EP0357650A1

EP0357650A1 - Internal combustion engine.

Info

Publication number: EP0357650A1
Application number: EP88903788A
Authority: EP
Inventors: Gerhard Karl Kienle
Original assignee: Individual
Current assignee: Individual
Priority date: 1987-04-16
Filing date: 1988-04-13
Publication date: 1990-03-14
Anticipated expiration: 2008-04-13
Also published as: JP2575054B2; DE3712992A1; EP0357650B1; DE8717614U1; WO1988008074A1; ATE68850T1; JPH02503103A; DE3865839D1

Abstract

An internal combustion engine has at least one piston (15, 16) which moves back and forth in a cylindrical piston bore (13, 14) and drives a rotationally supported crankshaft (30) through a connection rod (24, 25). The piston bore (13, 14) is arranged in a rotary element (10) rotationally supported in a housing (1). The rotary element (10, 17) and crankshaft (30) are cinematically coupled through a gear (40, 41, 42, 43) so that they can rotate in opposite directions (60 or 61). The piston bore (13, 14) arranged in the rotary element (10) communicates with an opening (20, 21) in the outer surface of the rotary element (10, 17) which moves past an inlet opening (50) and an outlet opening (51) in the housing (1) during rotation of the rotary element (10).

Description

Title: Internal combustion engine

description

The invention relates to an internal combustion engine with at least one piston which reciprocates in a cylindrical piston bore and acts on a rotatably mounted crankshaft via a connecting rod.

Based on these basic features of each reciprocating piston engine, it has already been proposed to arrange arc-shaped piston elements in a rotor rotating in a housing, articulated within the rotor and in such a way that flaps can be moved back and forth in such a way that between them and the Circumference of the rotor. Form working chambers, the piston elements being supported by levers on a stationary axis, so that when the piston elements move back and forth,

Combustion processes in the working chambers a rotary movement of the rotor is achieved (DE-PS 31 50 654). The

Supply of the fuel / air mixture or the outlet of the exhaust gas controlled by sliders, which are assigned to each working chamber and in a backdrop of the rotor depending on the

Rotational movement can be controlled. The disadvantage here is the relatively complicated design of the slide control, which is also certain

Sealing problems. It is also disadvantageous for manufacturing and cost reasons that as

Piston elements not usual reciprocating pistons can be used

Another disadvantage is that the working chamber is not cylindrical, since the cylindrical shape of the combustion chamber is more suitable for a uniform spreading of the combustion process and thus for a good efficiency and complete combustion of all combustible components.

It has also become known an internal combustion engine (DE-OS 25 52 797), in which two double-acting pistons are provided in two meshing rotor pistons, which move against each other when the rotor pistons rotate and with a link guide at fixed pivot points attached eccentrically to the rotor axis are led. However, this setting is extremely vulnerable to breakage; in addition, the mixture supply and the discharge of the exhaust gases cannot be optimally solved. There are also known internal combustion engines (DE-OSes 23 39 957 and 23 39 958) in which a double-acting working piston is arranged in the bore of a rotor, the rotor rotating in a housing. The movement of the piston is converted into a rotary movement of a shaft in that an eye arranged in the inside of the working piston acts on the eccentric of a shaft. The construction of this engine is extremely complicated. This applies especially to the shape of the piston.

The object of the invention is to develop an internal combustion engine of the type mentioned in such a way that, with the simplest possible construction, a high one even at low speeds

Performance can be achieved with a particularly quiet run. As

"Simple structure" is considered to mean that any kind of

Valve and / or slide control is eliminated. Basically, the advantages of those discussed above should

Internal combustion engines with the arrangement of pistons or

Piston elements can be guaranteed in a rotor in terms of smoothness, but without the previously required. complicated piston shapes and / or controls.

