of the time that appears, i.e. as follows The calculation in the form brings: 38 50 51 2 # H², m 50 F (#t) ² # H2 #t P mm Kg / cm² 1 100 1.25 80 0.0131 0.0002 1,165 1.67 60 .0242 .0004 0.683 2 50 0.308 .0005 .527 2.5 40 .3617 .0006 .459 2.86 35 .0403 .00065 .400 3.33 30 .0436 .00070 .368 4 25 .0465 .00075 .347 5 20 .492 .00080 .3305 6.67 15 .513 .00085 .3230 10 10 .530 .00090 .3204 12.5 8 .0539 .00092 .3167 16.67 6 '.0546 .00094 .3153 20 5 .550 .00095 .3140 25 4 .0554 .00096 .3128 40 2.5 .0558 .000975 .3131 100 1 .0561 .000990 .3145 and is shown together with the diagram in FIG. 39.

Preliminary control The result should also come out if you use the formula (29) used . lrl, 8 0.5 EE)) / S = bp, d txbrs O, og7S / 31uS3-W 1.1 = Ot 4 d, llsha = ^ IZ, Z7 EXl5 3dDDíf / ut 6S Dfl / rw; w j1401 whole, motors However, since the form in Figure 10 provides a number of double strokes of 929 DH / min for the entire motor in this case1 the results do not yet agree and it must be expected1 that an error has remained in the deliberations so far. Accordingly, the value must be treated with caution for the time being.

Comparison with other engines: If you consider this low number of strokes at Seeing idle as the highest number of strokes of the free-flight piston engine in the example is astonishing you can see why it was then possible that the aircraft engine built by Eickmann was included 811 CC in a total of four cylinders in 1978 running over 10,000 rpm and over 120 hp could deliver.

The verification shows that the pistons of the aircraft engine 63 mm stroke and connecting rods and pistons weighed together around 500 grams per set, so one Had a mass of around o, o5. g was z 9.

So only 0.05 mass kilograms had to be accelerated. If you insert these values, you get in the above formula Delta H = 6.3. cm. With compression ratio The calculation then gives: = 4023 one-way strokes per minute or 201 double strokes / min = 2011 rpm.

The aircraft engine would have run only 20/1 revolutions per minute and Do not give off any power in the process = would. For the aircraft engine, however, they do not apply indefinitely, because one Crankshaft hard, which weighed 9.5 kilograms. Of this about 6 kg are at half the radius of the stroke available. With four pistons you have per piston and piston rod a rotating mass of 6/4 = 1.5 kilograms weight = about 0.15 mass kilograms Dimensions. With the crankshaft, however, this not only makes twice the stroke length per Rotation, but the way H times pi. So 63 cm by 3.14 = 19.8 cm.

19.8 / (2x6.3) = 1.57 gives a 1.57 times higher speed of the crankshaft mass than the mass of the piston with connecting rod. The rousing one kinetic energy of the rotating specific crankshaft mass was therefore 1.57² = 2.47 times 0.15 / 0.05 (masses) = 7.4 times larger than the 2 2 middle Kinetic energy required to accelerate the piston and the connecting rod.

You can see that the kinetic energy of the crankshaft mass is so much was greater than the kinetic energy required to accelerate the piston, that the crankshaft mass carried away the pistons and connecting rods.

Therefore, the 1978 aircraft engine was able to drive high speeds that a multiple of what a free-flight piston engine would have made.

Bct of the then higher speed also take the kinetic energies to, which are used to accelerate the pistons and connecting rods, but the kinetic energy of the crankshaft mass according to this example is always around about 7/2 times what the acceleration increase of the pistons and connecting rods Requires acceleration.

One now gets an important DOCTRINE: During the free piston engine without a crankshaft, the piston has to fully accelerate to each individual stroke the combustion pressure does not accelerate the pistons of the crankshaft engine when the engine is running once runs because the kinetic energy of the rotating crankshaft mass Acceleration of the piston and connecting rod from their own existing kinetic Provides energy.

The big disadvantage of the free piston engine is that it doesn't have any Kinetic energy can be extracted from the crankshaft and consequently no high number of strokes can reach when the mass of its piston is high.

On the other hand, the engine with crankshaft is also related to the Acceleration of the piston and connecting rod masses is not lossless.

The motor with a crank allows higher speeds than that high-volume free-piston engine reached in terms of number of strokes.

The advantages of the masses of the crankshaft initially give the impression that that this should have a positive effect on the rotary engine. Regarding the speed it does that too, but the rotor of the Wankel engine also moves in a circular motion the radius of the eccentricity "e", like the crankshaft. Hence the rotor must too of the rotary engine 4 times the eccentricity "E" up and down per revolution and four times the eccentricity ndch are accelerated to the right and left.

The only motor that does not have any acceleration of the rotating parts is the Eickmann engine from the early sixties with its various Execution types, for the over a hundred patents in the world, especially in strict examining states have been granted. The housing ring always changes continuously same axis around and so the rotor. So with this engine m; E are the exception in the end walls of the rotor guided blades of low mass no accelerations necessary if the engine is running at constant speed.

However, since it was not yet claimed in the press that I = three-piston engines with a piston weight of 5 kg could do 30,000 strokes per minute, these are Advantages of the Eickmann motor never fully investigated in the early sixties or has been recognized. The great achievement of the Eickmann rotatior; s motors was that the bearing of the blades in the slots in the rotor end walls of these motors tight and also gas-tight for high pressures made besides the new and important ones Combustion processes that a number of the Eickmann patents also taught.

The world was then in the fever of "the engine of the century", des Wankel engine, and closed her eyes to the Eickmann engine coming from Japan.

So there remained the advantage of reducing the mass accelerations Unrecognized in this Eickmann engine at the time, as was the entire engine with the exception the granting of patents in industry and in public = gen stayed. Not a single press report appeared in German.

Consequences of the analysis for the construction of more advantageous engines Examination in the analysis and in particular in the form of Figure 10 is that Energy has been taken for acceleration, which corresponds to the compression work at air ratio 1 is about a fourth of the performance during expansion. Leaves if you run the free piston engine with the highest possible number of strokes, then you lose you already have a quarter of the calorific value of the fuel for acceleration alone of the piston.

For the compression, which then has not yet happened, would have to the same amount of energy can be used again. That shows that half the power output from the calorific value for compression and acceleration of the piston would be consumed.

This grave finding, which strongly counteracts the odds of the The free piston engine seems to speak, should be examined a little more closely. This means that the alleged m; t should be checked by other means.

For this one finds the column 42 in the form of FIG. 10. In it you get the PS, which results from the kinetic energy of the piston received by its mass acceleration.

Since the entire compression work is used in the calculation was to accelerate the piston to its maximum number of strokes, the Kom -pressure work of the kinetic energy of the piston and consequently of the power, For example, the PS of the piston from the acceleration must be the same.

The final kinetic energy is calculated in the form of FIGS. 9, 10 Energy that the piston received during acceleration. (Since the kine = tables The piston energy was zero at the beginning of the acceleration, it has on average over only uses half of the final kinetic energy for the time in question. Consequently is to be divided in column 42 not by 75 but by 2 x 75 to get from the Kgm / s to get the horsepower. Later on in column 35.)) On the other hand, one knows Already from this judge the work in compression from the equation (13) can get. The acceleration is not involved in this equation, because it results exclusively from thermodynamics. If the achievement were now namely, the work from equation (13) converted into power in the relevant time1 equal to the power content of the kinetic energy of the accelerated piston in column 42 of the form in FIGS. 9, 10, then that would be an indication or a Proof that the previous considerations about the acceleration of the free piston of the free piston engine could or are correct.

In the calculated example, with a compression ratio = = 40 in formula (13): In comparison, column 42 of the form shows the kinetic energy content of 54.56 kg. The two results are not exactly the same, but they are almost the same. If one takes into account that this analysis was carried out in a hurry, so that there may be errors in the execution, one can get the impression that the results are the same and consequently the basic ideas of the calculation method and its consequences could be correct.

Comparative consideration of the energy balance Figure 12 is a 1: 1 drawing of the piston with the connecting rod of the 1978 Eickmann aircraft engine. The piston weighs 170 grams, the connecting rod together with the piston weighs 595 grams = about 0.06 mass kilograms.

The stroke is 63 mm. The compression ratio is £ -9 for the Kompre = ssionsverhaeltnis 9, the stroke position H2 is about 11 percent of the stroke position HI. The stroke position H1 is then 6.3 cm of travel plus 11 percent from 6.3 = 0.693 gives 6.3 plus 0.693 = 6.993 cm. The stroke position H2 would then be approximately 0.693. That brings to equation (11) an integral mean pressure p of the compression of 3.95 bar. The piston cross-sectional area is 29.22 cm2; the force acting on average over the compression stroke al so p x F = 3.95 x 29.22 = 115.42 kg; what the compression work of this force times the stroke length 6.3 cm = 115.42 kg times 6.3 cm = 727.14 kg cm = 7.27 kg. the Arrangement in Fig. 12 shows connecting rods and pistons of the 1975 Honda CB750 engine.

Figure 13 shows the principle of the crank mechanism with the formulas for the piston stroke, the piston speed and the piston acceleration. The latter two formulas are simplified therein because the last little things are insignificant in this consideration. If you now assume a speed of 10,000 rpm (can only be driven with Turbo-charger), you get the following calculation diagram: ç 31-5 5 sf / S izi- 0, S9SM4 li7 II9Ict '- l 2 t- = ~ 29,? 2 f- = 2S, 2zcn, 6 \ {.: O½1 $ 1191 @ z5 {096 pOg 13 I 10- / 3 lo ooo LIfAl i C ooo UP ~ l 20000 clor7 l or b K idXox X . / 00 tooo L / \ l- I i - ~ ~~ 1 < a ~ rn / s n </ s1 C7 (fl / S '? n / S2 1 <9 l 1 / S h1 / 52 M9 nt / S / sZ I MC7 / SM / S2 efis 0 ° ~~. ~. 3VS30 20V d 34f J'4 & j O 8284 1 '30t 27, g in, 2) / 5.99 29993 ',, 4,5 l2,27 22, Z} 2332 ZS; 4/2 / e6r, 1 1§60 11 / S? S 2y, u 2g.fS 'e26s to32' I. : ji7! 8t 30, $ 3 3, .86 as34 ss6 l 0 oj 3z, s SZ.8 O a I 3.29 3, o ° bfi.9a .. I ilos iee, ig 1 3 o, + 3 3 / 8L Í.no /S.R15 | z.7.2q 27.21 1 {er / o; 2 il 1 1. 21.27 '22.27 22.27 1 Z3.3t G5, | 1 - I '- c'2't.zg 1r, 27 IS, §SI 29 893 i / F93 1 , / 6s 3063 8.. -z53''3355al 33s? 2ooi, 1 'II -. ~~~ ~ O ° 34530 'to7,! o 349 1 - 3Lrs3o: The comparison values for 1000 and 20,000 revolutions per minute are also entered in the diagram. The results for 10,000 rpm are shown in the diagram in FIG.

You get the kinetic energy of the piston-connecting rod assemblies, by squaring the maximum speed "V" and multiplying by half the mass.

The results of the maximum kinetic energy content of the connecting rod with the piston: 1000 rpm = 0.33 Kgm / s; 1000 rpm = 32.63 kgm / s and at rpm = 130 Kgm / s.

From this comparison calculation we get the following possibly surprising ones Findings a) Even at 10,000 rpm, the compression pressure of 12 bar would not be can give sufficient force to accelerate the piston with the connecting rod so high that how the crankshaft accelerates it. Because 12 bar by 29.22 cm2 is only 350 kg Force, while the connecting rod with the piston exerts 2071 kilograms of acceleration force the crankshaft (maximum).

At 1000 rpm the maximum compression pressure and also the integral would have Medium pressure over the stroke distance sufficient force to the piston with the connecting rod without Help the crankshaft to accelerate sufficiently. That is true with the previous ones Findings from the investigation of the free piston engine harmoniously combine. Memo: The maximum combustion pressure in this engine is about 70 kg / cm2 - without a turbocharger.

b) The piston with the connecting rod becomes positive and once per revolution once negative, i.e. in the opposite direction, Z accelerated. See the Minuses Before = symbol in the calculation diagram. That is a surprise relatively compared to the previous consideration, because in the previous consideration, page was first once consciously assumed that the engine with crankshaft also does the up and down and Right and left - movement of the piston or the connecting rod, or both, must take from the energy content of the fuel. The investigation of the crankshaft engine in the above diagram, however, it now shows that once the crankshaft has its Speed has received the energy to accelerate the connecting rod and the piston at all: no longer has to be taken from the fuel, but half of it des. Circulation of the crankshaft takes its kinetic energy, which you in the other half of the revolution of the crankshaft is fed back. The limitation the speed of the engine with crankshaft is therefore not the same as the acceleration energy for connecting rods and pistons, but in the high forces in stock, also by centrifugal force and in the gemometric dimensions of the flow cross-sections, as well as in the limit the strength of the parts concerned. 8284 kg load on the small piston pin at 20,000 Revolutions per minute - see diagram on page S8 - are a very heavy burden. The piston pin, which is just a tube, would break.

Summary of the knowledge The free piston engine must have the high energy remove the fuel from the fuel to accelerate the free-flying piston.

On the other hand, in the case of an engine with a crankshaft, this energy is once the crankshaft has reached the speed, from the crankshaft energy taken and the taken kinetic energy is the crank = shaft mass at the other half of the same rotation fed back.

The engine with crankshaft has no energy losses through acceleration of the piston. (Apart from friction and loads.) Comment: It will be later, however this analysis shows that the piston acceleration of the Free piston engine lost energy can also be recovered again, if you move them into a work at the same time or with the same stroke emits, R B: the kinetic energy of the free piston used in order to work out to the engine.

