EP0153675B1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
EP0153675B1
EP0153675B1 EP85101698A EP85101698A EP0153675B1 EP 0153675 B1 EP0153675 B1 EP 0153675B1 EP 85101698 A EP85101698 A EP 85101698A EP 85101698 A EP85101698 A EP 85101698A EP 0153675 B1 EP0153675 B1 EP 0153675B1
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EP
European Patent Office
Prior art keywords
cylinder
internal combustion
combustion engine
wobble
output shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
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EP85101698A
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German (de)
English (en)
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EP0153675A2 (fr
EP0153675A3 (en
Inventor
Ludwig Wenker
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Individual
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Individual
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Priority to AT85101698T priority Critical patent/ATE57742T1/de
Publication of EP0153675A2 publication Critical patent/EP0153675A2/fr
Publication of EP0153675A3 publication Critical patent/EP0153675A3/de
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Publication of EP0153675B1 publication Critical patent/EP0153675B1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/28—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B3/00—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis
    • F01B3/02—Reciprocating-piston machines or engines with cylinder axes coaxial with, or parallel or inclined to, main shaft axis with wobble-plate
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/26—Engines with cylinder axes coaxial with, or parallel or inclined to, main-shaft axis; Engines with cylinder axes arranged substantially tangentially to a circle centred on main-shaft axis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/18—Mechanical movements
    • Y10T74/18056—Rotary to or from reciprocating or oscillating
    • Y10T74/18296—Cam and slide
    • Y10T74/18336—Wabbler type

Definitions

  • the invention relates to an internal combustion engine with four cylinders arranged in parallel and concentrically around a central output shaft in a machine housing, each of which contains two opposed pistons, which are coupled by connecting rods to wobble elements arranged on the output shaft, which are supported on the machine housing against a rotational movement with the output shaft .
  • each wobble element consists of a hollow annular body and an annular disk which is relatively rotatably mounted therein and which is non-rotatably coupled to the output shaft and is mounted obliquely relative to it.
  • Radially projecting pins are fastened in the outer edge region of the circular ring body and engage in stationary guide slots running parallel to the output shaft.
  • the disadvantage here is that the four pins of each annular body in the four guide slots are subjected to extremely high loads because they are axially displaced under load in the slots and at the same time are pressed and rotated laterally against the slot walls. A large part of the drive power transmitted by the pistons is consumed in the process. The mechanical wear between the pins and the slot guides is extremely high. In addition, reliable lubrication in this area is very difficult, which results in a very low working speed of the internal combustion engine.
  • each wobble element has an annular toothed ring on an inner side facing the machine housing, to which a congruent toothed ring is assigned on the machine housing.
  • the ring gear of the wobble element rolls on the ring gear of the machine housing in order to prevent the wobble element from rotating with the output shaft. This leads to unusually high mechanical wear and undesirable running noise between the sprockets.
  • the invention has for its object to provide an internal combustion engine of the type mentioned, which is characterized by a simple, reliable and compact structure and in which the pistons run in their working movement without significant tilting or tilting loads in the cylinders.
  • each wobble element consists of two separate, one-piece halves which can be rotated relative to one another about the wobble axis of the wobble element which is at an angle to the output shaft and are mounted on a collar which is non-rotatably connected to the output shaft, that on each half the Connecting rods of two diametrically opposed pistons are supported, and that each half engages in a single guide of the machine housing running parallel to the output shaft.
  • the radians measured in the circumferential direction of the wobble element between the support points of the connecting rods are not rigid because the two halves of the wobble element can rotate relative to one another.
  • the pistons run largely without clamping force because the connecting rods are almost in line with the cylinder axes over the entire stroke movement of the pistons. Due to the low load on the connecting rods and their only weak deflection, the connecting rods can be light and short, so that the wobble elements can be placed close to the cylinders, which leads to a compact construction of the engine.
  • a guide is sufficient for the correct guidance of the halves of the wobble element, in the area of which there are predeterminable and negligible frictional relationships.