According to the invention, this object is achieved in that the piston bore is arranged in a rotor which is rotatably mounted in a housing, that further rotor and crankshaft are coupled in motion by a gear such that they rotate in opposite directions of rotation, and that in the rotor arranged piston bore with an opening in communicates with the outer surface of the rotor which moves past an inlet opening and an outlet opening of the housing when the rotor rotates.

With this internal combustion engine, an entire cycle of a four-stroke combustion process can be carried out with just one revolution of the rotor. As a result, the engine is characterized by high power output and smooth running even at low engine speeds. Valves or slides are not necessary. The air / fuel mixture (in the case of a gasoline engine) or air (in the case of a diesel engine) is supplied and the exhaust gases are removed in the simplest manner through slots in the housing, which the openings of the piston bores move past. The passing is done at the right time, i.e. during the intake stroke or the exhaust stroke.

In a preferred embodiment according to the features of claim 2, two pistons which are opposed and opposed at an angle of 180 ° are provided, which leads to a smooth and smooth running and a simple construction.

According to the features of claim 3, the two pistons or cylinders are arranged offset in the direction of the axis of the crankshaft in a variant of this embodiment. According to another variant according to the features of claim 4 is a coaxial piston or cylinder arrangement provided that leads to an even flatter and more compact construction, from which a reduction in weight and an even smoother run can be derived. An expedient embodiment of this second variant results from the features of claim 5 and / or those of claim 6.

Preferred runner designs. Crankshaft and transmission or their movement connections with one another result from the features of individual or more of claims 7 to 11.

In order to achieve adequate cooling of the cylinders and other components of the internal combustion engine in a simple manner, the

Features of one or more of claims 12 to 14 are provided.

It is expedient in connection with this oil cooling

Provide lubrication for the various bearings and this

To provide lubricating oil for the aforementioned oil cooling, as is realized by the features according to claim 15 and / or 16. As a result, only one oil supply and discharge system can be provided in a simple and advantageous manner.

According to the features of one or more of claims 17 to 20, the valve and / or slide-free control of the suction and exhaust process can be provided by appropriate arrangement and design of the inlet and outlet openings. With the features of claim 21, a fuel-saving mode of operation is given at partial load of the internal combustion engine.

Embodiments of the invention and their advantageous developments are described in more detail below with reference to the accompanying drawings. They represent:

Figure 1 shows a section through a first

Embodiment;

Figure 2 shows a further section through the first

Embodiment according to line II-II in Figure 1;

Figure 2a is a schematic representation of the coupling of the

Movement of the rotor with the movement of the crankshaft;

3 shows a section similar to that of Figure 1, but according to a second embodiment;

FIG. 4 shows a schematic representation corresponding to FIG. 2, according to a variant of both exemplary embodiments;

Figure 5 in a schematic and developed

Side view of a spool for part-load operation. According to that shown in Figures 1, 2 and 2a

Execution game of the present invention is in this

Internal combustion engine, the housing 1 through a cylindrical wall

2, an upper flat cover plate 3 and a likewise substantially round lower base plate 4 are formed. The housing 1 thus has in principle the shape of a round disk, the height of which is equal to the height of the cylindrical wall 2. This housing is stationary. A rotor 10 rotates in the housing 1. This

Rotor includes two axially offset cylinders 11, 12, a disc 35 and a race 17. The cylinders 11, 12 are provided with cylindrical piston bores 13 and 14 in which

Pistons 15, 16 are arranged to move back and forth. The

Cylinders 11, 12 in the form of inserts are with the inner

Race 17 firmly connected. Bars 18, 19 (in Figure 1 the

For the sake of simplicity, not shown) serve to give the entire runner 10 sufficient rigidity as a unit. The race 17 is at the points where the

Adjacent piston bores 13, 14 to it, provided with openings 20, 21. The pistons 15, 16 are articulated by means of piston pins 22, connecting rods 24, 25, which are mounted on a crankshaft 30 in connecting rod bearings 36, 37 which are arranged at 180 ° to one another, so that the pistons simultaneously perform an opposite movement. The crankshaft 30 is supported in the base plate 4 with its lower bearing journal 31. The upper journal 32 of the crankshaft 30 is rotatably mounted in a blind hole 33 which is provided in the disk 35. The disk 35 is an integral part of the rotor 10 and rotates with this. With the disk 35, the output shaft 34 is also fixedly connected, which is mounted in the upper cover plate 3 of the housing 1. Crankshaft 30 and rotor 10 can thus be rotated against each other. Furthermore, the crankshaft 30 is rotatable relative to the housing 1.