Increasing the number of strokes of the free piston engine The result of the previous The investigation is that the engine under consideration is based on the Stelzer system with the Considered dimensions without a higher AuP = charge no higher number of strokes than approximately 1000 double strokes per minute. Hence an Eickmann free piston engine for the same stroke with the same piston cross-section and with the same stroke ratio E = 40 investigated.

For this purpose, FIG. 14 shows a longitudinal section through its cylinder and piston on a scale of 1: 1. If the pipe is made of steel or cast iron, the piston weighs 800 (lower part) + 660 (piston rod) = 1460 grams or around 1.5 kg.

The piston has the mass m = 0.15 (approx.).

In the position shown, cylinder 1 receives over from inlet 9 the control groove of the piston, control groove t5 a filling with air or a mixture of Turbo charger. The mixture flowing in under pre-pressure or the under pre-pressure Incoming fresh air forces all the old gas out of the cylinder space 1 through the Outlet slots 6 out and into the turbine of the turbocharger to drive it. The cylinder cover 3 has a hollow conical inner surface 14, which is also hollow and the piston has a matching outwardly conical or spherical one Shape, bottom 131 on piston 4 The control groove 15 is located on the Piston rod 7. The conical shape 13, 14 of the piston 4 and the cover 3 is used good streamlined flow through the cylinder chamber 1. It also has Shape of the piston 4 has the advantage that when heated, the surface 13 is stronger heated than the lower end of the flask 4. This creates a lot of heat in the Zy, Cylinder space 1 a covering of the diameter of the lower part of the piston 4 below the piston ring assembly 152, which is advantageous because that increases the risk overheating or seizure of the piston at high temperatures. The piston rod 7 usually has a piston ring arrangement 153. With cast or Steel version, the cylinder 2 may weigh about 3090 grams and the cylinder cover 3 about 2,200 grams.

In Figure 15, this motor is shown reduced to a third. And with the opposite working lower second cylinder of the cylinder = pair of the engine. Accordingly, one has the second cylinder 61 with the cylinder wall 62, as well as the second piston 64 with piston rod 67 and the second cover 3 with inlet 69. Furthermore, the cylinder wall 62 has the second outlets 66. The two pistons 4 and 64 are connected to one another by means of the piston connection 60. The housing 16 collects the exhaust gases and routes them to the turbocharger, which feeds the fresh gas into the inlets 9 and 69 presses, so the outlets 6 and 66 deliver into the exhaust manifold 17. The housing 16 can also be designed to be rotatable or axially displaceable. In any case you can also arrange cooling fluid lines 19 with an appropriate arrangement, the then through corresponding channels 18 cooling fluid into the space 59 between the piston 4 and 64 direct. The cooling fluid flows through this space 59, cooling in the process the pistons, the piston connection and the relevant parts of the cylinder wall and leaves the space 59, which may also be called the cooling space, through the cooling fluid Outlets 20. See Figure 16.

The piston rods and the piston connection, like the pistons, can be provided with an inner cooling chamber 58, which is also cooled by cooling fluid -stroembar can be designed, on the other hand, but also the reduction in mass the piston assembly is used.

The piston arrangement is now made of cast iron or Steel 1.5 kg plus 1.5 kg (lower piston) plus 700 grams (piston connection), so together about 3.8 kg. Since iM xqan the number of strokes is already limited by the piston mass knows from analysis, the piston assembly must be made of light metal, so that her weight would be about 7.2 kilograms.

This corresponds to a mass of approximately: m = 0.12.

The number of strokes of this motor would now be a maximum of 929 double strokes (Figure 10) times the square root of the decrease in mass (rules according to The engine design according to FIG. 15 has thus more than doubled the maximum number of strokes of the free-piston engine compared to the first examined.

This was achieved by leaving out the central piston between the Before = compression chambers of the Stelzer engine and by replacing the piston Cast iron or steel thanks to the light alloy.

But it doesn't make much sense to stay longer with this engine, because its number of strokes in the event of a loss of energy for the acceleration of the piston mass is still too small and too lossy to be a safe and economical aircraft engine To achieve the future.

It is therefore useful to control the engine with piston movement = supply by means of an eccentric drive or crankshaft according to the Eickmann patent application P 3247181.5 to examine more closely. Instead, however, this analysis the engine of Figure 17 examined. He's got the cylinders and pistons again with accessories, like Figure 15. But the cylinders are through a middle part of the housing 57 connected. The crank shaft 56 is mounted in it. Connect the connecting rods 55 and 46 the relevant eccentric bearing part Sb of the crankshaft with the pistons 4 and 64.

FIG. 17 shows in places the position of a part of the ezentrlsohen Part 54 of the crankshaft and the connecting rod rotated 90 degrees.

The cylinders can be in one piece with the middle housing 57 and easily machined because it is a hole around the same axis, Drilling and honing. The housing covers that support the crankshaft bearings can be screwed laterally to the middle part of the housing.

The crankshaft has the usual counterweights 52 for mass balancing against the eccentric parts 54 and the connecting rods 54,55. Pistons 4 and A4 can be provided with cooling ribs 53 so that they are very much from the inside of the housing 57 can be effectively cooled. Corresponding cooling ribs 51 can also be used on the inside 4 and 64 are arranged in the hollow piston rod for the purpose of very effective internal cooling by a flow of cooling fluid through the hollow pistons. The connecting rods 54,55 are in the The usual way by means of hollow shafts 43 with the pistons 4 and 64, verbun = the.

In this engine, the mass of the piston and the connecting rod needs to be In the sense of this analysis, it is no longer of interest, as it has already been recognized in the analysis became that these masses are accelerated and decelerated by the crankshaft, once it has its speed. We assume 800 grams per connecting rod only as a reminder and to calculate the total weight of this engine.

The size of the engine is a maximum for reasons of strength = speed of 6000 rpm can be assumed. Furthermore, three units should have a common Crankshaft in order to obtain the desired uniformity of the torque.

This already has the great advantage that two cylinders instead of one are assigned to a crankshaft eccentric part, so there is already a weight saving. Furthermore, the engine should be charged by the turbocharger for possible use in vertical starters with 2 bar boost pressure. The speed may rise above 6000 rpm, as far as the loads and strengths should allow. > 1 Based on the comparison in the analysis of the compression ratio E = 40 (Stelzer engine), the following performance data is obtained: Since the engine should run at 6000 rpm = 100 ups, each piston would give Amot / 100 = -637.95 kg x 100 strokes / sec = 63 795 kg / sec divided by 75 = 850 hp theoretical comparison power. With the 3 double pistons and cylinders this means 6 times 850 HP = 5,103 HP. The engine would have a very low weight because the cylinder heads with their valves have been omitted. Turbocharger not included and secondary parts not included, the engine weighs around 80 kilograms. In practice, the losses due to efficiency must be deducted from the theoretical comparison performance.

The comparison is of course only theoretically meaningful, because with the combustion pressure of 1745 bar and a correspondingly high temperature, the cylinder has long since broken, before that pressure is reached. You can see that the compression ratio from g-40, which Stelzer states, may no longer be increased by charging.

After this theoretical investigation one can now practice a = turn to the engine shown in FIG. The crankshaft can also dxrch the scotch Joke according to the Burke engine can be added or such according to Eickmann Patent applications or eccentric shafts applied according to Eickmann patent applications will.

For the practical engine the compression ratio would have to be reduced ren, for example to a value under self-ignition or to a value at which Auto ignition occurs without a spark plug.

Such a compression ratio would be 8 = 12.5, for example. Another Value may arise in practice. P2 is then 30.25 bar; Pc = 4.405 bar.

A slightly lower pressure is recognized as the boost pressure, for example 1.2 bar excess pressure, i.e. 2.2 kg / cm2.

Then the motor gives the following values: At 6000 rpm the engine would have 26744 Kgm / s / 75 = 356 HP power per cylinder, with the 6 cylinders corresponding to 2140 HP power minus the efficiency. Because of the still high combustion chamber pressure, which in itself should be striven for in the sense of Mr. Stelzer, the engine would have to be made more solid, i.e. heavier.

For the aircraft engine, it makes sense to increase the boost pressure further limit, keep the speed at, or increase, but the dimensions and to make the stroke of the motor smaller. Because it needs more than 250 to 300 hp the engine for a one-man vertical ascent plane is not. Its weight should be but be as small as possible.

Therefore the following theoretical example is calculated: boost pressure on, »reduced; Stroke reduced to 60 mm; Compression ratio to £ = 10 and the piston area cross-section reduced to about 36 square centimeters. Piston rod cicerch diameters of 40 mm retained to allow large flow cross-sections to maintain and the very good internal cooling of the engines according to the figures 1 to 19 to be used.

The piston diameter would then be: The comparison data of this engine would be The power of the engine at 6000 rpm (losses not taken into account) would be 4581 Kgcm / s = 45.81 Kgm / sx 100 Ups = 4581 Kgms / s / 75 = 61.08 PS times 6 cylinders = 366 PS.

The engine should be able to be realized with about the weight that the Eickmann aircraft engine weighed from 1978, i.e. with about 52 to 60 kg. 1 without turbo charger. Possibly with a lower weight. Opposite the aircraft engine from In 1978 this engine would not be much more thermally or otherwise loaded.

The engine would have to have bearings according to Eickmann's patent applications Preserved and will probably be reduced in size.

The weight is reduced accordingly. A motor with should be aimed for less than 40 kg and around 150 to 200 hp. It would then be less than a tenth of the corresponding shaft gas turbines of the auxiliary unit Z drives of the Tornado cost and the power to weight ratio would make these best shaft gas turbines, equal to those in the tornado.

The performance has increased considerably compared to the 1978 engine. Indeed, with the same weight tripled, or at least more than doubled. This is achieved through the transition to a four-stroke engine that is flushed through Two-stroke engine, a crankshaft rYlt an eccentric part to two pistons and the Elimination of the heavy cylinder heads with their valves and their controls. The piston cooling could be at least as good or even better.

Whether the engine is the power decrease arrangements of the hydrofluid promoting Motors according to the Eickmann patents, or rotating hydraulic pumps or compressors, is a separate analysis.

The motor according to FIG. 20 should also be used for comparison.

He has a housing 80 with the crankshaft 66 with eccentric Crankshafts = part 4, on which the connecting rods 46 to AD are mounted. The connecting rods are individually connected to the three engine pistons 34,44, each in a corresponding Engine cylinders 32 run and each form cylinder chambers 31 and 41 therein, the crankshaft rotation between the central body 40 and the piston parts 31 and 41 can be enlarged and reduced. The connection between pistons and connecting rods takes place through the piston pin 43. The housing can be in one piece and also in one piece be with the cylinders. The Mjtteler.per40 are each between the piston parts 34,44 arranged in the relevant cylinder 32 and correspond to part 15 of Patent application P - 3Z33 243.2 This Mittelkoerper40 mriesseui with the one-way valves 19 of the aforementioned patent registration must be provided. Will be in place of the cylinder 45 of said patent application that of FIG. 46 of the same patent application is used, the one-way valves mentioned are not required.

The cylinder chambers 31 and 41 are turbo charged over the Means = body 40 and its inner space chamber 50 by means of control grooves 15 in the Piston rod 7 loaded. The gas discharge takes place through the outlets 36, or.

39. The advantage of this engine is that it is a six cylinder machine with 60 degrees between the cylinders is replaced by a three-cylinder engine with Double cylinders at 60 degree angles. This saves crankshaft parts and installation space. This engine fits easily into tight glider shafts. The pistons work once pushing and pulling once over the connecting rod on the Eccentric bearing 54 of the crankshaft 56. This crankshaft also comes with a single eccentric bearing 54 off. The units of FIGS. 14 to 20 described here as motors can be used also used as compressors, compressed air motors or pumps or hydraulic motors will.

In the 1: 1 size this engine has about 113 CC. The performance with Turbo would correspond to that of a 460 CC four-stroke engine, so by about 50 hp lie. The engine should also be twice the original size Have dimensions, then have about 900 cc cylinder space and a weight of about 20 kg. The power with a turbocharger would be about four times that of an uncharged one 750 CC four-stroke Moforradmotots from cq # q0PSlso; 70 times 4 = a maximum of around 280 hp.

One of the structural reasons is the favorable shape for the installation in particularly narrow aircraft and the other is dqs low weight in the case of particularly great performance. Another important reason is that it can be done is to set the cooling fan around the axis 86. Then you come with a single one Cooling fan off and can simply drive it at the correct speed, since the The axis of the cooling fan is at a distance from that of the crankshaft, but parallel to it is arranged. Instead of using the pistons and cylinders drawn, you could also those of FIG. 15 can be arranged or other expedient designs be provided.

Currently limited positives of the free piston engine: While im Previously it was first consciously determined that the piston of the free piston engine must be fully accelerated by the energy content of the fuel, it is but so that the kinetic energy imparted to the free piston during acceleration can also be converted - theoretically at least = at least - into work. That happens e.g. in such a way that the kinetic energy of the piston is used to compress Air is used to generate electricity or to generate hydrofluid. This can be done over the entire stroke, but one understands the matter better, if one proceeds again from Figure 10 and the following diagram figures. Man sees in the form of Figure 10 that the kinetic energy already according to eiL: wise relaxation stroke path, about half of the final sum of the kinetic energy Has. In order to better oversee this, FIG. 21 shows FIG. 10 again, however, the relaxation thrust path entered. For the sake of simplicity, however, it will not recalculated again, but the values from Figure 10 are entered as if the compression path is now expansion path between the pressure P2 and the final pressure P1 would be.

It is then easy to find that half the content of kinetic energy is already in the piston when stroke position H2 = 62 mm is reached. Of this The stroke position could therefore, even if only a single piston were present, the received kinetic energy to the power generator, the Kompre = ssorraum or the Pump room are delivered.

However, this has the major disadvantages in the patent application P -3247181.5 are described, namely the fact that intermittent loading of the Energy consumer takes place. The hydraulic lines, compressor tanks, etc.

could break or a pressure accumulator that is too large is required. The current curve would have very uneven performance and would also have to be reshaped, be balanced. These disadvantages are overcome for the generation of hydro pressure fluid with the resources of the Eickmann patents from 1960, which were mentioned at the beginning were and with the means of the patent application P- 32 47 181.S It is now still to investigate whether it would be possible with a - mini - Stelzer engine that claimed 30,000 strokes of the engine (without bars, gsabgabe) to achieve.