  • the interaction of the easily controllable guides, the short and light connecting rods and the pistons running without clamping force results in a high possible working speed of the internal combustion engine and an improved efficiency compared to the prior art.
  • the internal combustion engine becomes universal in its application if the features of claim 3 are realized.
  • the compression of the combustion mixture can be changed by moving the swash plate on the drive shaft, which can also take place during operation. This creates a good adaptation of the engine to the available combustion material and the required performance.
  • a cardan or universal joint can transmit practically all the forces exerted by the piston to the wobble element in such a way that it can only generate the output torque of the output shaft with minimal losses.
  • the two pistons come within a short distance and delimit a relatively flat combustion chamber.
  • the cylinder liners work in the manner of poppet valves, which are penetrated by pistons, whereby a good seal can be achieved at the time of ignition, because the sealing surfaces of the cylinder liners are well supported on the valve seats in the expansion, whereby the explosion pressure also improves the seal in the axial direction.
  • An internal combustion engine 1 has a machine housing, partially cut open in FIG. 1, with integrated transverse walls 11, which can be dismantled into two essential halves in the form of a block and transverse to the longitudinal direction at 5. The halves are held together by connecting elements 6.
  • the machine housing is penetrated by a central, longitudinally continuous output shaft 2, around which four cylinders 3, 4 are arranged concentrically and in parallel.
  • Each cylinder 3, 4 consists of a socket part (eg 3) arranged in one half of the machine housing, which continues in a socket part (eg 4) arranged in the other half.
  • the space of the machine housing between the walls 11 and around the cylinders 3, 4 is usually flowed through by a cooling medium with which the cylinder heat is dissipated or distributed.
  • a cooling medium with which the cylinder heat is dissipated or distributed.
  • outlet and inlet guides 7, 8 are provided as annular channels around the cylinders 3, 4, which are indicated by openings 9, 10 to a supply or discharge system, for example a Carburetor or an exhaust system can be connected.
  • end plates 12, 13 are connected to the machine housing, in which bearings for the output shaft 2 are located.
  • the machine housing is divided by the transverse walls 11, the end plates 12, 13 and parting plane 5 into sections which are attached to one another in sections and which can be replaced individually.
  • Pistons 38 are arranged in the cylinders 3, 4 (FIGS. 2 and 3), and in each cylinder 3, 4 two pistons 38 with the same axis and working in opposite directions.
  • Each piston 38 is connected to a wobble element 40, 41 via a connecting rod 14 or a push rod a wobble pair 15 connected, which are rotatably mounted on the output shaft 2 about a fixed wobble axis 16 (indicated by dash-dotted lines).
  • the two wobble elements 40, 41 of the wobble pair are opposed to each other in longitudinal section — according to FIG. 2 — in each rotational position of the output shaft 2.
  • the wobble elements 40, 41 are cross-shaped.
  • a connecting rod 14 is connected to each free end of the cross-shaped wobble element 40, 41 either via a cardan joint 17 or via a ball joint consisting of ball head 44 and ball joint bearing 43 (see FIG. 2 below).
  • Each connecting rod 14 is connected to the associated piston 38 either via a conventional piston pin 46 (FIG. 3) or likewise via a ball joint.
  • Two guides 18 for each end 16 of a pair of wobble elements 15 are fastened to the end plates 13, 14, wherein each guide 18 defines a guide path running parallel to the output shaft 2 for the engaging end of the wobble element pair 15.
  • a sprocket 20 sits on the output shaft near the plate 13, which drives a second sprocket 22 via a chain 21, which drives a sprocket 32 and a further chain 33 a sprocket 23 via a shaft 31, which sprocket coaxially with the output shaft 2 rotatably mounted control shaft 24 is attached.
  • the control shaft 24 passes through the machine housing and projects beyond both walls 11.
  • a control cam wheel 34 is attached, which carries a control cam 26.
  • a control cam wheel 25 can be seen in FIG. 1 with a corresponding control cam 26.