A coupling of the rotary movement of the rotor 10 (containing the

Cylinder 11, 12. race 17, webs 18, 19, disc 35,

Output shaft 34) with the rotary movement of crankshaft 30 takes place via a planetary gear. This is through an inner

Sprocket 40 (see FIG. 2) on the underside (in FIG. 1) of the

Rotor 10, a gear 41 on the crankshaft 30 and two further gears 42 and 43 are formed. The gears 42 and 43 are mounted in the base plate 4 of the housing 1. you are

"Two-stage" design, ie they have first toothings 421 and 431, which are in engagement with the inner ring gear 40 on the rotor 10. They also have, with a somewhat smaller diameter, second toothings 422 and 432, respectively, which are in engagement with the gearwheel 41, which is part of the crankshaft 30 or is fixedly arranged therewith. In this way it is ensured that a rotation of the rotor 10 which is forced by the reciprocating movement of the pistons also always leads to a defined rotation of the rotor 10 in the housing 1, the directions of rotation of the rotor 10 and crankshaft 30 being opposite to one another. This is shown schematically in FIG. 2a. As can be seen from FIG. 2, the cylindrical wall 2 is provided with an inlet slot 50 and an outlet slot 51 along the circumference. The inlet slot 50 extends approximately a 70 ° circular angle. It is covered by an inlet chamber 52, the inlet opening 53 of which is connected, for example, to a carburetor (not shown). The outlet slot 51 also extends for approximately 70 degrees. It is connected to an outlet chamber 54, which is connected via an outlet opening 55, for example, to an exhaust pipe (not shown). If the openings 20 and 21 in the race 15 move past the slots 50, 51 when the rotor 10 rotates, the regions of the piston bores 13, 14 in the cylinder 11, 12 located radially outward of the pistons 15, 16 move accordingly the slots 50, 51 over and are in communication with them as they pass.

The relative arrangement of the slots 50, 51 to one another is as follows: In the case of a circular cross section of the rotor 10, of which the inner race 17 is a part, the inlet slot 50 and outlet slot 51 lie next to one another on the same half of the circle, in such a way that the inlet slot 50 is in the Range between 270 ° and 360 °, and outlet slot 51 is in the range between 180 ° and 270 °.

For the explanation of the movement sequence using the example of the two-cylinder engine shown in four-stroke operation, let us now begin with the position of the piston 16 shown in FIG. Turns the runner 10 opposite the position shown there in

Clockwise, as indicated by arrow 60, the opening 21 sweeps over the inlet slot 50. At the same time rotates

Crankshaft 30 counterclockwise, as indicated by arrow 61. This causes the piston 16 (as well as the piston

15) moved radially inwards. Through the inlet slot 50, the piston 16 sucks fuel / air mixture (or in

In the case of a diesel engine: fresh air) on. His lower

It has reached dead center when the rotor 10 has rotated through 90 ° relative to the position shown in FIG. The

Piston 16 is then in the dashed line

Position 16 '. Then the suction process is finished. The opening 21 has the area by completely or partially with the