Using the rules according to page 4b of the analysis one gets: Example M mass reduced to 1 kg weight = # 5 = 2.24 times the number of strokes.

Stroke reduced to 3 cm with the same '= 1.73 times the number of strokes.

Boost pressure to 3 bar excess pressure # 3 = 1.73 times the number of strokes.

together 2.24 x 1.73 x 1.73 = = 6.7 times the number of strokes.

Example: N j mass reduced to 0.25 kg weight # 10 = 4.47 times Stroke rate.

Travel reduced to 1.25 cm with the same Es 1? = 2.83 times the number of strokes.

Boost pressure to 3 bar overpressure F 3 = 1.73 times the number of strokes.

together = 4.47 x 2.83 x 1.73 = = 21.08 times the number of strokes.

This Mini Stelzer motor could therefore 925 x Z = 20 726 double strokes per minute, it is shown on a scale of 1: 1 in FIG. He would have to have very thick walls because of the extraordinarily high explosion pressure. and it remains extremely doubtful whether it will ever be possible brake the stroke of a free piston so precisely that the piston does not hit the cylinder cover in question snaps and smashes it if the engine does not Means of the Eickmann patent applications are assigned, so the stroke is positively controlled will. Even this mini free piston engine would have a little more than turei reached a third of the number of strokes specified in the VDI magazine.

The power of this engine with the high number of strokes and with compression = Ratio 40, if it were to be realized, it would still be considerable high and around a few to 12 hp. You can see from it that the stilt Motor cannot be discarded from the start. If you restrict it to the area on which it has so far given the impression of being expedient, then it can be an economic one Achieve future in these particular areas. For the sake of good operational safety it may be useful to forego the large compression ratio. The performance is then lower, but the operational reliability is higher. To investigate would then still be whether the starting device for such a small engine is not becomes expensive and time-consuming. According to previous impressions, this is the author of this publication it may be easier to build the engine bigger, with lower compression = Let the ratio work so that the piston does not hit the cover and a starting device becomes financially more profitable.

In Figure 22 it is therefore also shown that, like Mr. Stelzer it wants the piston ends to pump compressed air into compressor chambers 210, Z11. There, As stated above, the kinetic energy is already part of the stroke reaches half of the final energy, this type of compressed air generation is moeg = Lich and yes it has been used since around the turn of the century. These The type free piston engine is then tied to the kinetic energy of the piston is to be lent to him and which he gives off again in the compressors. So far in the In practice, however, the system is only used for large-scale systems Number of strokes per unit of time. The Stelzer's invention of the middle part of the Stelzer The engine with the pre-compression chambers makes a praiseworthy contribution to perfection. In particular also because the choice of the diameter ratio between Pre-compression chamber and combustion chamber any pre-pressure can be realized can be. Another notable advantage in the Stelzer Motor is that Mr. Stelzer used the invention of the Swiss Buchi, namely the axial flow of the combustion chamber cylinder. Although the Stelzer engine is a two-stroke engine, it has he does not have the disadvantages of the two-stroke engines that were common before Buches invention. The flushing with fresh air is in the Stelzer engine and in the other figures Thanks to the Buchi system, this typeface is as good or almost as good as in four time engine. So far, this is not sufficiently known and also not sufficiently appreciated. Large diesel engines built in Japan under the Sulzer license achieve such Two-stroke system not only very high performance, but also exceptionally high Efficiency levels for single Sulzer motors with a total efficiency of up to 51 percent can be specified.

But you get twice the performance compared to the four-stroke M + otor not with the same stroke of the four-stroke engine, because the stroke around the release the exhaust port length has to be lengthened, i.e. the crankshaft some must give up a longer stroke. This is the part of the stroke that the outlet slots releases, a dead stroke with no power, which merely flushes out the combustion chamber Cylinder is used.

In the example in FIG. 22, the diameter of the admission pressure is the piston 36 mm, so it weighs about 86 grams. The diameter of the working piston is 30 mm, so that they weigh about 60 grams each and the piston rod diameter is 12 mm, so the piston rods together around 40 grams, the total piston so weighs (weighs) about 250 grams. The effective working cross-section is then approximately 5.94 square centimeters, which is 7.727 mean pressure (compression = ratio = 40) there. At 20,726 double strokes per minute = 690 single strokes per second the 57 Kgcm x 690 = 393.79 Kgm / s = 5.24 PS.

There is another difference in the forms for further investigation and calculations of Figures 10 and 21 of interest. Because in Figure 10 they are Speed in column 35, the speed summation in column 36 and the kinetic energy not converted to the short times in which they act. In the form of Figure 21, however, the temporary speed VmJ (in the interval) of column 35 with the actual time from column 34 multiplied, the actual acts and adds the speed sum in column 36. Because the one in column 35 entered calculated speed would only be reached if the piston was accelerated for one second. In fact, however, it will only a fraction of the second, namely the time 'does' of column 34 accelerates, so that the total speed achieved in column 36 is significantly lower. The actual speed achieved can therefore be found on form 21, not from form 10.

The kinetic energy actually achieved is also corresponding not from the form in FIG. 10, but from that in FIG. 21.

For a better overview of the results, these are in the Diagram of Figure 42 shown. You can see that half the kinetic energy on the expansion stroke at H = 62 mm is reached when the engine is on compression r ratio = 40 worked. Since the calculation was based on the compression pressure, are the prints with 3 for the whole engine and for the real expansion process multiply the prints by 4. The movements, performance and so on are however, in the sense of the analysis, multiply by 1.73 when looking at the results wants to conclude on engines of other dimensions or compression ratios.

In the following an attempt is made to achieve a general representation of the ratios for different compression ratios. For this purpose, the results of the mean times and pressures are re-entered in the intervals in FIG. 21 and then multiplied with one another in column 43. In column 44 the interval products of column 43 are added from bottom to top. F z3 9 LL ~ ~. fi ½3. .43 44 -46- -q ~ eB 110 N1 82 1-t pf vlf 4 1i, -Hj Jb P. ~? DH ~, Pj J = he tl orli - I --.---. i ict ----. {Cktt s-3 ti, it "?? HÄ e . ~. Qh L ~, ~ w. . ..... ~ w. "II48? Q. 11 / -7 -4.4 '.? -f -.--. '. 4. .. - qr, 4b67 - * Lze; ID w ~~ ~, J == ~ ~ ~~ ~ ~ = S 5-- - .- .53rtl /, 397:, 5 ,? .2S 7 26l9, 10F g of062sg .38816 0.05, Ig.7 .550 ~ 1021 6 25 h ob341 / 397 I, t4 7 10t, 10.37B, 0396 .32DS2 0.055 18.1+ 5 + 4 541 4, 2. each, 56g3 s 1,568 20; .5 S, S 66,186,389, o2574, 28092 o.058} 7, td; iw 892 4th , 167 ,, i bli6 1. 804! 6 I..6: ': 4j'J -.02701 dz247 .2Sig o, o61 / 6.48 494 sss 3.5 ,, {54 "65O /, q53 12.S 3.7C 36, + 5 '4.741, o2701 1, 23, 232'? 1 IS, 90 47? R 3825 3 '431 it bSos 2.139 ID! ° fi .-. 2-sr or .20570 te87s O, O & b o, 066/5, l2 453 7es I / 33 11 725612 # 37v l, S1, t, 5 7., 526.912 /, 72, 029091.18289 O, 6g {4.67 440 7 '/ L i '»I XZ5 / .7 $ 6i.2.7ol 12, o j2 JIS '.118 3.931 1 3, / 66 4 j 2.s 1.76 t 7.55 12.67 .01940 .to? L, 9, o76 l), W 396 W85 ß 4.40 ", 3'0.j 4 ,, 3.95 / 3.53j3.0j1.2505.73 2! 95.01690 11131'0, o7g 12.61 378 6s6 .8,.! 051 "| 1.081 | 4.405:;?. 6I 2861 3j1 | 4 @ 57 3w3 / |, ols / 1 ° 94 + ts, 083 (2.ob 36 62s , .6, --2 '.1-196i5, ° .9 ,? . 2.51 .0I3? 2 3! 76, 3.6f1 & 0! 37? .L07928 o, o87 11.49 ~ 4s e 1 /, 1) 5 5.579 .I 1.w41} ° + 378X6.206, 671.62 6.206 6.7 .01? 2o .O65 .04836 343 S94 251103r OI; ! 11b 3 ,; 8 pD.41wI.3 sj7o ° / tl 235 | rr, 6; 7 i2.234 I 1 ° ldei75; 101091 13 o {? - - *. 1 ~ 1 1 i III! This calculation form is also shown in FIG. The calculated value in column 45 is labeled "Pb". It is the desired integral mean = pressure for the short time of the relevant interval that is required to be able to draw a diagram for all stroke ratios. So it has pure mathematical value, while the real mean interval prints are the prints "PJ" shown in the diagram of FIG. However, this mathematical value “Pb” is very important and is therefore plotted in the diagram in FIG. 41. You can namely now use the basic equation (23), multiply twice the stroke with the mass and divide by the pressure "Pb" you just found and the cross-sectional area "F", in order to get the time "tlat '" after taking the root. f, which is the time the piston needs from any stroke or compression ratio to travel the full stroke from any stroke start H2 to stroke end H1. The calculation is made in column 45.

1 divided by this time brings the Einhubweg pro in column 46 Second, where = after then the double strokes per minute follow in column 47, which then can be shown in the last column 48 for the entire engine multiplied by 1.73.

The graphical representation of the calculations from FIG. 40 takes place in Figure 41. This also includes that between any H2 and H1 Acceleration "b" can be seen. At the top of Figure 41 is the integral mean = pressure "P | N1N2" between the two now arbitrarily acceptable travel limits entered for comparison. You can see that the pressure value, which is important for the calculation "E" is much lower than the integral mean effective pressure "P | e". He's almost 20 times less. The times t '"in the relevant intervals are also entered. These do not give a converging curve because the intervals are very different were calculated. There were wide intervals in the areas of low pressure because the prints change only slightly in this pressure range. On the other hand, in the high pressure areas there were narrow intervals in the forms of the figures 10, 21 and 40 are calculated because the prints are quickly and change greatly. From the different directions of the times in the intervals you can see that the calculation is not exactly accurate because there are only a few intervals were calculated in order to provide the general overview that the analysis is intended to provide obtain. If you were to calculate significantly more intervals, then the results would be correspondingly more precisely. That can be done with the small pocket computers, yes may that be reserved for the future. The times "tj" would be in the intervals then bring a converging curve and the results of the overall analysis would be accordingly more precisely. There is not enough space for this in the forms of the figures and for the general overview that the analysis brings should, such high accuracy is also not required. For planning an engine for comparison with the possibilities, it is not important whether the engine is 929 or 980 or only 870 double strokes per minute are achieved. If you go to the current construction and build an engine, but then it's useful to make the engine more accurate add beforehand by =, for example at intervals of 1 mm of travel. Appropriate Computer programs are available from the author of this document if urgent needed.

The results of the analysis can now be sent to Beurtein4 nyY 71 of the free piston engines.

Assessment of the free piston and double piston engines: Figure 22 shows the mini Stelzer engine in longitudinal section. It is taken into account that the Public literature on the Stelzer Motor reports that the Stelzer Motor the piston at the end of the engine can protrude so that it can be used in a compressor Cylinder air is compressed, so it is used as a compressor. The word "stilt Motor "should be a registered trademark and in at least one dictionary have appeared in public. In Figure 22, therefore, are the two compressor chambers 210 and 2ff1 of the Stelzer engine with their inlet valves 26 and their outlet valves 27, with the piston ends of pistons 4 and 44 in the compression chambers 210 and 211 run in and compress the air in it, the other stilt motor parts are well known, because there were 1000 at the last fair alone Kilograms of brochures and descriptions distributed. These other stilt motor parts therefore do not need to be described. They are the Stelzer form piston 12 between the pre-pressure chambers 28 and 29 with the Stelzer inlet 30. The parts 12, 28, 29 and 30 are inventions and patents of Mr. Stelzer. The piston rod 7 with the control groove 15 is located between the two working = piston 4 and 44 and is also connected to the piston 12. The exhaust outlets are with 6 and the hollow (piston rod) lids are labeled 3.

If you follow the analysis properly you will immediately see that this version of the figure described in the literature about the Stelzer engine 22 is not economically viable and wastes energy. Because from the analysis the result is that the engine at air ratio 1 is about four times the expansion pressure compared to the compression has pressure. Would be the engine for the compressed air generation now built as described in the literature about the Stelzermotor and as in As shown in Figure 22, the motor would only produce about a third of the energy generated use to compress air. Chambers of the same length and compression ratios in the engine part and in the compressor. Because the compressor would only be compress as much air as the compressor part of the engine does while the engine is running the compression stroke delivers three times as much pressure and power.

So you have to go to Eickmann, the free piston engine for the press = Design the air generation differently, as shown in Figure 23.

Figure 23 shows that the engine piston 4.44 from a further piston = rod 37, which carries the compressor piston 33 at its outer end.

As a result, the compressor piston 33 reciprocates in the compressor cylinder 65 when the engine is running. Chamber 65 is opened by the inlet valve 27 is filled with fresh air and the compressed air through the outlet valve 27 ab = delivers. To make the engine efficient and use all its energy, According to Eickmann, in order to generate compressed air, the piston 33 and the cylinder chamber must 65 have a larger diameter than the engine piston 4.44. Because the cross-section the compressor cylinder chamber 65 would have to do this in an otherwise lossless engine Be three times the engine compression piston. These larger diameters are in Figure 23 shown. So it is so that it is not the stilt motor piston in the compressor is allowed to compress, but a separate one, which is connected to the piston by means of a piston Compressor piston 33 of larger diameter must be used when the engine should be rational. This larger diameter is shown in FIG. One finds in FIG. 23 two lines 67 to the left and right of the piston 33 in the chamber 65, which show the diameter of 39.46 mm. If the stilts 4, 44.30 mm in diameter the chamber diameter of chamber 65 would be 39.46 mm, if you had the 1.73 times the cross-section. In FIG. 23, however, the piston 33 has a larger one Diameter, since almost three times the cross-section can be used if the motor is and the compressor operate with low losses.