  • ring flanges 27 are attached to the rotary bearing of control rings.
  • the control rings 28 are rotatably guided in exact alignment on one cylinder axis.
  • several oblique slots 29 are provided distributed over the circumference, into which follow members 30 engage, which are firmly connected to a cylinder liner 45 (FIG. 2) which defines the raceway for the respective piston 38.
  • a counter cam 35 is provided on each control ring 28, which interacts with the control cam 26 of the control cam wheel 34 or 25.
  • Spring elements 67 (FIG. 1) are provided so that the counter cams 35 of all the control rings 28 are constantly in contact with the control cam wheel 34 or 25.
  • Pins 19 are let into the cylinders 3, 4 and engage in longitudinal grooves 19a on the outside of the cylinder bushes 45 and guide them in a displaceable but non-rotatable manner.
  • the control rings 28 of all the cylinders are rotated in time coordination with the respective positions of the pistons 38 in the cylinder bushes 45 via the two control cams 26 which are offset from one another. From this rotary movement, a displacement movement of the cylinder bushes 45 in the direction of the cylinder axis is effected via the oblique slots 29 and the followers 30, the purpose of which will be explained later.
  • Bores 36 are formed in the cylinder walls (FIG.
  • a sealing ring 71, 71a is provided in the outer circumference, which is used for gas sealing between the cylinder 3 and the cylinder sleeve 45, 45a, 45b is used.
  • the bearing of the wobble element pairs 15 can be seen in detail in FIG. 2.
  • An inclined collar 39 is arranged on the output shaft 2, on which the wobble elements 40, 41 are rotatably mounted via a bearing 40a.
  • the wobble element pair 15 consists of the two halves 40, 41 which can be rotated relative to one another and are prevented from separating from one another by covers 42.
  • the collar 39 is not only inclined in Fig. 2 in the plane of the drawing, but also transversely to the plane of the drawing, so that a pressure force exerted to the left by the piston 38 located in Fig. 2 tries to tilt the wobble element pair 15 to the left, which is only possible , if the output shaft 2 rotates at the same time.
  • the inclined collar 39 is fastened on a bushing 68, which is slidably mounted on the output shaft 2 with a steep thread 69.
  • the bushing 68 may also be moved with a lever 70 during operation, the pistons causing a change in compression.
  • Fig. 3 the combustion chamber of a cylinder 3, 4 is shown in a longitudinal section.
  • a circumferential and protruding projection 48 is formed by the two parts of the cylinder 3, 4, which as a crimping head at a right angle as in the upper part of FIG. 3 or at a different angle as in the lower part of the figure Piston raceway indicated and the piston crown is adjusted accordingly in the area up to which the pistons 38 are able to move in the axial direction.
  • the projection 48 is rounded like a flute and has an opening 50 into which a spark plug 51 is screwed.
  • the fillet 49 together with dome-shaped depressions 53 in the bottoms of the two pistons 38, forms the spherical combustion chamber of the cylinder 3, 4. 3, the coolant channels around the cylinders 3, 4 are indicated in FIG. 3, which have supply via channel 52a.
  • circumferential grooves 47 are formed in the extension of the cylinder sleeves, into which the free ends 45 'of the cylinder sleeves 45 immerse in the position shown (shortly before the ignition point), so that they give access to the inlet or Seal outlet guides 7, 8.
  • the ends 45a 'of the cylinder liners 45a facing the combustion chamber have funnel-shaped extensions, on which sealing surfaces 55 are provided, which cooperate with corresponding valve seats 56 of a bulged extension of the cylinder 3, 4 in the manner of poppet valves.
  • one of the two cylinder liners 45a is displaced towards the other.
  • the pistons 38 approach further in this embodiment than in the embodiment of FIG. 3 with the spherical combustion chamber.
  • the piston crowns can optionally be provided with squeezing edges which contribute to a good swirling of the fuel-gas mixture.
  • the two cylinder liners of a cylinder are connected to one another to form an integral cylinder liner 45b.