Inlet slot 50 overlaps, leave. Now it starts

Compression process in which the piston 16 as a result of

Further movement of crankshaft 30 and rotor 10 in the shown

Directions is pushed radially outwards. Top dead center is reached when the piston 16 is in the position which is offset by 180 ° from the starting position (FIG. 2). This is the position in which the piston 15 is shown in FIG. 2. Here the ignition takes place by means of a spark plug 71. Then the expansion process begins. The piston moves radially inwards again. The rotor 10 rotates further in the direction of the arrow 60 until the second bottom dead center is reached, at which the piston 16 has rotated by 270 ° with respect to the starting position shown in FIG. The piston is then dashed indicated position 16 ''. When turning further, the exhaust gases begin to be ejected by moving the piston 16 radially outward again and simultaneously sweeping over the opening 21 of the outlet slot 50, so that it ejects the exhaust gas. A perfect four-stroke cycle is thus achieved with only one revolution of rotor 10. This is, among other things, the result of the rotor 10 and crankshaft 30 rotating in opposite directions, so that with only one revolution of the rotor 10 or only one revolution of the crankshaft 30 the piston 16 executes two strokes and during the first stroke the intake / compression strokes and in the second stroke the expansion / ejection cycles are completed.

Just as described above for piston 16, the cycle for piston 15 proceeds, but by half

Rotation of the rotor 10 offset. That is, when the piston 16 sucks, the piston 15 is in the expansion phase; when the piston 16 compresses, the piston 16 expels the exhaust gases. When the piston 16 expands, the piston 15 sucks; when the piston 16 ejects the exhaust gases, the piston 15 compresses. The ignition for this is effected by a spark plug 70, which is arranged above the spark plug 71 around the offset of the cylinder axes. The slots 50, 51 are assigned to both pistons 15, 16. It is also possible to use only one spark plug which is arranged in a middle plane, that is to say opposite both combustion chambers.

Lubrication takes place in such a way that an oil pump (not shown) a (dashed line) bore 75 in the

Crankshaft 30 is supplied with oil under pressure. The

Hole 75 is with transverse holes 76, 76 ', 78 and 77 in

Connection through which on the one hand the connecting rod bearings 36, 37 or

Bearings 32, 33 are lubricated and, on the other hand, oil-free can get into the interior of the housing 1 (bore 77), where, as a result of the centrifugal force, it radially onto the underside of the

Pistons 15, 16 and thus also to the cylinder piston bores 13,

14 is thrown. The oil is discharged through oil channels 80, 81. The oil is also transported as a result of the centrifugal force, since the oil channels 80, 81 are located in the rotating rotor 10. The oil passages 80, 81 open into the cylinder piston bores 13, 14 at locations which are at the top dead center of the pistons 15, 16 just below the underside of the pistons 15, 16. From there, the oil returns to the oil pan 90. The oil channel 80 is guided up to the race 17 in the radial direction, and at a relatively short distance from the wall of the cylinder piston bore 13, so that in this way cooling of the wall of the Cylinder 11 can be done. The oil channel 80 then extends parallel to the axis of rotation along the race 17 so that it is also cooled. The oil channel 81 can also be designed accordingly.

Since a full four-stroke cycle is run through with just one revolution of the rotor 10, specifically from each piston, the engine can exert high power even at low speeds and runs in relation to an engine stationary cylinder extremely quiet. The smoothness is further enhanced by the fact that the crankshaft and rotor rotate in the opposite direction, so that with the appropriate dimensioning of their masses, the vibrations they cause are partially balanced and dampened. In addition, the fact that the rotor moves past the inlet and outlet slots 50, 51 creates an engine without valves, ie of an extremely simple and therefore inexpensive design. The sealing problems can be solved very easily in that all seals that are provided on the outside of the race 17 and seal it against the cylindrical wall 2 of the housing 1. when the rotor 10 rotates, it is pressed into the sealing position by centrifugal force. When running as a diesel engine, an additional seal or sealing strip is also provided.

The cooling can also be accomplished relatively easily with the corresponding oil throughput, since when it emerges from the oil channels in the crankshaft, the centrifugal force ensures that the oil reaches all points to be lubricated or cooled. The motor also ensures an extremely compact design and thus also a comparatively low weight.