The motor of FIG. 23 would therefore be an efficient compressed air generator. With a compression ratio of e = 40, the piston arrangement would already be at 62 mm Stroke position H half the kinetic energy that the piston assembly transfers to the compressed air can deliver. If the air were to be compressed, this eleventh would be calculated kinetic energy of the piston used in the compression of the air and doing so the movement of the piston assembly is braked until it is zero in the Enhbulage H1 would be, so the stroke is ended. The kinetic energy given to the piston So it would not be lost, but it would be in the energy content of the compressed air converted. However, he would have. Motor only half the calculated theoretical Power that could still be reduced by losses in efficiency. In practice it is of course not the case that the kinetic energy is exactly in the stroke position H = 62 is reached and right here the use of the kinetic energy for compression begins.

Because expansion that does work, as well as work-consuming Compression goes over the whole stroke. Finding the middle kine = tical energy makes the processes easier to understand and gives one An indication of the performance that can be expected from the engine.

While in Figure 23 one half, the right half of the Stelzer Motor is used to attach the compressor part 33,65,26,27, but it is Eickmann motors with lower masses are more appropriate for higher performance to use the piston, such as the one according to Figures 446 or 39 To Eickmann, it is also useful to have another piston rod part 38 from the To let the compressor chamber protrude through its cover in order to access its Arrange the connecting rod 46 at the end by means of connecting rod bolts 43. The connecting rod 46 is also supported the other eye on the eccentric luger63 of a crankshaft, or, as in the figure 23 and FIG. 24, on the eccentric bearing journal of a crank disk 49.

FIG. 24 is a section through FIG. 23 along the arrowed line in FIG. 23. The crank disk 49 can rotate in the bearing 35 of the housing 42 stored and has the flywheel or the counterweight 52. This arrangement achieved the following advantages a) It prevents the piston 4,44,33 against a cover or cylinder bottom, since the stroke through the connecting rod 46 and the rotating Eccentric pin 63 is controlled.

b) The engine can run at several times higher speed, since the acceleration = Inclination of the mass of the piston assembly 4,44,33,7 etc. from the flywheel mass 52 removed and fed back to it once the engine has reached its continuous speed has reached. This enables a multiple higher speed and power.

c) Since the eccentric disk 49 has a rotational movement, it is easy to whose shaft 56 with a conventional motorcycle or car starter from the battery to start.

For high speeds it is advisable to use the exhaust gases for operation of a turbocharger 68 and the compressor chamber 65 through from the turbo 68 to feed pre-compressed air. Because it is very questionable whether the air without pre-compression sufficiently perfect with the 30,000 double strokes per minute specified by Stelzer can enter the compressor room 65.

Will the piston rods 37,38 etc. as well as the connecting rods and eccentric parts 43, 46, 63, etc., as well as the flywheel 52 designed to be sufficiently stable, then can the engine of Figures 23 and 24, especially if it has light pistons after the Figures t4-16 or the like used, at least 30,000 double strokes per minute run although such a hollow number of strokes is not always necessary or appropriate.

While the motor of Figure 22 exclusively with the kinetic Energy of the piston 4,7,44 works, the motor of Figures 25 and 26 can also without Take into account the kinetic energy of the piston.

FIG. 25 is a section through a fluid-conveying compound = nominal motor and FIG. 26 a section along the arrowed line in FIG. 25.

Figure 25 with Figure 26 shows the double piston 4.44 with the connecting Piston rod 7 in between in the cylinder chambers 1 and 61, in which the double piston reciprocated .. The fresh air is supplied through the inlets 26 and after completion The exhaust gas from the outlet slots 6 from the relevant cylinder has expansion blown off, which the respective piston releases 1.61 in its inner end position. In doing so, fresh air is supplied from the charger through the inlet 26 into the relevant cylinder in-presses and flushes it out cleanly. In the figures of this document are Spark plugs, injectors and the like are not shown, as such for corresponding engines are self-evident. But that's why they aren't Ignition means are drawn in because the engines in this document have high compression ratios be able to finish yourself. When there is written about the supply of fresh air, In carburettor engines, this can also do fresh gas, i.e. a mixture of air and fuel mist be. After the old gas has been vented in a cylinder 1 or 61, the fuel ends in the other cylinder 1 or 61 and drives the relevant piston 4 or 44 to the expansion stroke at. These processes are not described again in the following figures because they act analogously as in FIGS. 25 and 26.

The peculiarity of Figures 25 and 26 consists in the following: a) The Piston rod 7 is provided with the lifting templates with lifting surfaces, over the pump piston or compressor pistons are driven. The lifting templates 76, 77 form the lifting surfaces 78,79, on which the lifting rollers 72 decrease the pumping or compression lifting path = men and transferred to the pump of the compression piston 24.

b) The cylinder walls 2 are provided with slots 81 in which the cross fingers 80 arranged on the piston rod 7 run and aps the motor step out in order to form the connecting rod bearing 43 fiber the connecting rod 46,48 '.

These special features a and b can be used individually or together or be ordered. This motor corresponds essentially to FIG. 45 of the Patent application P-3233tt3,2. But the motor of Figures 25,26 has against: over the mentioned Figure 45 of the patent application mentioned still the advantages c unof ot / wie c) The piston rod 7 is so short and the piston and cylinder are axially Direction so close together that the lifting templates 76, 77 with their lifting surfaces 78.79 enter the respective cylinders 1 and 61 when the pistons 4.44 reciprocate.

d) The work-performing cylinder spaces are axially outside, so that the Mittolkoorpor 40 of Figures 20,39,43 continues.

The mode of operation of this motor is explained in detail with reference to FIG. 46 described in said patent application. Figure 46 of said patent = Registration is shown in this document as Figure 46, but the reference symbols are Changed so that those of the current script are also used in the figure. Correspondingly, FIG. 45 is a copy of FIG. 45 of the aforementioned patent application.

Figure £ t5 shows the previous engine of this type in a longitudinal section.

In FIGS. 25 and 26 it can also be seen that the lifting arms in Lift arm bearings 74 can swing and the lift rollers 72 on the bearing pins 73 of the Hub = arms 75 store and the lift arms 75 are provided with storage surfaces body 71, on which between the body parts 71 and the piston 24 arranged piston shoes 70 slide somewhat, which are pivotably supported in the piston 24.

At the stroke of the engine pistons 4.44, the lifting surfaces press 78.79 alternately the relevant pistons 24, of which only 2 are drawn, into the relevant pumping or compression chambers 21 in, which only through the Item numbers 21 are indicated.

The shape of the lifting templates and lifting surfaces 76 to 79 is like this designed that the pump pistons (which can also be compressor pistons, in the future but only pump pistons are called), 24 just absorb the force that the lifting surfaces 78 or 79 from the gas pressure in the relevant engine cylinder 1 or 61. For this purpose, the lifting surfaces 78.79 have a certain angle relative to the piston axis and a certain distance from the piston axis 83, both from the formulas and rules of said patent application P-3247181.5 can be found. In the event of full equality of forces there is equilibrium between the forces the piston 24 on the one hand and the relevant piston 4 or 44 on the other hand. Of the The engine does not move then, but you would with it through the cylinder wall Press the piston 4.44 very lightly in an axial direction with your finger, then would either the pump pistons 24 drive the engine piston 4,44 or the engine piston 4,44 the pump plungers 24 drive. In practice, therefore, the shape of the lifting surfaces is 78.79 slightly narrowed so that the motor piston 4, 44 always has a slightly greater force exercises and the engine with piston 4.44 its entire reading of the gas pressure in the relevant Cylinder 1 or 61 at any time, regardless of the stroke position of the piston 4.44 is, in delivered by the piston 24 fluid power. For example as hydraulic Pressure flow or compressed air pressure flow. By arranging any number The forces perpendicular to the piston axis 83 can be compensated for by the pump piston 24 and also the energy and power that the engine emits in proportion Divide into individual Druckfluidstroeme. For example, you can have several hydraulic motors or synchronize compressed air motors to the same number of revolutions.

In FIGS. 27 and 28, which are sectional figures with respect to one another, is Another exemplary embodiment of a double piston engine is shown. Also in this The engine is the working piston 4.44 through a piston pin 43 and the eccentric bearing 63 of the crankshaft 56 arranged with counterweights 52 connecting rod 46. The peculiarity of this engine consists in the following: e) The one cylinder space 1 with wall 2, in which one piston 4 re = prgkiert, are several counter-cylinders 61 with a plurality of opposing pistons 44 reciprocating therein, each of the Opposing piston 44 is connected to the first piston 4 by an individual piston rod 7 is.

In FIGS. 27 and 28, the first piston 4 has a total of 4 opposing pistons 44 assigned in counter cylinders 61. Accordingly, there are four piston rods 7.

In these figures, four opposed pistons 44 are selected because then one straight, bent piston rods 7 between the pistons 4 and 44 can be used.

Because in the case of four cylinders, they are arranged under the first piston 4 will. The diameter of the opposing piston 44 and opposing cylinder 61 is then straight equal to the root of the root of the diameter of the first piston 4, i.e. straight half the diameter of the first piston 4. If you turn 4 opposed pistons only 2 opposed pistons 44 on, then its diameter is equal to the root of the diameter of the first piston, namely o, 7071 of the diameter of the first piston 4. This diameter can be but no longer arrange it under the first piston 1 in such a way that you can use a straight piston rod or with straight piston rods 7 could manage. The piston rods 7 would have to then be bent. But then they no longer know fully in the Ets cylinder space 1 and the motor would then be much longer because the piston rod would then have to run partially outside the inner diameter of the first cylinder 1. The version with 4 opposed pistons 44 is the cheapest because it is simple piston rods and short connecting rods 46 can be used. That is also the case when one 5t6,8 or the like opposing piston 44 is arranged. But then the number of pistons and cylinders quite high and the engine is correspondingly more expensive to manufacture.

In addition, inlet valves 6 are shown in FIG. shown in the 32 can be seen and described even more clearly. The crankshaft 56 is with Fluidlei = lines 87 provided for the lubricating fluid and the lines can be in hydro = static pressure fluid pockets open between the crankshaft and its bearings.

Figure 28 also demonstrates the possibility of arranging a another specialty Figure 28 shows the further specialty, da45 can be arranged, if desired, as follows f) In the cylinder cover 3 are swivel or rotary valves 84 with control and flow channels 85 arranged, in order to achieve a fully utilized gas throughput with prevention Dead spaces of the piston stop, that is, recesses 88 in the piston head -Ordered and incorporated or molded into it, the shape of which is complementary to the outside diameter of the valves 84 and their axes to the axes of the valves 84 are parallel and are the same with them when the piston face is the bottom face the cylinder cover 3 touches, the walls of the formations 88 are then on the relevant parts of the outer surface of the valves 84 and each dead space that the Would reduce the efficiency of the unit, or the performance of the unit would decrease is avoided.

The parts that are already known are merely provided with reference numerals, but not described again, because their location and mode of action are based on the description = practice of other figures is already known. The aggregates shown in the figures are mostly called motor, but it means that they are also whole or partially as pumps, compressors, or pneumatic or hydrostatic transmissions, Pumps, motors, compressors or the like can be used, or parts the aggregates can be used in such other aggregates.

It should also be mentioned that when the cylinder is charged by the turbo the pistons 4 and 44 are not necessarily connected by the piston rod 7 have to. The piston rods 7 could then simply be used as spacers freely between the pistons 4 and 44 lie, or be verbun with only one of them, because the Turbo pressure would then press the pistons 4 and 44 together = and the relevant Drive the lifting process. The production of the piston = aseemblies is then easier and can sell the motor according to FIGS. 27, 28. But then the pistons need it larger lengths for good guidance and prevention of canting in the subject Cylinder with cylinder wall 2. Therefore, it is more practical to use pistons 4 and 44 the piston rod 7 to connect, or, as in the not Stelzer, Eickmannschen Motors can be manufactured in one piece without having to manufacture the cylinders separately to have to.

Figures 29 and 30 show a further embodiment of a new engines in longitudinal sections that belong together. These engines conform to a large extent the motor of FIG. 26. In particular, the slots 81 and the cross fingers 80 with the connecting rods 46 on the cross finger pins 43 of FIG. 25 and 26 in FIGS. 29 and 30. The peculiarities of the characters 29 and 30, which can be arranged individually or together, are g) The crankshaft carries 3 connecting rod eyes of each connecting rod 46 to 48 next to one another on their eccentric bearings 54. This is important for the design of a motor according to FIG. 20. FIG. 20 has only 3 single connecting rods, whereas Figures 29 and 30 each have 3 double connecting rods 461 if 3 cylinder sets 2 of Figures 29,30 in the 60 degree angle construction of Figure 20 are arranged. This becomes significant: there are crankshafts and crankcases Saved weight.

h) The inlet valves 26 are balls, for example 'very light made of carbon or porcelain, of course also made of metal or glass, and held by means of the tensioner or springs 89 and pressed onto the valve seats are that the turbo boost pressure or the free atmospheric pressure is sufficient, they to open. For high stroke rates, the low weight of the valves is important, the mass forces because. These spherical valves are cheap on the market. The piston -front surface 5des The relevant piston 4.44 must then receive the hollow ball = shaped recess 90, the complementary to the outer surface of the relevant part of the ball valve 26 is placed and must be slowed down so that any dead space is avoided.

While all other parts from figures described earlier are understandable when you look up the item numbers, is shown in Figure 29 also shown that an intermediate bearing 95 for the crankshaft 56 can be arranged because the connecting rods of the pairs are axially far apart.