  • this has a row of passages 59 running in the circumferential direction and an ignition opening 58.
  • the cylinder liner 45b is displaceable between a central position (FIG. 5) and a left and a right end position. In the middle position, the passages 59 are closed by the inner wall of the cylinder 3, 4.
  • the ignition opening 58 is aligned with the spark plug 51.
  • the passages 59 and the ignition opening 58 are connected to corresponding openings 61 for the outlet guide 7.
  • a single control cam 64 arranged on the control shaft 24 is provided, which here has a circumferentially wavy guide track 65 for a follower 63, which is fixedly attached to a transverse pin of the cylinder liner 45b.
  • the cross pin 62 can only be displaced in a guide 66 in the cylinder 45b parallel to the cylinder axis.
  • the end positions of the passages 59 are indicated in dashed lines in FIG. 5.
  • the internal combustion engine can also be operated according to the two-stroke principle, for which no movable cylinder sleeves are required, but rather conventional control slots in a fixed cylinder sleeve, which are reciprocally driven over by the piston movement occurring with a certain displacement.
  • the air gap to the combustion chamber is dimensioned larger than the air gap to the inlet and outlet guides 7, 8, since then the groove 47 is enclosed in and through the free space of the cylinder liner 45 compressed medium is effective against the explosion pressure in the combustion chamber. Gap losses then only have a negligible effect.
  • a type of toothing is expediently provided, so that possibly deposited carbon deposits are removed automatically and mitigated to gas pressure shock loads. be dampened. If the annular grooves 47 become partially clogged with combustion residues, this is accompanied by increasing gap losses due to wear. The larger gap losses and the compression space in the grooves 47, which is reduced by the residues, compensate for one another. Bounce forces, such as occur in conventional valves, are advantageously eliminated here, since the cylinder bushes 45 are sealed with practically no metallic contact. Wear and noise levels are significantly lower.
  • the above-described internal combustion engine can also be operated as a diesel engine, in which case the diesel injection is expediently effected by two nozzles which are arranged in certain positions relative to one another, so that the nozzle jets meet in the middle of the combustion chamber or on one Open the corresponding baffle in the combustion chamber.
  • the principle of direct injection or a prechamber principle can be used for diesel operation.
  • a fireproof glow wire can be used for easy starting be excited by the spherical combustion chamber. If the pistons 38 are designed as section pistons which have low heat transfer values, heat losses from the combustion chamber to the outside can be kept low.
  • the fuel-gas mixture flowing in from the inlet guide 8 flows with high uniformity.
  • Guide blades or special designs of the inlet guide can of course also be provided so that a targeted swirling of the mixture is forced.
  • control cams 26 it would also be conceivable for the control cams 26 to act directly on the cylinder liners, either in the radial direction or in the axial direction.
  • Aluminum, chilled cast iron or steel formed into profile tubes could be used as the material for the cylinder liners. Zones that are thermally overloaded do not occur because the individual parts are very uniform and have the same wall thicknesses throughout.
  • the cooling can be simple.
  • the explosion pressure is distributed over both pistons to both wobble elements, so that the torques introduced into the output shaft by them are the same.
  • pistons composed of several parts to be used, which ensure good thermal insulation.
  • the pistons could also be divided axially and / or radially and riveted or screwed together.
  • valve opening overlap can be specified by the arrangement of the control cams, whereby it is also possible, e.g. using a centrifugal governor to automatically adjust the overlap during operation.
  • the adjustment can take place both positively and negatively, namely by means of counter-rotating left and right-hand steep threads within the countershaft, i.e. between the two pairs of sprockets.
  • the internal combustion engine is well suited for unleaded petrol because the pressure increase after ignition is reduced more quickly than with conventional engines because the volume increases in both directions. The tendency to knock is greatly reduced.
  • the hardly existing connecting rod deflection also helps to reduce friction at higher speeds, since there are hardly any lateral forces on the pistons.
  • the connecting rods could be formed from simple pipes due to the hardly existing side forces and could be used to supply the lubricant.