In the internal combustion engine shown in FIG. 3 according to a second exemplary embodiment, the housing 101 is likewise formed by a cylindrical wall 102, an upper flat cover plate 103 and a likewise substantially round lower one Base plate 104 formed. A rotor 110 rotates in the stationary housing 101. This rotor 110 also comprises two

Cylinder 111 and 112, however, in contrast to the first

Embodiment are arranged coaxially, the

Longitudinal axes are in alignment. The two cylinders 111 and 112 are designed as inserts and held between an upper and a lower disk 135, 135 ', which are components of the rotor 110. Here, too, the cylinders 111 and 112 are provided with cylindrical piston bores 113 and 114, in which pistons 115 and 116 are also arranged to move back and forth in opposite directions. The cylinders 111, 112 are with the

Disks 135, 135 'firmly connected and have opposite

Wall 102 annular sealing strips 107, 108. Of course. that even in this embodiment in front of the cylinder

Race can be provided, which then contains the sealing strips. The pistons 115, 116 are only indicated by means of

Piston pin 122, 123 connecting rods 124, 125 articulated, their

Longitudinal axes in the top dead center of the pistons are in alignment.

In contrast to the first exemplary embodiment according to FIG. 1, the two connecting rods 124 and 125 are designed differently in this exemplary embodiment. The connecting rod 124 is essentially U-shaped and has a shoulder on the cross leg of the U longitudinally connecting the two lateral legs, which is pivotally connected to the piston 115 via the piston pin 122. The two free ends of the parallel, longitudinal leg of the U-shaped connecting rod

124 are mounted in conrod bearings 136, 136 ', which are arranged in the same axis, and in two opposite side bearings

Crank disks 138, 139 of a crankshaft 130 are provided at a location on the circumference thereof. Also on this

Connecting rod bearings 136 and 136 'are on the crank disks 138,

139 each facing away from the inside of the U-shaped connecting rod 124, two parallel rod-shaped intermediate members 126, 126 'held such that they can be pivoted relative to the connecting rod 124, but are non-rotatably connected to the two crank disks 138, 139. Their ends facing away from this are by means of a bearing

137 articulated or pivotally connected to the other rod-shaped connecting rod 125. The intermediate links 126,

126 'a length that corresponds to the diameter of the crank disc 138, 139. The connecting rod 125 is between the two

Intermediate members 126, 126 'arranged. In this way it is

The articulation point of the connecting rod 125 via the piston pin 123 in the piston 116 is coaxial with the articulation point of the U-shaped connecting rod 124 via the piston pin 122 in the piston 115. It is understood that the clear distance from the connecting rod bearings 136, 136 'to the cross leg of the U-shaped one Connecting rods 124 is somewhat larger than the length of the intermediate members 126, 126 ', so that during the rotational movement of the crankshaft 130, the intermediate members 126, 126' can move through or between the U-shaped connecting rods 124.

The crankshaft 130 is different from the crankshaft of the first Exemplary embodiment, with its upper bearing journal 132, which penetrates bores 133, 133 'in the disks 135 and 103 and is mounted in the latter, is connected in a rotationally fixed manner to an output shaft 134. Here, too, crankshaft 130 and rotor 110 can be rotated relative to one another and crankshaft 130 relative to housing 101.

The rotation of the rotor 110 is coupled to the rotation of the crankshaft 130 via a planetary gear, which is designed and acts in the same way as the planetary gear shown in FIGS. 1, 2 and 2a. In this respect, this planetary gear is not described further here. In Figure 3, therefore, the same reference numerals as in Figure 1, only with a 1 in front, are used.