In addition, an outer housing 94 can be arranged and an inner one = form space 93, which is in communication with the inlets 9 and with the boost pressure the fresh air or the fresh mixture can be filled for the intake the valve tensioner 89 receives the piston corresponding valve tensioner recesses 91 arranged and shaped complementary to the valve tensioners 89, thus also the Valve tensioners do not create any dead space.

Figure 30 shows the piston 4-7-44 in the middle stroke position, what especially It is clearly visible how the cooling fluid then passes through the inlet 19 along the Cooling = ribs 53 of the piston and the piston rod 4,7,44 flowing the piston and the cylinder wall 2 can cool in order to then flow out of the outlet 20 to flow in or out.

FIG. 30 shows part of the figure / + with the special feature: i) Instead To arrange the piston ring 153 of Figure 14, a sealing ring 96 is arranged, the is located in an annular chamber in the cover 3 and radially from the outside to the inside tense. This enables long strokes without multiple piston rings on the piston rod 7 do use and also the sealing ring 11 does not run through the hot combustion gases in the Zy = '- -linder, like the piston ring of the Stelzer engine. As soon as the control groove 15 closes, the sealing ring ii is in the sealing ring chamber 10 separated from the hot amber gas.

In practice, there is also another identical Oichtring on the outside = rem axial end of the cover 3 arranged around the inlet 9 in both axial directions to seal well. It is useful to have the inner sealing = flat 97 of the sealing ring 11 easy to grind and over the channel 96, which i can be a simple hole, to direct the combustion chamber pressure to the radially outer rear side of the sealing ring 11, so that there is pressure in the chamber 10 and the sealing surface 97 is well connected to the outer surface the piston rod 7 is pressed. You can also design the cover in several parts, that means separate it along the horizontal lines in the lid 3, the areas good thing and then screw the parts back together to the cover 3, after the sealing rings 11 have been inserted into the chambers 10. That way is the production of the sealing ring chambers 10 is particularly simple and precise and the assembly, such as the replacement of the sealing rings 11, then does not present any difficulties.

FIG. 32 shows how, instead of the piston rod 7, an inlet valve 26 i is arranged on the relevant cylinder 1 or 61. This Figure 32 shows this Arrangement approximately on a scale of 1: 1 for the 1000 CC engine of the analysis.

The same arrangement can be found on a smaller scale in the Figures 15 to 27. The valve 26 has a valve stem 100 that passes through the sealing ring 11 can be sealed in sealing chamber 10. At the rear end of the valve stem 100, the holder 99 can be arranged, which prevents the valve spring 98 from falling out and the valve closes when the pressure in the inlet 9 is too low to to open it or to keep it open.

Figures 33 and 34 show in length 5 cut the exemplary embodiments of the central body 40 or 140 of Figure 20 in an enlarged scale, so that one recognizes the parts better. FIG. 35 is a section through FIG. 33 along the arrowed line in FIG. 33, while FIG. 36 shows a section along the arrowed line Line in Figure 34. One sees in the middle body 40 the ring chamber 35 with the Inlet 113. The bore through the body 40 receives the piston rod 7 and seals this. For the one-way inlet valve or the one-way inlet valve (Figure 35 shows 4 such valves) the blind bores are radial up to the Retaining rims 114 arranged to hold the valve housing 130 aqf and tightly To keep. The valve seat, which forms the valve head, is arranged in the valve housing 130 of the valve 112 carries.

The valve 112 is a radially inward, the inner chamber 50 to open and sealing valve 112. On valve stem 112 is the spring tension ring and holder 115 arranged, which holds the spring 117 surrounding the shaft 112 and tensions it weakly. This closes the valve 112. Furthermore, the stoppers (travel limiters) 116 arranged in the valve housing 130 in order to prevent the valve head of the Valve 112 flies radially too far inward and hits the piston rod 7. This arrangement is a one-way valve arrangement that removes air or mixture radially from outside through the opened valve 112 into the inner chamber 50 and into the control groove 15 the piston rod 7 can flow, but soot flows from air or gas the cylinder 1, 61, the control groove 15 or the inner chamber 40 prevented. In this Figure 35 also shows that access rooms 109 can be arranged, to which the threads 110 lead, into which the spark plugs can be screwed. Instead, however, you can also use injection arrangements there.

The one-way inlet valves 101 can also be seen in FIG. 34 and 102. These do not direct the air or fresh mixture into an interior chamber 50, but directly into the two cylinders 1 and 61. The valve heads 101 and 102 lie on the valve seats which are easy to manufacture because they have the conical Form the end of the holes that accommodate the valves. At the back end the valve stems again have a spring holder 105 on which the valve stem partially surrounding springs 107 are arranged, which pull the valves into the seats and close. A clamping sleeve 106 with clamping rims 108 holds the relevant other ends of the springs 107 and causes the weak bias of the springs and Holding the valves 101 and 102 on their seats.

The spring tension sleeves cannot be installed through the inlets 104.

The fresh air or the fresh mixture also flows through the inlets 104 and opens the valves 101 and 102 under boost pressure, if the counter pressure in the relevant Cylinder 1 or 61 is correspondingly small. So by the arrangements according to the FIGS. 33 to 36 optionally depending on the arrangement of the cylinder 1 or 61 with air or Fresh mixture filled and the cylinder in question flushed out of the old gas, the is then blown out of the relevant engine through the outlets 6, in particular also to drive the turbo.

Figures 37 and 38 show a particularly light connecting rod with a low Mass that opposes little inertia force because of the small mass, the acceleration. It is made from fiber-reinforced plastic, mostly from carbon fiber Building material, namely made of carbon fiber. For the purpose of making the connecting rod from this extremely solid, but very light building material with a specific weight of only 1.4 has a significantly lower mass than Lecihtmetall, three pipe parts are formed. This is done by wrapping the carbon fiber around a shaft and using the binding agents, for example with epoxy resin, coated and then dried. The fibers are through the Points indicated in the figures. After the material has dried is, the tubes 118 or 119 obtained in this way can be removed from the shaft around which the fibrous material was wrapped, peel it off. So you got the connecting rod eyes 118 119. In a similar way the oval tube 120 is wound. When it is dry, it is pulled off the oval shaft with the planar surface parts close to 123, and so has the oval tube. Slides into this the inner cross reinforcement 120 in1 if you want to arrange them to larger ones To achieve strength.

This ItreuzEeil 120 was also made from the same building material beforehand produced and glued together by means of the connecting clothes 122. After that, will the oval tube cut to length and with the ends of the radius around the eyes 118 and 119 shaped, e.g., milled or ground. So you can the oval tube 121 between place the connecting rod eyes 118 and 119. A fibrous skin 123 is then wrapped around it the eyes and around the oval tube as shown in Figures 37 and 38, after the relevant open places of the eyes and the oval tube with has coated the binder. After applying a binding agent such as epoxy again Resin, you dry the whole thing, e.g. in the oven, and after drying you have a perfect Connecting rods with eyes to run around the eccentric part of the control shaft, around the eccentric pin or around the piston pin, whereby the connecting rod is twice as durable as one made from Aluminum is made, but only slightly more than half of the corresponding connecting rod Aluminum weighs. The speed or number of strokes of the motor can be increased accordingly using this connecting rod.

Figure 45 shows the double piston engine with central part 40, as it is for Example is used in Figure 20, but can also be used alone.

It is important that it has a piston rod part that goes outwards 38 which can be connected to a crank mechanism. The parts of this.

Motors have item numbers that have already been described in this document are. Incidentally, 212 shows the turbo, while Po5itlon 213 is the intake line of the turbo Charger and 214 the output line for the pre-compressed air. 226 is the screwable one Housing of the one-way valve 112 with the inner inlet 9. 211 shows the exhaust pipe from outlet 6 to the turbine of the turbo charger. 216 is the housing and 209 is the valve a suction valve to line 211 for the time in which the line 211 has negative pressure below atmospheric pressure.

FIG. 46 shows the combustion promoting fluid in a longitudinal section motor whose parts (item numbers) have already been described earlier in this document have been. It is very important that this version is not one-way Inlet valve is required because this function is fulfilled by the control grooves 15 will. In this respect, the system of Figure 46 is simpler, than that of Figure 45. Consider here that in Figure 46 the internal combustion engine chambers 1 and 61 lie axially within the piston 4 and 44. If they are axially outside lie, the matter is different.

Figures 45 and 46 have the advantage or disadvantage that the high Temperatures occur close to the middle of the engine, while they occur in the case of the 2 low Figures of this document 1 in which the internal combustion engine cylinder chamber 1 and 61 axially outside the pistons 4 and 44, more axially outside, more from the The above-mentioned higher temperatures occur away from the middle of the engine. Both has advantages and disadvantages.

At high temperatures in the middle you can turn off with a fan = come, but the cooling is generally a little more difficult. With the high = temperature more axially outside you usually need two cooling fans, but the cooling is more effective in most cases.

Figure 47 is a cross section through Figure 46 along the arrowheaded line Line F-F in Figure 46. Figure 47 therefore shows how the one in Figure 46 is rotated 90 degrees Drawn Hubscha lonen 76 with their Hubflaechen 79 really lie, namely rotated by 90 degrees relative to the templates 77 with the lifting surfaces 78.

FIG. 48 shows a side view of part of the figure 46, whereby you can see the swing arms 75 and the real position of the Hubschablonen sees. Also in this figure are the mathematical values "S" and "9" shown, which are important for the calculation of the lifting area.

Figure 49 shows a view from above of the lifting body 71 with the Swing arms 75, the left half of the figure being a section through a part 48 in order to illustrate the position of the pivot pin 74 in the cylinder wall 2.

Figure 50 shows the preliminary forms for calculating the Know mathematically important values "S" and "Q t. For further details Licenses and Rotary Engine Kenkyusho Reports from the author of this publication or from Dr Richard Breinlich.

FIG. 51 is a section through FIG. 15 along the cutting line N-N in Figure 15. In Figure 51, however, the piston 4, 7, 60, 44 is in the middle Location shown within the cylinder assembly. This makes it particularly clear as in this position in the direction of the arrows drawn through a flow of cooling fluid the middle part from the chamber 19 through the Middle part and through the inlet 160 can be passed through the hollow piston 4,60,7,44 and partially or The outlets 6.20 from the engine are also completely beyond the piston connection 60 can be let out.

Figure 52 is a length 5 section through a further improved one Double piston engine. This initially looks something like that of Figure 17. His Parts also have the same insofar as they correspond to those of the motor in FIG Item numbers. But the motor of Figure 52 has another special feature, which is can also be used in crank engines with only one piston, and which is described can be, as follows k) The eccentric crank pin of the crankshaft, 4-way crank disk or the eccentric disk is assigned a cylinder 2 in such a way that the Cylinder so displaceable relative to the central mounting of the shaft of the crank part is that the distance of the cylinder cover 3 to the central axis of the Kubel = camp is shiftable, and the further specialty, L) that the control of the shift of the distance between the inner locking surface 14 of the cover 3 of the cylinder 2 in Dependence on the rotor angle alpha of the rotating eccentric bearing part the crank takes place.

The technical implementation is shown in FIG. 52 in such a way that the housing 57 receives a guide (in FIG. 2) 160 in which the cylinder (the cylinder wall) 2 or part of the same, guided and displaceable. The control of the displacement, shown in the figure along the axis of the cylinder 1 and 61 takes place, happens through a transmission = part 162 that the cylinder wall 2 or the cylinder 1.61 or the cover 3 is assigned. The power transmission the control of the cylinder lifting process, displacement process, can be mechanical, electrical, pneumatic or hydrostatic and the control can also more = nical, electric, pneumatic, hydrostatic or electronic will. Mechanical parts 161 and 162 are drawn in FIG.

Due to this peculiarity of the figure 52, which also applies to other engines for example on conventional engines that have pistons running in cylinders, can be used, it is achieved that the high combustion chamber pressure in the cylinder 1 or 61 does not occur if the piston rod is perpendicular to the eccentric bearing stands and therefore causes friction without torque = to generate ment, but the high combustion chamber pressure and thus the high force on the strip area 5 of the piston 4.44 only occurs when the rotor angle alpha is already above the Angle zero extends to 90 degrees - see Figure 13 - so that the high pressure of the now beginning between zero and ninety degrees of rotation angle alpha Burning occurs in one position on the crank pin 54 if it is already Can generate torque. The high useless frictional losses of the conventional Combustion engines in the area of the angle alpha around zero are thus avoided. The efficiency of the motors is increased and so is their performance. The question of which one Rotation angle alpha between 0 and 90 degrees the combustion chamber pressure on the crank pin = ten should push is a question of the execution of the relevant unit: gates and to be observed during construction. So the system works in such a way that the Cylinder 'for example 1 or 61 in the area of the barrel of the eccentric crank pin Over the angular range X by zero degrees from the axis of the crankshaft, the crank disk pder of the crank mechanism is pushed away in order to get at the desired angle again = the to be pushed towards her. This pushing movement of the affect = the cylinder 1 or 61 is indicated in FIG. 52 by the thick arrows to the right and left of the cylinders shown.

Figure 53 shows that the fluid-promoting internal combustion engine - in Japan and USA called 'the Hydroengine "1 also for low pressure fluid, for example Compressed air can be used. This figure contains the parts of Figures 25 and 46 including the piston shoes 70 and the piston 24, as well as the fluid delivery cylinder 21. However, there is a piston rod 164 between the piston 4, 24 and the piston shoe 70 arranged to carry the piston 4.24 larger Durcamessers, thereby 'forms sich.ein space under the piston 4,2+, which by means of the lines 165 of pressure is emptied. The fluid demand arrangement of the cylinder 21 with piston 24 has in the Figure the inlet and outlet ass valves 84. It is worth mentioning here as = that also this figure without the middle part 40 and without one-way valves arranged for it gets by. However, as in the other corresponding figures in this document the cover 3 then axially form the inner closure of each cylinder 1 or 61 and have a bore through which the piston rod 7 runs, the cover 3 can seal with its inner surface on the piston rod 7 and the control function the control groove 15 has to be carried out by arranging the supply line 9 through the cover 3 is to open on the inside of the piston rod 7 and its set new groove 15.