  • valve edge can be formed by upsetting a tube or formed by rolling out or by friction welding.
  • the pistons can be made larger or with tighter tolerances than in conventional machines, so that gap losses between the piston and the cylinder barrel are small, while the heat transfer is improved. If no better heat transfer is desired, the piston could be designed such that it only comes into contact with the cylinder race at the sealing areas, where piston rings are also located.
  • the power transmission from the output shaft to the individual cylinder liners or the cams controlling the cylinder liners could also take place directly via gear wheels or planet gears. It would also be conceivable to use a revolving chain or a toothed belt which, starting from the output shaft, loops around all the cylinders and there triggers the control movements in a force-controlled manner.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Valve Device For Special Equipments (AREA)
  • Valve-Gear Or Valve Arrangements (AREA)
  • Transmission Devices (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Glass Compositions (AREA)
  • Fluidized-Bed Combustion And Resonant Combustion (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)

Claims (12)

1. Un moteur à combustion interne comprenant quatre cylindres (3, 4) dans une carcasse de moteur, arrangés de manière concentrique autour d'un arbre de sortie central (2) et parallèles à celui-ci, chacun de ces cylindres comportant deux pistons (38) à mouvements opposés et couplés, au moyen de bielles (14), avec des éléments de nutation (15) arrangés sur l'arbre de sortie et appuyés sur la carcasse du moteur contre tout mouvement rotatif avec l'arbre de sortie (2), caractérisé par le fait que chacun de ces éléments de nutation (15) comporte deux moitiés en une pièce (40, 41) qui sont séparées l'une de l'autre et rotative l'une relative à l'autre autour de l'axe de nutation (16) de l'élément de nutation (15), qui est incliné vers l'arbre de sortie (2), et montées sur un collet (39) qui est connecté avec l'arbre de sortie (2) de manière non rotative, et caractérisé par le fait que les bielles (14) de deux des pistons (38), qui se trouvent diamétralement opposés l'un de l'autre, sont appuyées sur chacune des deux moitiés (40, 41), et caractérisé par le fait que chacune des deux moitiés (40,41) s'engrène dans un seul guidage (18), parallèle à l'arbre de sortie (2), de la carcasse du moteur.
2. Un moteur à combustion interne selon la revendication 1, caractérisé par le fait que chacune des deux moitiés (40, 41 ) est munie de deux bras saillissant diamétralement par rapport à l'axe de nutation (16), et caractérisé par le fait que le bout libre de l'un des deux bras s'engrène dans le guidage (18).
3. Un moteur à combustion interne selon les revendications 1 et 2, caractérisé par le fait que chacun des éléments de nutation (15) avec son collet (39) correspondant est monté sur l'arbre de sortie (2) de telle façon qu'il soit déplaçable en direction axiale, par exemple au moyen d'une douille (68) avec un filet à pas rapide (69).
4. Un moteur à combustion interne selon les revendications 1 à 3, caractérisé par le fait que chacune des bielles (14) est supportée, près du bout libre de chacun des bras de chacune des moitiés (40, 41), dans un joint de cardan (43, 44).
5. Un moteur à combustion interne selon l'une des revendications 1 à 4, caractérisé par le fait que la carcasse du moteur est divisée environ au milieu des chambres de combustion (joint de division 5), et caractérisé par le fait que les guidances (18) pour les moitiés (40, 41) des éléments de nutation (15) sont arrangées dans les parties de la carcasse du moteur.
6. Un moteur à combustion interne selon l'une des revendications 1 à 5, caractérisé par le fait que la carcasse du moteur est parcourue, entre les éléments de nutation (15), par un arbre à cames creux (24) qui entoure l'arbre de sortie (2) et est entraîné indirectement par cet arbre de sortie (2) et est connecté, par une commande positive mécanique, à des chemises de cylindre (45, 45a) qui sont déplaçables en direction axiale à l'intérieur des cylindres (3, 4) et qui forment des éléments de soupape d'admission et de sortie.