The lubrication and cooling of the internal combustion engine according to the second exemplary embodiment in FIG. 3 takes place in a structurally similar manner to that in the first exemplary embodiment. An oil pump, which is not shown here, presses oil into an axial bore 175 in the crankshaft 130. The bore 175 is continued and ends in the crank disks 138, 139, the bearings 136, 136 ', 137 and the intermediate members 126, 126' in a transverse bore 178 opening radially outwards in the bearing bore 133 '. The exit of this bore 175 to the interior of the cylinder-piston bore 113, 114 is solved in such a way that in the area of the bearings 136, 136 ', 137 here only indicated grooves or grooves 177 in one of the opposing surfaces of connecting rods 124, 125 or intermediate links 126, 126 'or crank disks 138, 139 are provided.

Here too, due to the centrifugal force, the oil emerging from this bore system 175, 177 is thrown onto the underside of the pistons 115, 116 and thus also onto the inner surfaces of the cylinder piston bore 113, 114. The oil is drained off along the inner circumference of the piston bore 113, 114 at preferably uniform intervals provided oil channels 180. 180 'which open into a wide circumferential groove 181, 181', which is provided on the outside circumference of the cylinder 111, 112. The grooves 181, 181 'extend along a substantial longitudinal part of the cylinder 111, 112, so that they are suitable as a channel for cooling the cylinder area. At an end region of the grooves 181, 181 'facing away from the oil channels 180, 180', an extraction channel 182, 182 'is provided in the disk 135', in contrast to which a narrow inner annular groove 183 is arranged in the base plate 104, which, for example, has two bores 184 , 184 'opens into the oil pan 190.

In this embodiment, the inlet and outlet openings with the associated chambers can be provided in a corresponding manner as in the first embodiment. This applies in a corresponding manner to the spark plug 170, which is arranged at one point on the outer circumference of the housing 101 because of the coaxial arrangement of the cylinders or pistons and thus of the combustion chambers. But it is both the first and the second

Embodiment of the present invention also possible to run the individual phases of the four-stroke motion sequence according to the schematic representation of Figure 4. In this representation, the abbreviations mean OT = upper

Dead center, AS = outlet closes, UT = bottom dead center, ES =

Inlet closes, ZZ = ignition timing, AO = outlet opens, EO =

Inlet opens. During the period S is sucked in, during the period P is compressed, during the period C the mixture is burned and during the period E the burned gases are blown out. Like this schematic

The illustration can be seen, starting from the top dead center position of the two shown in solid lines

Piston with the rotation of the crankshaft 130 against the

Clockwise according to arrow 161, rotation of rotor 110 in the opposite direction, namely in the direction of the arrow

160. Since the inlet slit 150 and the outlet slit 151 overlap one another by respective tapering, the remaining air is blown out of the combustion chamber by the piston 116 and fresh air is sucked in from the combustion chamber. The overlap of inlet and outlet slots 150 151 is preferably provided over an angular range between 5 ° and 15 °. This overlap is advantageous to the extent that when the remaining burned mixture is blown out, a negative pressure is already created, which is advantageous for the suction that then begins at the same time. The suction process extends beyond bottom dead center UT (dashed piston position 116 ') over an angular range between 30 'and 60 °, which takes into account the inertia. This is followed by compression at time ES, with shortly before top dead center position OT (shown position of

Piston 115) the spark plug 170 is arranged. That condensed

The mixture ignites. Thus, from TDC the combustion of the mixture i.e. the expansion process will be carried out, which into one

Angular range from about 30º to 60º before bottom dead center

UT (dashed piston position 116 '') is sufficient. At this time, the outlet slot 151 is opened or the cylinder chamber comes into contact with it, so that the burned out blow out

Mixture begins, at the end of which this emission or

Blow-out process overlaps with the suction process. It goes without saying that this sequence also takes place in the other piston 115 in a manner offset in time and position. This means that the outlet opening 151 extends in an angular range between 120 ° and 150 ° to between 275 ° and 285 ° and the inlet opening 150 extends in an angular range between 255 ° and 265 ° to between 390 ° and 420 °.