Figure 54 has all those parts with the relevant functions, which the FIGS. 25, 46 and 54 also have, but without the piston shoes 70. Instead the figure 54 has the following peculiarity rn) There are tension templates on the piston rod 7 170 with inner Zugflae = chen 171 arranged, the rollers 72 or the ends the pin 73 encompass radially on the outside and the piston 24 of the fluid conveyor system radially Pull inward when piston rod 2 of the combustion engine is in the Working hood moves in the opposite axial direction.

As a result, the pistons 24, in the figure above their piston rods, which hold the pin 73, pulled inward, so that the Fluidfoerderkol = ben 24 gets the ability to fluid, such as liquid, air or gas into the cylinder 21 suck in.

Figure 55 shows the engine of Figure 15 placed horizontally three times = each other, with the piston 4.44 in each case in different positions is. At the top the piston is in the left position with high explosion pressure, combustion pressure, in the cylinder and with weak compression pressure in the right cylinder. The middle Figure shows the piston approximately in the middle position and the lower figure shows the piston in a further right position. Below the three engine positions is a diagram for the pressures and speeds shown.

FIG. 55 thus gives a clear overview of thicker ones and thinner or more or less arrows showing the printing density1 printing force> to symbolize, the cruf the piston in different positions prevail = the forces and speeds.

Looking more closely at the diagram at the bottom of the figure, then finds one that with the shown air ratio lombda = 1 the forces to the left of the piston - Explosion = combustion in the left cylinder - considerably higher than that in the right cylinder. Force equilibrium between the left and right piston ends occurs when the Pe and Pc (Spconsion and Compression Pressure) curves intersect at point (G). One can clearly see here that this equilibrium point liget at about 72.5 mm stroke and you can also see that the speed of the piston is so high at this point (Vm Line) that the speed that can be applied from the right = digkeitslinie "Vg", which moves the piston from right to left by the pressure on the right of the piston is supposed to accelerate, is not able to reach the right-going high Decelerate the speed of the piston. So you can see that the piston is against the right cover must fly against the right one at high speed Cylinder cover fly and the has to smash the whole engine, if no other path is followed, fully brake the piston before it pushes against the right cylinder = cover. That is tried in the Stelzer Motor, in the one in the right cylinder ignited accordingly early, i.e. a combustion process should be initiated. Since Eickmann still has doubts that it will always be on time and is reliably guaranteed at high stroke frequencies, says Eickmann on the pistons, as already shown earlier in this document, an attachment 243 to at least one end of the piston of the engine, for example in the end with 243 attachment arranged, a Kol = benbolzen 43 for connection to the eccentric pin a crank, crank disk or crankshaft to set the speed of the piston to brake with safety and the impact of the piston on the relevant cylinder cover to prevent.

Figure56 shows that it can be more advantageous to be in free col = ben engine works with excess air. To do this, see the figure below Diagram based on the air ratio lombda = 2. You can then see the on the left Piston significantly less force and you can also see slightly lower piston speeds. In this case, the pressure equilibrium at point (G) already occurs at the bottom position H = 62 mm a.

The counter acceleration from the right side already causes see lines Vg and Vmg, a delay in piston speed.

You can see from this that it is already easier now, through timely Ignition in the right cylinder to fully brake the piston before the piston hits the right cylinder cover flies.

When Mr. Stelzer finally gets the measurements that have been promised for a long time announces its engine, so you needn't be surprised if the quiet run, with which the water glass on the motor no longer shocks shows, with excess air and a low compression ratio - far, far below E 40 - has been driven, and has been driven with a substantial low number of double strokes than 30,000 double strokes per minute.

The analysis of the free piston engine made it clear what a high Significance and influences at high temporal frequencies the masses to be accelerated Have parts. It is therefore advisable to examine at least roughly once, what effects this on the fluid delivery piston 24 in the cylinders 21 of the relevant figures and generally also in hydraulic pumps and hydraulic motors.

In the diagram below, the aircraft engine from 1978 is used placed and this should four pump pistons 24 in cylinders 21, as in Figure 47 about operate the relevant Hubschablonen 76,77 with Hubflaechen 78 and 79, but will for the sake of haste not used the basics of Figure 50, but also crank movement assumed with eccentricity "e". Around four hydrofluidic streams from about 150 to 240 Bar = 150 bar for horizontal flight according to DE - OS 29 03 389 and 240 bar for vertical flight according to DE OS 29 03 389 --- to produce four Ko 24 of 16 mm diameter and Stroke = 16 mm, i.e. e = 8 mm used.

These values are calculated in the following diagram Il1le- 8 JA 3 | d ~ / 6 t »7 11516- oWa60xsg7 | n tooooap [ 4 F: 22 r I ?? = O, oO 0, oo6 T / 04? 9 9 10 l oq6 20R 12 13 O 000 C> OO Ri ~ eooo «, pM 6 6000 ppl-TT gPM 9 ~ SO zu ht / 6 ¢. 0 <logo Sol eCosoc e = 1 K vol5Qt for 394635 W tSK e gí Kg II 6 8 oo 8 «69 52 .26 l5 7.73 2.07 2.2 S 50.8 24 30 6, g3 »4.2 qS9 + - +5.6 Z2.8 145 5.66 p. 66 6 620/37 IB.5 60 --- 93 725 43s4 26 13 75 2? .73 8.09 2269 r3 90 o 8 8376 of 0 lot 7 v3? .i3 1 o229 -13 -S.5 120 4 ~ 6.93 1 7.25 - + 384 -26 891 - 26 -I3 135 -5.66. 5.66 6 -2ot - 37 -rs, 5 150 ^ 6.sps 4 9 1 14.2 -7594 - 45.6 -r2.8 / 65 -7.73 2.07 2.2 g + 'i'0 -50.6 - 2 5.4 180 8 0 X -8769 -52 -16 rra (uERTE tiEsel? 90- 32/6 3 2 4.13 20.3.10 II. 52 <Oo Ws o <: 9Oo The calculation shows that the small piston with a diameter of only 16 mm at 10,000 double strokes per minute already experiences 32 kilograms of braking force due to its mass. At 10,000 rpm of the crankshaft, the hydraulic pump would already receive 16 bar losses from the hydraulic braking forces of the pump pistons if the braking forces were not recovered and the energy balance was not returned.

16 bar pressure loss is already 16/240 = 6.7 percent, losses alone due to the mass forces of the small 16 mm diameter pump piston when ascending vertically of the aircraft according to DE 95 29 03 389, if these losses do not affect the energy cycle again being positively fed, you can see from this how important such technical Details are and that.

which must have been carefully examined, because more than 25 percent losses the hydraulic propeller drive in the aircraft must not have the specified DE -OS, if the aircraft is to be advantageous compared to conventional ones.

A value "01 t" is also entered in FIG. 41, which represents the product the value "N" times the number of strokes per second.

In FIG. 43 the results of the values t1 II and wt h1 "are shown for comparison = applied immediately. From this you can see that with regard to the mathematical analysis there are still small discrepancies for the time being, which may arise at a later point in time be resolved. Overall, however, the analysis seems to be reliable in this respect to be able to get a sufficient overview of the general behavior the free piston and double piston engines.

At first it may seem absurd that the analysis of the in the press claimed 30,000 double strokes per minute and from the compression ratio 40 assumed that also as aimed at by the Stelzer Motor in the public Press appeared. That such a high compression ratio in a free piston engine with high pre-pressure charging cannot be considered because the walls in front = would break, is reported in the analysis. So absurd, even these extreme ones To have investigated relationships with, it is retrospective but not at all, because the analysis gave good insights into the conditions that can be expected, if you have too high strokes, speeds - = len or pre-pressure when charging for high Compression ratios bypasses.

In practice it is useful from the analysis and the plural of readings and figures for the respective practical application best to look out.

- L e r s e i t e -

Claims (1)