7. Un moteur à combustion interne selon la revendication 6, caractérisé par le fait que l'arbre de sortie (2) se trouve en connexion d'entraînement avec l'arbre à cames (24) au travers d'une transmission à démultiplication (20 à 23), de préférence une transmission par engrenages ou en engrenage à chaîne.
8. Un moteur à combustion interne selon les revendications 6 et 7, caractérisé par le fait que les bouts de chaque chemise de cylindre (45, 45a), qui sont éloignés de la chambre de combustion, saillissent dans un anneau de commande (28) concentrique et supporté de manière rotative et sont connecté avec cet anneau de commande (28) par une connexion forcé au moyen d'un guide de coulisse (29, 30) ou un filet à pas rapide, de telle façon qu'un mouvement rotatif de l'anneau de commande (28) autour de l'axe du cylindre provoque un déplacement de la chemise de cylindre (45, 45a) dans la direction de l'axe du cylindre, et caractérisé par le fait que il existe une connexion d'entraînement rotatif entre l'anneau de commande (28) et l'arbre à cames (24), de préférence au moyen d'un arrangement de cames.
9. Un moteur à combustion interne selon les revendications 6 à 8, caractérisé par le fait que l'arbre à cames (24) porte prés de chacun de ses bouts une roue à cames (34, 25) munie de cames de commande (26), caractérisé par le fait que les anneaux de commande (28) assignés à la roue à cames (34, 25) sont munis de contre-cames (35) alignées sur les cames de commande (26), et caractérisé par le fait que des éléments de ressort (67) sont prévus pour pousser les contre-cames (35) continuellement contre la roue à cames (34, 25).
10. Un moteur à combustion interne selon la revendication 8, caractérisé par le fait que le guide de coulisse (29, 30) comporte au moins une rainure ou fente (29) dans l'anneau de commande (28), inclinée par rapport à l'axe du cylindre, et un suiveur (30), par exemple un glisseur, qui saillit de la chemise du cylindre (45, 45a) et s'engrène dans la rainure ou fente (29).
11. Un moteur à combustion interne selon l'une des revendications 6 à 10, caractérisé par le fait que chaque cylindre (3, 4) comporte à son intérieur une expansion circonférentielle (57), et caractérisé par le fait que les bouts des chemises de cylindre (45a) qui se trouvent dans la chambre de combustion sont élargis en forme d'entonnoir et coopèrent avec les sièges de soupape (56) formées dans l'expansion (57), semblablement à la fonction des soupapes en champignon.
12. Un moteur à combustion interne selon l'une des revendications 6 à 10, caractérisé par le fait que les deux chemises de chaque cylindre (3, 4) forment une seule chemise de cylindre (45b) continue qui contient dans au moins une rangée circonférentielle plusiers passages (59) qui sont déplaçables avec la chemise de cylindre entre une position centrale (position d'allumage), dans laquelle les passages (59) sont fermés par la paroi intérieure du cylindre, et une position d'admission et une position de sortie, dans laquelle ils sont alignés alternativement sur des guides d'admission ou des guides de sortie (7, 8), respectivement, arrangés dans la carcasse du moteur.