FIG. 5 shows, in a developed side view, an area of the cylindrical wall 102 containing the inlet slot 150. In this embodiment, which can also be used in a corresponding manner in the exemplary embodiment in FIG. 1 and in the variant in FIG. 4, the inlet slot 150 and in FIG however, a slider 192 is also provided in the same way for the outlet slot serves to partially cover the inlet slot 150 during partial load operation of the internal combustion engine. For this purpose, the slider 192 with a symmetrical recess 193 has a certain curve shape and a control mechanism 194, the lever 195 of which can be driven between the positions V (full load) and T (partial load), the inlet slot 150 being essentially fully open at full load. The slider 192 is arranged on the circumference and is therefore curved in accordance with the wall 102 and can be moved from one side along the wall 102. It goes without saying that instead of this, two opposing slides that can be moved toward one another can also be provided.

Even if arrangements with two opposing piston / cylinder units are described in the above exemplary embodiments, it is understood that arrangements with more than two, for example four, six or eight piston / cylinder units are also possible, in each case

Two-unit units are angularly offset with respect to the housing in the axial direction by less than the cylinder outer diameter.

Claims

1. Internal combustion engine with at least one piston (15, 16; 115, 116) which moves back and forth in a cylindrical piston bore (13, 14; 113, 114) and which is connected to a connecting rod

(24, 25; 124, 125) on a rotatably mounted crankshaft

(30; 130) acts, characterized in that the

Piston bore (13, 14; 113, 114) is arranged in a rotor (10; 100) which is rotatably mounted in a housing (1; 101) that further rotor (10. 17; 100, 117) and

Crankshaft (30; 130) through a gear (40, 41, 42, 43;

140, 141, 142, 143) are coupled to one another in terms of movement such that they are in opposite directions of rotation

(60; 160 or 61; 161), and that the runner (10;

110) arranged piston bore (13, 14; 113, 114) with a

Opening (20, 21) in the outer surface of the rotor (10, 17; 100,

117) is connected, which moves past an inlet opening (50) and an outlet opening (51) of the housing when the rotor (10; 100) rotates.

2. Internal combustion engine according to claim 1, characterized in that in a rotor (10; 100), two by 180 ° staggered piston bores (13, 14; 113, 114) are arranged, and that the connecting rods (24; 124. 125) of the crankshaft (30; 130) on two connecting rod bearings (36, 37; 136, 136 ', 137) offset by 180 °.

3. Internal combustion engine to claim 2, characterized in that the longitudinal axes of the two piston bores (13, 14) in the direction of the axis of the crankshaft (30) are arranged offset from one another and that the connecting rod bearings (36, 37) are arranged accordingly at a distance.

4. Internal combustion engine according to claim 2, characterized in that the longitudinal axes of the piston bores (113, 114) lie in alignment with one another and that the connecting rod bearings (136, 136 ', 137) are arranged correspondingly symmetrically to these longitudinal axes.

5. Internal combustion engine according to claim 4, characterized in that at least one of the two connecting rods (124, 125) is substantially U-shaped and via a pivotable intermediate member (126, 126 ') with the other connecting rod

(125, 124) is articulated.

6. Internal combustion engine according to claim 5, characterized in that the one connecting rod (124) is U-shaped and the other connecting rod (125) is a flat rod and that on and between the two connecting rods (124, 125) two parallel rod-shaped intermediate elements (126, 126 ') are articulated at both ends, which rigidly engage the crankshaft (130).

7. Internal combustion engine according to claim 1 or one of the following, characterized in that the rotor (10) one Has cylindrical race (17) which is rotatably arranged in the housing (1), that said openings (20, 21) are provided in the race (17) and are connected radially inwards to the piston bores (13, 14) , and that the cylinders (11, 12) arranged inside the race (17) are stiffened against one another and with respect to the race (17) by webs (18, 19).

8. Internal combustion engine according to claim 1 or one of the following, characterized in that the crankshaft (30) with its one end (31) in one of two plates (3, 4) is rotatably mounted, which the cover or the bottom of the housing

(1) form that the crankshaft (30) with its other end

(32) is mounted in a disc (35), which is part of the rotor

(10), and that the output shaft (34) with the rotor (10) is fixedly connected.