1.) Patent claims Fluid flowed through unit, with in one Cylinder reciprocating (reciprocating) piston that carries fluid in the cylinder compressed, fluid out of the cylinder or from the fluid in the cylinder driven is characterized in that, for example, the flow through the Cylinder chamber 1.61 in the cylinder of FIG. 2 with fluid in the one-way direction parallel to the movement of the piston 4,44 in cylinder i, 61 from an inlet 9,15,26 to an outlet 6,66 takes place and means 60,15,9,6,26,43, 56,52,7,74 to 79, 3,153,154,151,152,13,14,6s66,59,17,18,1R, 20,52,53,51,54,55,56,57,46,47,48,101 - 104,40,50,131,133,92, 86,36,32,31,41,34,44,26,27,37, 38,33,63,35,42s21,24,70,71,72, 73,80,81,57,87,54,46 to 48,10,11,98,99,97,100,96,101-108,140, 150,109,110,101,102,112,115,117,130,113,114,118 to 123,209, 211,212,213,214,226,216,160,162,161,162,166,84,164,165,88,89, .90,91,170; 171,172, 243, 343 or one or more of these means for mastering, controlling, braking, Acceleration or control of the stroke or the speed of the piston 4, 34,44,7,60,166 or another type of piston are arranged. 2.) Unit according to claim 1, characterized in that the cylinder 2 at each end a lid 3 is used, the with automatic inlets 9,26,15 acting, between the lids and the double reciprocating in the cylinder mentioned = piston 4.44 form two cylinder chambers 1.61, which absorb fluid and can give away from yourself. 3.) Unit according to Claim 1, characterized in that the piston 4.44 within the cylinder wall 2 two double = piston 4 and 44 forms through a piston rod 7 or a piston connection 60 are connected to one another. 4.) Unit according to Claim 1, characterized in that the cylinder wall 2 forms a continuous inside diameter in which the same outside diameter the piston parts 4 and 44 of a double piston runs 5,) unit according to claim 4, characterized in that between covers arranged at the cylinder ends 3 and the piston parts 4.44, the cylinder chambers 1 and 61 are arranged, the reciprocal increase and decrease their volume when the pistons 4 and 44 are in the cylinder wall 2 run. 6.) Unit according to claim 5, characterized in that said Cylinder chambers 1.61 act as cylinders of an internal combustion engine and the double piston alternately driven by fuel gases in one chamber into the other will. 7.) Unit according to claim 6, characterized in that the cover 3 temporarily closed and temporarily open inlets, if necessary with assistance a piston rod 7, which open when the movement of the piston in question 4 or 44 the outlets arranged at the other end of the relevant cylinder chamber 6.66 has released. 8.) Unit according to claim 7, characterized in that in the Piston position according to claim 7, a fresh gas through the relevant cover 3 into the concern the cylinder space 1.61 is pressed, this flushed and thereby in Substantially one-way direction from the cover 3 to the outlet 6,66 the cylinder space 1,61 emptied of old gas and filled with fresh gas or fresh air. 9.) Unit according to Claiml, characterized in that the cylinder 2 with chamber 1.61, a cover 3 is assigned and this cover means 9 for supply and control of fluid. 10.) Unit according to claim 9, characterized in that the means 9 consists of two annular chambers 9 and 15, which are 4.44 in the movement of the piston Periodically open and close cylinder 2 and piston rod 7 in cover 3. 11.) Unit according to claim gekennzelkom that the agent 9 is supplemented by a one-way valve 26 for the inlet of the fluid. 12.) Unit according to Claim 1, characterized in that the inlet valve 11 opens automatically when the pressure outside the valve seat is greater, than the pressure in the cylinder controlled by valve 26 is 1.61. A unit according to claim 12, characterized in that on the cover 3 outside the valve seat of the valve 26, a space is arranged from the outside with air or gas, for example by means of a charger or turbocharger under a pre-pressure ge = is filled after releasing the outlets 6 by the piston concerned 4.44 the relevant inlet valve 26 opens and the fresh air or the fresh Gas in the cylinder space 1, 61 in pushes 14.) Unit according to claim 9, characterized characterized in that the inlet 9 extends from the piston 4.44 through the cover 3 The piston rod 7 surrounds, the piston rod 7 is rez-iprokiert with the piston 4.44 and a control groove 15 forms which runs through the cover 3 and temporarily the inlet 9 to the cylinder = room 1.61 opens and closes, whereby in the open period Fresh air and fresh gas from inlet 9 via control groove 15 into cylinder space 1.61 is left and in the closed period of time the piston rod 7 in the cover 3 is the inlet 9 holds closed in order to compress gas or air in the cylinder chamber 1.61, Burning fuel in it or letting the burned gas expand. 15.) Unit according to claim 1, characterized in that in one Cylinder 1 or 61 within the cylinder wall 2 a piston 4 or 44 reciprocated, the cylinder wall forms a cover 3 at one end and an outlet at the other end 6 forms, the lid temporarily opening and temporarily closing inlet arrangement 9, 15, 26 and the inner cover wall facing the cylinder 1 or 61 14 forms a conical or spherical surface 14, which continues in the middle of the cylinder wall 2 is removed, so a conical or spherical cavity forms within the inner surface 14 and the piston 4 or 44 is one of the aforementioned Inner surface 14 parallel or approximately parallel outer = surface 13 forms the Inner surface 14 touches and the volume of the relevant cylinder 1 or 61 makes substantially zero when the piston 4 or 44 abuts the cover 3 or attached to him. 16.) Unit according to claim 15; characterized in that the im Cylinder spaces 1 or 61 of claim 15 moving piston 4 or 44 in its from Cover 3 remote position in the cylinder wall 2 arranged outlets 6 or 66 free so that the fresh gas (fresh air glassed through the cover) enters the cylinder space 1 or 61 axially longitudinally and radially from the inside to the outside scrolled through, blown through, Old gas is blown out and the said cylinder space with the fresh air or the fresh gas fills. 17.) Unit according to claim 4, characterized in that a cylinder wall 2 is closed at one axial end, a piston 4, or 44 the cylinder space 1 or 61 in the cylinder wall 2 and forms a piston rod 7 in an axial direction is attached to the piston 4.44 by an on the other cylinder. End attached lid 3 is extended, the lid 3 has an inlet 9, which leads to the bore that contains the piston rod, and the piston rod is provided with a control groove 15 which temporarily connects the inlet 9 to the cylinder space 1.61 between piston 4.44, wall 2 and cover 3 releases and temporarily closes while in the cylinder wall 2 near the closed end outlets 6 are attached are that the piston 4 or 44 in its closed end zuge = turned near the end and so then the room 1 or 61 with the outlet or the outlets 6 connects. 18.) Unit according to claim 14, characterized in that in the named cover 3 at least one annular groove 10 from the inner axially directed Bore in the cover 3 from radially outward into the cover 3 contains the a sealing ring 11 contains' which tensions radially from the outside inwards - and with its inner sealing surface 97 running in the bore-the piston or its piston rod 7 seals. 19.) Unit according to claim 1, characterized in that the cover 3 at least one annular groove 10 from an axially extending central bore in the cover directed from radially outwards is embedded in the cover, a sealing ring 3 is arranged in the annular groove 10 and a line 96 pressurized fluid into the groove 10 conducts that the sealing ring 11 together with its own inward ge = directed Clamping force directed radially inward compresses so that the inner cylindrical Sealing surface 97 of the sealing ring 11 on the outer surface of one extending into the cover 3 cylindrical body, for example the piston rod 7, can seal. t ------- ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ 20.) Unit according to claim 18, characterized in that the cover 3, for example, along the radial Lines in the figure 31 is divided radially, whereby the sealing ring 11 or the sealing = rings 11 can be inserted into said annular groove 10 or the annular grooves 10 and after the sealing ring has been inserted, the sealing rings 11, the cover parts can be reassembled together to form a cover 3. 21,) unit according to claim 19, characterized in that the Sealing ring 11, like a conventional piston ring, is slotted, the radially outer cylinder surface of the piston ring, however, through the radially inner cylindrical sealing surface 97 of the Sealing ring = ges 11 is replaced and presses radially inward and one of it around = closed part, e.g. 7, seals axially. 22.) Unit according to claim 1, characterized in that in one Cylinder wall 2 with the cylinder part closing the cylinder 2 in an axial direction 3, a piston 4 is reciprocally arranged, which between the said parts = len 2 and 3 forms a working space 1, the volume of which changes when the Piston 4 enlarged or reduced, the space 1 an inlet means 9, 15, or 26, the bottom of the piston 4 by means of a connecting means, e.g. 46 to a lifting device controlling the piston stroke, e.g. an eccentric part A crankshaft, crank disc, eccentric device is connected, the piston 4 is short in the axial direction and the piston at an axial distance from the piston 4 a further guide, e.g. 7,60,3,44 is assigned, whereby the mass of the piston is reduced to a minimum. 23.) Unit according to claim 22, characterized in that the working space 1 outlet means, e.g. 6,66,36 are assigned that relate to the stroke position of the piston 4 open and close. 24.) Unit according to claim 1, characterized in that a with the same inside diameter through the entire length extending tube 2 ein'Kolben contains, the ar; the inner flueche of the pipe 2 slides and in which by end closures 3 closed = nem tube 2 two fluid-containing working chambers and 61 forms, which increase and decrease their volume when the piston moves, or their volume increase and decrease inversely proportional to each other. 25.) Unit according to at least one of the claims, and / or thereby characterized in that a reciprocating piston running in a cylinder 2 4 in order to reduce its mass to a minimum between two piston plates 4 and 44 has a connection 60 which is substantially smaller in diameter than the diameter of the piston disks 4 and 44, the piston for the purpose of further reduction its mass can be hollow inside. 26.) Unit according to at least one of the claims, and / or thereby characterized in that a retziprokierenden, running in a cylinder 2. Piston to achieve the lowest piston mass a Kol = The disk 4 forms with a shaft 7, the disk 4 axially short and the wall of the shaft 7 is thin, as well as that of the disk 4 at an axial distance from the Disk 4 is assigned a guide, e.g. 3, 4.34. 27.) Unit according to claim 1, characterized in that in one Piston 4, its piston rod 7, its connec = tion 60 or on its piston head 4,44, cooling fins 53,51 are formed, or the cooling fins 51 in a hollow tube forming piston rod 4 or connection 60 from the tube 7.60, directed inwards, are arranged. 28.) Unit according to claim 27, characterized in that the hollow tube 7.60 is arranged within an internal combustion engine and a Kuedhi device a cooling fluid through the hollow tube 7 or 60 drives. 29.) unit or unit according to claim 1, characterized in that that in a tube 2 a shaft or a hollow tube 60 is arranged at its ends Disks 4,34,44 arranged reciprocally, the disks 4 very axially are short and their radially outer cylindrical surfaces on the cylindrical inner surface of the tube 2 '. run and possibly with the use of piston rings 151,152 in the disks 4, 44,34, seal the cylinder 2 at its ends (e.g. is closed by means of means 3.), between one of the disks 4,44,34 and at one end of the cylinder 2 a first chamber 1 and at the other disc 4,44,34 and the other end of the tube 2 'a second chamber 61 is formed, the two Chambers temporarily acting inlets and outlets 26,27,6,9 are assigned and said chambers increase or decrease in volume when the shaft or the pipe with its final discs runs back and forth in pipe 2, reciprocated. 30.) Unit according to claim 29, characterized in that the shaft or the tube 7.60 with its end plates 4.34.44, the piston 4.44 of a free piston Combustion engine forms and between the internal combustion and expansion forces reciprocated in the two chambers and reduced by the respective compression work Expansion work through the tube 2 that forms the cylinder of the free piston engine or through the end seals e.g. 3, of the cylinder tube 2 or of the shaft or the pipe 60 is discharged from the outside of the engine. 31.) Unit according to claim 30, characterized in that the dispensing the expansion work reduced by the compression work mechanically, pneumatically, hydraulically, electrically, magnetically or electronically controlled, for example by means of Hub = templates, lifting surfaces, crank connecting rods, tranister inverters, electrical controlled magnets or the like takes place, the Abge = be said reduced Expansion work also takes place from other free piston engines or the aforementioned Submit in particular by means of the submission ordered for the submission of the work = means activated leveling and / or leveling and storage means takes place that the unequal work during the same stroke length of the piston 4,60,7,34,44 in about the entire stroke = travel of the piston mentioned in about the same work force convert. 32.) Unit according to claim 1, characterized in that the unit essentially according to FIGS. 14 to 16 or these figures are combined with one another! one of Figures 31 or 32 is built and at least one of the means or arrangements of these mentioned figures contains. 33.) Unit according to claim 1, characterized in that the unit corresponds essentially to the means of FIG. 17, in particular two externally Cylinders 2 cylinder chambers and 61 bathers each twice through guides 4-2 and 3-7 or through a connection e.g. 60, between the piston disks 4 and 44 guided pistons 4 and 44 by means of a crank arrangement 54,52,56,46,55,43 or by means of a scotch yoke or by means of an Eickmannschen or Dr.Breinlichschen Patent application connects with each other and their work decreases, their compression stroke drives or controls their stroke or, in particular, the start-up of the piston disks 4 and the cylinder locks or floors 3 prevented, or as a result of the circumferential Masses 52 allows the unit to operate at a higher speed than a Free piston engine could achieve. 34.) Unit according to at least one of the claims, and / or thereby characterized in that a double piston running in a cylinder tube 2 4,34,4,44 or a simple single piston 4 within the cylinder tube 2 has two volumes when running the piston in the cylinder tube change = de chambers 1.61 forms, which Inlet and outlet means, as well as combustion fuel inducing means are assigned, by means of suitable connecting means, for example connecting rods 55, 46-48, the said piston with a crank or eccentric mechanism, for example a crankshaft, an eccentric shaft, an eccentric ring or the eccentric Bearing of a crankshaft is connected. 35.) Unit according to at least one of the claims, and / or thereby characterized in that, in particular according to claim 34, the connection of two combustion chambers, or chambers 1.61, arranged with an eccentric part of the crank mechanism is about the separate, previous crank mechanism for a single piston in a single cylinder through a connection zq a two working chambers 1.61 forming piston tt or 4.44, 4.34 or the like to replace = zen and thereby the weight Qnd / oVer to save the mass, which with an individual piston per chamber, was and is required, whereby a motor or a pump, a compressor or an internal combustion engine of light weight is achieved by a single dose Crank drive at least two working chambers, e.g .: 1.61 operated simultaneously or driven by them. 36.) Unit or unit according to claim 1 or according to at least least one of the claims, characterized in that three cylinders, for example in the sense of FIG. 20, for example in an internal combustion engine, compressor, pump or transmission are arranged so that the cylinder axes of the cylinder walls 2 angles of 60 degrees form relative to each other and each of the cylinders = wall 2 a piston 4,44,34, contain reciprocating therein, with both sides of the piston together per cylinder wall 2 two working chambers 1 and 61 or 1 and 41, arise and the pistons 4 etc. by means of Connections, e.g. connecting rods 46 to 48, with the eccentric means 54 of a crank mechanism 56,54 are connected, so that each one of the chambers 1,41,61, pressure and the others pulling or vice versa acts and thereby the costs and the weight for the arrangement of six cylinder walls 2 on three cylinder walls 2 and the number of connecting rods is reduced from 6 to 3. 37.) Unit according to claim 35, characterized in that the Unit is essentially provided with part of the means of Figure 20, in particular with the common crank mechanism 46 to 48,54,56, while this also the figure 29, or its lower part, corresponds to the cylinder walls 2 but also with their piston contents and the contents of the chamber correspond to the statements made by other figures in this publication can. 38) Unit according to claim 1 or generally an unit. characterized in that the Ple «eL e.g .: 46,47,48 etc. relat v are designed to be short in order to save weight and mass, but with strong angulation the angle between the piston axis and the cylinder axis of the pistons 4 etc., such as the cylinder 2, etc., arise and therefore for the purpose of reduction or prevention or Ausbalanzie tion by the piston 4, etc. on the inner surface of the cylinder = wall 2 acting forces causing friction, pressure fluid = pockets 131 are arranged in piston guide arms 133 (see FIG. 20), which are connected by means of lines with pressure fluid corresponding pressure = dense, possibly variable pressure density, be applied. 39.) Unit according to at least one of the claims, and / or thereby characterized that the one axial end of a piston 4.44 of a free piston engine, for example according to FIGS. 22, 23 or other of the figures or the piston rod 7 one of the figures 1 e.g. 15, 14 or the like. A further piston rod 37 is assigned is, which, for example, as shown in Figure 23, carries a further piston 33, its The diameter is larger than the diameter of the main piston 4 and that in one Compressor chamber with inlet and outlet means 26 and 27 compressed air or gas, when the engine reciprocates piston 4,44,34 in the relevant cylinder, whereby the Compared to the main piston 4 larger diameter of the piston 33, more gas is compressed, than the engine piston 4, in order to achieve better utilization of the work output of the free piston engine to realize. 40.) Unit according to at least one of the claims, and / or thereby characterized, in particular act-formed according to claim 39 and characterized in, that the piston 4,44,33 or the piston rod 7,37,38 of a free piston engine a crank mechanism 43, 46, 63, 49, 56, 42, for example according to FIG. 23, 24 or one Crankshaft, eccentric disk or the like. is assigned and connected to it, either to prevent the piston from starting up against the cylinder walls or cover springs, to increase the number of strokes of the piston of the free piston engine per unit of time, or to decrease and / or pass on the power of the piston of the free piston engine . (For example: Figure 23,24 or others.) 