EP1424473A1 - Doppel-Kolben-Brennkraftmaschine - Google Patents

Doppel-Kolben-Brennkraftmaschine Download PDF

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Publication number
EP1424473A1
EP1424473A1 EP03006564A EP03006564A EP1424473A1 EP 1424473 A1 EP1424473 A1 EP 1424473A1 EP 03006564 A EP03006564 A EP 03006564A EP 03006564 A EP03006564 A EP 03006564A EP 1424473 A1 EP1424473 A1 EP 1424473A1
Authority
EP
European Patent Office
Prior art keywords
piston
dual
link
supplementary
pivot pin
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.)
Withdrawn
Application number
EP03006564A
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English (en)
French (fr)
Inventor
Siegfried Meyer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to EP03006564A priority Critical patent/EP1424473A1/de
Publication of EP1424473A1 publication Critical patent/EP1424473A1/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • 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
    • F02B75/04—Engines with variable distances between pistons at top dead-centre positions and cylinder heads
    • F02B75/044—Engines with variable distances between pistons at top dead-centre positions and cylinder heads by means of an adjustable piston length
    • 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
    • F02B75/30—Engines with two or more pistons reciprocating within same cylinder or within essentially coaxial cylinders with one working piston sliding inside another

Definitions

  • the present invention relates an engine and, more particularly, to a dual-piston engine, which comprises a master piston, and a supplementary piston, which is moved in and out of the master piston to increase the thrust force of the master piston during reciprocating motion of the master piston, enhancing the output of the engine.
  • FIGS. 1 and 2 show the structure and operation of an engine according to the prior art.
  • the engine comprises a cylinder 1' , a piston 2' reciprocating in the cylinder 1' , a crank 6' , and a link 4' , which has one end pivoted to the piston 2' by a pivot pin 5' and the other end provided with a connector 41' pivoted to the crank arm 61' of the crank 6' .
  • the link is a straight rod member coupled between the piston and the crank.
  • the maximum torque of the link is equal to the radius of the arm of rotation of the crank arm 61' (when the crank arm at 45°).
  • the thrust force reaches the maximum when the engine ignited to explode. However, the torque is reduced to the minimum statue at this time. When the piston lowered, the thrust force is gradually reduced, and the torque is relatively increased. Due to the aforesaid problem, the performance of the aforesaid engine cannot be effectively improved.
  • the engine is ignited to explode when the piston moved to the upper limited position, i.e., the dead line position where the center of the piston and the center of the link and the center of the crank are vertically aligned in a line).
  • the volume of the chamber of the cylinder is minimized, providing the best compression ratio. Therefore, this time is the best time for explosion.
  • the piston starts to move downwards, and the best compression ratio and the best explosion time cannot be maintained.
  • the maximum output of the engine is when the crank moved from 0° toward 90° (the moving distance "f" of the piston). After this angle, the output of the engine is gradually reduced.
  • the output power of the engine has a great concern with the variation of the volume of the cylinder air chamber 11 '.
  • the engine igniting time must be before the dead line.
  • the engine provides no power output or a negative power before the dead line after the explosion. This drawback results in low engine performance, a waste of fuel energy, and a big amount of exhaust gas. Further, because the piston is reciprocated at a high speed when the combustion chamber of the engine is ignited to explode, fuel gas is not completely burned before a next cycle. This problem reduces the efficiency of the engine and, causes the engine to produce much waste gas.
  • the dual-piston engine comprises a cylinder, a master piston adapted to reciprocate in the cylinder, the master piston being provided with a transversely extended pivot pin, a crank, a link, the link having a first end pivoted to the pivot pin of the master piston and a second end pivoted to the crank arm of the crank, and a supplementary piston coaxially coupled to the inside of the master piston and axially movable in and out of the top side of the master piston, the supplementary piston comprising a transversely extended pivot pin and a bearing member fastened pivotally with the transversely extended pivot pin of the supplementary piston and disposed in contact with the periphery of a push member at the first end of the link for enabling the supplementary piston to be moved in and out of the top side of the master piston