9. Internal combustion engine according to claim 1 or one of the following. characterized in that the crankshaft (130) with both ends (131, 132) is rotatably mounted in a plate (103, 104) which forms the cover or the bottom of the housing (101) and penetrates a disc (135) which Is part of the rotor (110) and that the crankshaft (130) is connected at one end to the output shaft (134) in a rotationally fixed manner.

10. Internal combustion engine according to claim 1 or one of the following. characterized in that the gear has a ring gear (40; 140) on the rotor (10; 110). has two gearwheels (42, 43; 142, 143) mounted on the housing and one gearwheel (41: 141) engaged with the latter two gearwheels (4 43; 142, 143), the latter with the crankshaft (30; 130) is connected.

11. Internal combustion engine according to claim 10, characterized. that the two gear wheels (42, 43; 142, 143) each have two toothings (421, 422, 431, 432;

1421, 1422, 1431, 1432) with different diameters, the respective toothing (421, 431;

1421, 1431) with the ring gear (40: 140) on the rotor (10; 110) and the other toothing (422, 432: 1422, 1432) with the

Gear (41; 141) on the crankshaft (30: 130) is engaged.

12. Internal combustion engine according to claim 1 or one of the following. characterized in that from the piston bores (13; 113) oil drainage channels (80; 180) extend which for cooling the same extend radially outward parallel to the piston bore (13; 113), and in that the location of the piston bore (13; 113 ). from which the oil discharge channels (80; 180) extend in the piston bore (13; 113), is arranged in such a way that they are released by the piston (15; 115) at top dead center

13. Internal combustion engine according to claim 12, characterized. that the oil channel (80; 180) for cooling the cylinder (11, 12; 111, 112) is guided along the same and possibly the race (17).

14. Internal combustion engine according to claim 12 or 13, characterized in that the oil waste 1 ußkanä le (180) are arranged distributed over the inner circumference of the piston bores (113, 114) and open on the outside of the cylinder into an outer circumferential groove (181) which with a drain hole ( 184) in the disk (135 ') of the rotor (110).

15. Internal combustion engine according to claim 1 or one of the following. characterized in that the crankshaft (30; 130) is traversed by an oil line system (75; 175). which is provided with outlet openings in the area of the connecting rod bearings (36, 37; 136, 137) and / or the crankshaft bearings (32; 132) and / or the crankshaft parts (138, 139).

16. Internal combustion engine according to claim 15, characterized. that the outlet openings in the area of the connecting rod bearings (136) through axial grooves or grooves (177) on the outer surface of the crankshaft parts (138, 139) and / or the connecting rods (124, 125) and / or the intermediate elements (126, 126 ') are formed.

17. Internal combustion engine according to claim 1 or one of the following. characterized in that the inlet opening (50) and / or the outlet opening (51) in the cylindrical wall (2) of the housing (1) extends through an angle of approximately 70 °

18. Internal combustion engine according to claim 1 or one of claims 2 to 16, characterized in that the inlet opening (150) and / or the outlet opening (151) in the cylindrical wall (102) of the housing (101) over an angle in the range of Extends 125 ° to 165 °.

19. Internal combustion engine according to claim 1 or one of the following, characterized in that the inlet opening (50; 150) and the outlet opening (51) along the cylindrical wall (2: 102) of the housing (1; 101) are arranged adjacent.

20. Internal combustion engine according to claim 1 or one of the following, characterized in that the inlet opening (50: 150) and the outlet opening (51) along the cylindri's wall (2 102) of the housing (1; 101) are arranged adjacent and overlap each other .

21. Internal combustion engine according to claim 1 or one of the following. characterized in that the inlet opening (50: 150) and / or the outlet opening (51) can be partially covered by a slide arrangement (192).