41 *) Unit according to claim 1 or a unit, characterized in that a connection 7.60 is arranged between two reciprocating pistons 4.44 in cylinder chambers or working chambers 1.61, eg after FIG. 25, which forms the stroke templates 76, 77 with stroke surfaces 78, 79, which in turn operate the piston or the piston 24 of a fluid-conveying system 21, etc., the distance between the said working chambers 1.61 and the piston 4, 44 is so short and the connection 7.60 is so short that the templates with their mentioned lifting surfaces partially enter the relevant working chambers 1, 61 during the full stroke of the piston assembly 3,60,4,44 42.) Unit according to claim 41 , characterized, or a unit with a central part between pistons 4.44 arranged in cylinder or working chambers 1.61, characterized in that the connecting part 7.60 between the pistons 4.44 forms cross arms or cross parts 80, holds or on takes, which are extended with their outer ends through recesses 80 in the cylinder wall or the housing wall 2,57 and form bearings for the storage of connecting parts or connecting rods 48,46 through which the connection 7,60 and thus the pistons 4 , 44 can be connected to the stroke path part of a stroke = kc.ntrolivorrichtung, such as the eccentric bearing 54 of a crankshaft, crank disk or eccentric disk, in order to achieve a common run of the piston and the stroke path control device, the piston 4.44 through the control - To control the device in the stroke or in particular the power that the piston 4.44 has to deliver, from the piston 4.44 or its connection 7.60 to the control part or crank part, for example the crankshaft, crank disk or eccentric disk or circulation = wave to transmit. 43.) Unit according to claim 1 or an unit, characterized in that shows that a piston 4 sliding in a cylinder 2, 1 has several second pistons 44 assigned and connected by piston connections 7, which are in second cylinders 2 form chambers 61, with chambers 1 and 61 reducing or increasing their volume, when one of the pistons runs in one of the chambers. (For example the design according to Figures 27 and 28.). 44.) Unit according to claim 43, characterized in that one the piston or the connection between the pistons, e.g. 4.44.7 via a connection, e.g. 43,46 with the lifting part e.g. 63 of a lifting mechanism, for example a crankshaft, a crank disk or an eccentric disk is connected. 45.) Unit according to claim 1, characterized, or an unit, characterized in that a cylinder has inlet means e.g. 84 or 26,89 of the Figures 28 to 30, assigned sin d, which are partially with part of their outer surface in a chamber z. B. 1.61, protrude and in the relevant chamber a piston, e.g. 4.44, runs, the piston head face of which has 5 recesses, e.g. 88.90.91 forms that are delimited by areas that are parallel to the areas -part of the said inlet means are formed, shaped and arranged, whereby the Surfaces of the recesses mentioned 88, 90, 91 complementary to the relevant surface parts of said inlet means are 84,26,89 and the combing contents are l6lksw. between the piston and the cylinder lock is practically zero and the mentioned surfaces and surface parts touch or lie against each other when the piston in question 4,44 etc. touches the base or the base CLQ2che e.g. 14 of the relevant cylinder end, e.g. the cover 3 or comes close to him. 46.) Unit according to claim 1, characterized in, ode an unit, characterized in that several pistons running in cylinders 4,44,34 by means of Connecting rods 46, 47, 48, for example according to FIG. 20, have a common eccentric bearing Rotary part, for example a crankshaft, a crank disk or an eccentric disk are connected. 47.) Unit according to claim 464, characterized in that, for example As in FIG. 20 or in FIG. 29, several connecting rods of a piston in each case the common eccentric bearing 54 are connected. 48.) Unit according to Claim 47, characterized in that a crank mechanism, for example a crankshaft 56 at least two eccentric bearings 54, which are integral with other parts of the crank mechanism or in they are used or assigned to them and each of the said eccentric Bearing 54 has at least two, but three in FIG. 29, connecting rods 46 of a piston 4.44 stores. so that each of the bearings 54 each have a side of the respective piston 4.44, arranged connecting rod 46 carries a piston and the bearing 54 carries at least two Pairs of connecting rods with connecting rods 46 are supported, but in FIG. 29 there are three pairs of connecting rods supported, each connecting rod pair of the connecting rod pairs is formed from two individual connecting rods 46, from which one facing the other connecting rod of the same pair of connecting rods sideways of the piston in question 4,44 and the cylinder in question 2,1,61 and arranged for example at the cross part 80 of a piston connection 7 between the pistons 4.44 of a double piston engine with pistons 4 and 44 or 43 also stored and held is. In particular, for example according to FIG. 29 49 «) unit according to claim 1 or, an aggregate, characterized in that a body 3 according to Figure 31 has a central bore in which a body 7 with a reduction in diameter 15 runs in the axial direction, the body 3 is directed towards the body = by 7 Line 9 (F idleitung 9) and said diameter reduction temporarily when running in the body 3 a connection between the line 7 and one of the Body 3 produces adjacent chamber 1, during other times and positions the movement of the body 7 in the body 3, the connection of the line 9 to the chamber 1 closes and / or the connection between chamber 1 and the line at all times 9 to the end of the body 3 facing away from the chamber 1 closes. 50,) unit according to claim 1, characterized, or an unit characterized in that in a body part 3, for example in FIG. 32, a Fluid line 9 is arranged, a chamber 1 is arranged at one end of the body part 3 and a valve seat is assigned to the body 3 between the line 9 and the chamber 1 or is formed on it which supports a valve 26, the valve 26 being the connection between the line 9 and the chamber 1 opens and closes while the valve 26 can be provided with a shaft 100, which in another part of the body 3 and sealed therein by means of a piston ring or sealing ring 11 in a chamber 10 be. can and can form a bracket 99 that has a suspension 98 between the holder and each body 3 holds and the valve 26 for closure whose seat can pull on the body 3, it being advantageous if the spring 98 and the mass of the valve 26 with its stem 100 are dimensioned so that a lighter Overpressure in the line 9 opens the valve 26 and a slight overpressure in the chamber 1 closes the valve, whereby an automatic opening and a automatic closing of the valve 26 in the force game between the pressures in the line 9 and the chamber 1 effected and can be maintained. Unit according to claim 1, characterized, or an unit, characterized in that a body provided with a bore according to the figures 33 and 35 or 34 and 36 is arranged, through the bore of a sealable in it or sealed body, for example a piston rod 7 runs axially directed and disposable inlet means 112, 113 or 101, 102 arranged in said body 40 or 140 are, the fluid in the space concerned acnsial the end of said body 40,140 can let in, but escape of fluid from the named space axially of the body 40,140 automatically and at all times. 52.) Unit according to claim 51 / characterized in that said body 40, 140 is divided along line 150 in Figure 35 or in Figure 36 and then reassembled, so that a thin body 7 with thick ends 4.44, can be put into the hole in the body 40, 140, the removed part of the body 40,140 can then be placed back on the other part of the same body, the parts of the body 40,140 then again in the area of the line 150 against each other and then the Body 40,140 with the parts 7.4.44 can be inserted into the interior of a cylinder tube 2 with the outer diameter of the body 40,140 on the inner surface of the cylinder 2 in a fitting and sealing manner 53.) Unit according to claim 51, characterized in that the body 40 according to Figures 33 and 35 forms from the bore a chamber 50 extending into the body 40 and the inlet means are one-way valves 112 placed in valve housings 130 on the Chamber 50 to open and close it, but means 117,116,115 are assigned to the body 40 or to the valve 112, which fulfill the purpose of opening the valve 112 at the right time, to close the valve 112 at the right time body running in the hole, e.g. 7, too 54) Unit according to claim 5), characterized in that the inlet means is a one-way valve 101 or 102 directed approximately parallel to the axis of the body 140 of Figures 34 and 36, that means of its shaft and the zn holder by a suspension 107 in a holder 106 is closed, but opens, although it opens to the chamber on the other side of the body 140 when it is supplied with fluid under pressure to the rear of the relevant valve 101 or 102 from the supply line 104, which exceeds the pressure in the relevant chamber at the relevant end of the body 140 . Sps,) aggregate according to claim 1 characterized thereby, or an aggregate or a connecting rod, characterized in that a middle body at its ends two bushings or tubes 118,119 forming the eyes of a connecting rod of a piston in a unit through which fluid flows, for example in an internal combustion engine The cylindrical eyes 118 and 119 are made of fiber-reinforced material Plastic (fiber rein = forced plastics) made from carbon fiber, for example and contain parallel fibers that cross circular fibers that are directed with radii around the eye axes, the middle piece 120 between the Eyes 118 and 119 contain fibers approximately perpendicular to the axes of the eyes, and the three Parts, eyes 118, 119 and middle part 120 through a skin 123 surrounding the parts are connected or glued or plasticized with longitudinal fibers. 5c.) Unit according to claim 55, characterized in that the Connecting rods according to Claim 5, the conventional connecting rods made of metal in internal combustion engines replaced, the strength of the connecting rod exceeds the same dimensioned light metal connecting rod and the weight and thus the mass of the connecting rod is less than the conventional one Light metal or heavy metal connecting rod is and as a result of the lower mass of the connecting rod of claim 54, the unit or the internal combustion engine with higher speed performance or can work with higher efficiency. 57.) Unit according to at least one of the claims, and / or thereby characterized in that the weight of the rotating eccentric counterweight of the Stroke control, for example the crank disk, eccentric disk or the Crankshaft a first product of the mass of the stated weight times twice the distance of the mass point of the weight from the central axis, i.e. the Eccentricity "e" times the value Pi = 3.14 is greater than the second product, that from the mass of the weight of the cylinder moved back and forth and the eccentric the parts connected to the stroke path control device times four times the eccentricity "e" = twice the travel of the reciprocating parts, so that the rotating parts Mass forces of the stroke control device the reciprocal parts from = reaching can accelerate to a desired high speed and stroke frequency of the stroke control l device and the at least partially moving parts within the cylinder 2, such as piston 4, connecting rod 46, etc, to effect; whereby the aim can be that the Weights of the reciprocal parts and the rotating mass reduced to a minimum in order to just accomplish the described task for the desired speed to be able to and to fulfill0 See Figure 13c Aggregate according to at least one of the claims, and / or characterized in that the Crank part, for example the crank disk 49 of a crank mechanism in the bearing, e.g. , of a housing, e.g. 42, is mounted so that it can run and the flywheel or the counterweight 52 has, as well as between an eccentric part of the crank mechanism and the piston 4,44, a connection, for example, is arranged to provide the following effects achieve: a) It is prevented that the piston 4,44,33 against a cover or Cylinder bottom can hit because the stroke through the connecting rod 46 and the rotating Eccentric pin 63 is controlled. b) The engine can run at several times higher speed because the acceleration = Inclination of the mass of the piston mass, mblies 4,44,33,7 etc. from the momentum = mass 52 is removed and fed back to it once the engine has reached its continuous speed has reached. This enables a multiple higher speed and power. c) Since the eccentric disk 49 has a rotational movement, it is easy to whose shaft 56 with a conventional motorcycle or car starter from the battery to start. i8) Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the Aussbi according to the figures 25 and 26 consists of the following arrangement: The piston rod 7 is with the stroke templates with lifting surfaces, driven by the pump piston or compressor piston will. The lifting templates 76,77 form the lifting surfaces 78,79 on which the lifting rollers 72 decrease the pump or compression stroke path and switch to the pump or compression Piston 24 transferred. Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the training according to the FIGS. 25 and 26 consist of the following arrangement: The cylinder walls 2 are slotted 81, in which the cross fingers 80 arranged on the piston rod 7 run and step out of the engine to form connecting rod bearings 43 for connecting rods 46, 48. Unit according to at least one of the claims, and / or thereby characterized in that in an aggregate of essentially the training according to the Figures 25 and 26 consists of the following arrangement: The piston rod 7 is so short and the pistons and cylinders are so close together in the axial direction that the Lifting templates 76, 77 with their lifting surfaces 78, 79 in the relevant cylinder 1 and 61 occur when the pistons reciprocate 4.44. Unit according to at least one of the claims and / or thereby marked; that in an aggregate of essentially the training according to figures for internal combustion engines with double pistons, for example according to the figure below The arrangement consists of the cylinder spaces performing the work are axially outside, so that the central body 40 of FIGS. 20, 3S, 93 falls away. 6q;) Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the training according to the Figures o? 7wnd28 the following arrangement is made: The one cylinder space 1 with Wall 2, in which the one piston 4 re = prokiert, are several counter-cylinders 61 with arranged therein reciprocating multiple opposed pistons 44, each of the opposed pistons 44 is connected to the first piston 4 by an individual piston rod 7. 64.) Unit according to at least one of the claims, and / or thereby characterized in that in an aggregate of essentially the training after the Figure 28 or another, the following arrangement is made: In the cylinder cover 3 are Swivel or rotary valves 84 with control and flow channels 85 arranged, whereby to achieve a fully utilized gas throughput with prevention of dead Spaces of the piston pins 5, that is to say recesses 88 assigned to the piston head and are incorporated or molded into it, the shape of which is complementary to is the outside diameter of the valves 84 and their axes to the axes of the valves 84 are parallel and are the same with them when the piston face is the bottom face the cylinder cover 3 touches, the walls of the formations 88 are then on the relevant parts of the outer surface of the valves 84 and each dead space that the Would reduce the efficiency of the unit, or the performance of the unit would decrease is avoided. 65;) Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the training according to the Figures 2 30 the following arrangement is made: The crankshaft carries on its eccentric bearings 54 3 connecting rod eyes of each connecting rod 46 to 48 next to each other. This is important for the design of an engine according to the figure 20. Figure 20 has only 3 single connecting rods, while Figures 29 and 30 each have 3 double connecting rods 46, if 3 cylinder sets each 2 of FIGS. 29, 30 are arranged in the 60 degree angle construction of FIG. This significantly: it saves crankshafts and crankcase weight. - & 6) Unit according to at least one of the claims, and / or characterized in, that in an aggregate of essentially the training according to FIGS. 29 and 30 the following arrangement is made The inlet valves 26 are balls, for example very light ones made of carbon or porcelain, of course also made of metal or glass can and held by means of the tensioner or springs 89 and on the valve seats are pressed that the turbo boost pressure or the free atmospheric pressure is sufficient, to open them. The low weight of the valves is important for high stroke rates Mass forces because of. These spherical valves are cheap on the market. The pistons -The end face5 of the piston in question 4.44 must then be the hollow sphere = shaped recess 90 received, the complements to the outer surface of the relevant part of the ball valve 26 must be placed and braked so that any dead space is prevented. 68) Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the training according to the Figures and 30 the following arrangement is made: Instead of the piston ring 153 of the figure 14, a sealing ring 96 is arranged which is located in an annular chamber in the cover 3 and which stretches radially from the outside inwards. This results in long strokes possible without using several piston rings on the piston rod 7 and more the sealing ring 11 does not run through the hot combustion gases in the cylinder, like the one Piston ring of the Stelzer engine. As soon as the control groove 15 closes, the sealing ringll separated in the sealing ring chamber 10 from the hot amber gas. 6 &). Unit according to at least one of the claims and / or characterized in that in an aggregate of in essence the training according to the figure sa following arrangement is made: The eccentric crank pin the crankshaft 4er crank disk or the eccentric disk is a cylinder 2 of this type assigned that the cylinder is relative to the central bearing of the shaft of the crank part can be shifted in such a way that the distance between the cylinder cover 3 and the central axis of the Kubel = bearing is displaceable, or unit according to claim 68 / characterized in, that the control of the displacement of the distance of the inner closure surface 14 of the cover 3 of the cylinder 2 as a function of the rotor angle alpha of the renaming eccentric bearing part of the crank takes place. 69.) Unit according to at least one of the claims, and / or, thereby characterized in that in an aggregate of essentially the training after the Figure 54 the following arrangement is made: on the piston rod 7 are tension templates 170 ~ with inner Zugflae = chen 171, which the rollers 72 or the ends the pin 73 encompass radially on the outside and the piston 24 of the fluid conveyor system radially Pull inward when piston rod 2 of the combustion engine is in the Working hood moves in the opposite axial direction. 70.) Unit according to at least one of the claims, and / or thereby characterized that in an aggregate of essentially the training according to the 1 to 56 means are arranged or the fulfillment of tasks is sought are derived from the figures or from the description of the figures or from the analysis this writing