EP85101698A 1984-02-18 1985-02-15 Moteur à combustion interne Expired - Lifetime EP0153675B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT85101698T ATE57742T1 (de) 1984-02-18 1985-02-15 Brennkraftmaschine.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3405893 1984-02-18
DE3405893A DE3405893C2 (de) 1984-02-18 1984-02-18 Koaxialkolben - Taumelscheiben - Brennkraftmaschine

Publications (3)

Publication Number Publication Date
EP0153675A2 EP0153675A2 (fr) 1985-09-04
EP0153675A3 EP0153675A3 (en) 1987-08-12
EP0153675B1 true EP0153675B1 (fr) 1990-10-24

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EP85101698A Expired - Lifetime EP0153675B1 (fr) 1984-02-18 1985-02-15 Moteur à combustion interne

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US (1) US4622927A (fr)
EP (1) EP0153675B1 (fr)
JP (1) JPS60216033A (fr)
AT (1) ATE57742T1 (fr)
AU (1) AU580579B2 (fr)
BR (1) BR8500839A (fr)
CA (1) CA1228029A (fr)
DE (2) DE3405893C2 (fr)
ES (1) ES8606573A1 (fr)
HU (1) HU194597B (fr)
IE (1) IE850365L (fr)
IN (1) IN164626B (fr)
ZA (1) ZA851205B (fr)

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US4986226A (en) * 1990-01-22 1991-01-22 Lacy James W Internal combustion engine
US5083532A (en) * 1990-11-23 1992-01-28 Bernard Wiesen Mechanism for variable compression ratio axial engines
US5113809A (en) * 1991-04-26 1992-05-19 Ellenburg George W Axial cylinder internal combustion engine having variable displacement
US5273012A (en) * 1992-12-17 1993-12-28 Brock James E Swash plate engine with fixed torque reaction member
AUPN664395A0 (en) * 1995-11-20 1995-12-14 Q-Tre Pty Ltd Wobble plate engine
US6435145B1 (en) * 2000-11-13 2002-08-20 Moises Antonio Said Internal combustion engine with drive shaft propelled by sliding motion
US6925974B2 (en) * 2001-02-09 2005-08-09 Jeen Mok Yoon Wobble plate engine
NZ513155A (en) * 2001-07-25 2004-02-27 Shuttleworth Axial Motor Compa Improvements relating to axial motors
US6988470B2 (en) * 2002-12-18 2006-01-24 Bruckmueller Helmut Swash plate combustion engine and method
NL1031165C2 (nl) * 2006-02-16 2007-08-17 Jacob Arnold Hendrik Fr Jaquet Verbrandingsmotor met variabele compressieverhouding.
US7509930B2 (en) 2007-05-03 2009-03-31 Dupont Stephen Internal combustion barrel engine
JP5782109B2 (ja) * 2010-04-27 2015-09-24 アカーテース パワー，インク． 対向ピストン式エンジン用の燃焼室構造
US9512779B2 (en) * 2010-04-27 2016-12-06 Achates Power, Inc. Swirl-conserving combustion chamber construction for opposed-piston engines
US10180115B2 (en) * 2010-04-27 2019-01-15 Achates Power, Inc. Piston crown bowls defining combustion chamber constructions in opposed-piston engines
SK5954Y1 (sk) * 2010-11-24 2011-12-05 Albin Orth Valveless four stroke internal combustion engine with opposed axial piston
DE102015216586A1 (de) * 2015-08-31 2017-03-02 Ernst Beck Gasexpansionsmotor und Verfahren zum Betreiben eines solchen Gasexpansionsmotors
IT201700111551A1 (it) * 2017-10-05 2019-04-05 Radice Omar Carlo Aurelio Motore endotermico con camera di combustione ad alta efficienza con valvole rotative che non partecipano alla tenuta dei gas di compressione e d'espansione

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Also Published As

Publication number Publication date
US4622927A (en) 1986-11-18
ES540458A0 (es) 1986-04-16
DE3580171D1 (de) 1990-11-29
IE850365L (en) 1985-08-18
CA1228029A (fr) 1987-10-13
AU580579B2 (en) 1989-01-19
DE3405893C2 (de) 1986-11-06
DE3405893A1 (de) 1985-08-22
HUT41489A (en) 1987-04-28
AU3876185A (en) 1985-08-22
IN164626B (fr) 1989-04-22
HU194597B (en) 1988-02-29
EP0153675A2 (fr) 1985-09-04
ZA851205B (en) 1985-10-30
ATE57742T1 (de) 1990-11-15
ES8606573A1 (es) 1986-04-16
EP0153675A3 (en) 1987-08-12
JPS60216033A (ja) 1985-10-29
BR8500839A (pt) 1985-10-15

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