  • FIG. 13 illustrates the status of the second embodiment of the present invention and the status of the prior art design when the crank moved to 90°
  • a dual-piston engine in accordance with the first embodiment of the present invention comprising a cylinder 1 , a master piston 2 adapted to reciprocate in the cylinder 1 , a supplementary piston 3 coaxially arranged in the master piston 2 and axially movable in and out of one end of the master piston 2 , and a link 4 .
  • the link 4 has a top end 43 pivoted to a transversely extended pivot pin 5 in one end of the piston 2 remote from the supplementary piston 3 and a bottom end 44 fixed mounted with a connector 41 , which is pivoted to the crank arm 61 of a crank 6 .
  • a push member 42 is formed integral with the top end 43 of the link 4 .
  • the push member 42 is a cam.
  • the supplementary piston 3 has a pivot pin 32 transversely disposed on the inside and a bearing member (for example, a barrel or axle bearing) 31 fastened pivotally with the pivot pin 32 and disposed in contact with the periphery of the cam 42 of the link 4 .
  • the bearing member 31 can be an eccentric axle bearing or eccentric barrel formed of two symmetrical halves and eccentrically mounted on the pivot pin 32 .
  • the cam 42 is moved with the link 4 to reciprocate the supplementary piston 3 axially relative to the master piston 2 .
  • the top and bottom ends 43 and 44 of the link 4 are curved in reversed directions, therefore the link 4 has a substantially Z-shaped profile. This Z-shaped design greatly increases the angle of oscillation of the link 4 without changing the design of the crank arm 61 of the crank 6 .
  • the bearing member 31 is disposed in contact with the lowest point 421 of the cam 42, and the top side of the supplementary piston 3 is disposed in flush with the top side of the master piston 2 .
  • the cam 42 is alternatively oscillated back and forth relative to the bearing member 31 .
  • the highest point 422 of the cam 42 touches the periphery of the bearing member 31
  • the supplementary piston 3 is forced out of the top side of the master piston 3 .
  • the protruding distance a of the supplementary piston 3 over the top side of the master piston 2 is subject to the distance between the highest point 422 and lowest point 411 .
  • the supplementary piston 3 is moved downwards to the inside of the master piston 2 .
  • FIGS. 5 ⁇ 10 show a comparison between the invention and the prior art design in which A ' ⁇ F ' show the actions of the prior art design; A ⁇ F show the actions of the present invention.
  • FIG. 5 when the crank arm moved to 0°, the lowest point 421 of the cam 42 touches the bearing member 32 , the master piston 2 is moved to the upper limit position, and the supplementary piston 3 is disposed in flush with the master piston 2 . Because the two ends 43 and 44 of the link 4 of the present invention are curved in reversed directions, the line of applied force b is biased to one side of the crank center 62 over the upper deadline d to wok on the crank's arm of force c when the lowest point 421 of the cam 42 touches the bearing member 32 .
  • the torque of the prior art design is on the dead line and zeroed.
  • the cam 42 starts to push the bearing member 31 , thereby causing the supplementary piston 3 to be forced upwardly out of the top side of the master piston 3 .
  • the crank arm 61 moved to 90° the supplementary piston 3 reaches the upper limit position to reduce the volume of the cylinder air chamber 11 , so as to further increase the thrust force of the master piston 2 upon the explosive stroke.
  • the maximum range of the thrust force of the master piston 2 is when the crank arm 61 moved to 0° ⁇ 90°.
  • the master piston 2 is moved downwards to a short distance only, and the supplementary piston 3 is extended out of the master piston 2 to reduce the volume of the cylinder air chamber.
  • the volume of the cylinder air chamber in the present invention is about one half of the volume of the cylinder air chamber in the prior art design at this time.
  • the crank working arm of force c of the present invention is relatively longer than the prior art design. In general, the thrust force of the present invention is greatly increased and much higher than the prior art design.
  • the crank arm 61 is returned to 0°.
  • the working time of the engine through one full cycle of the present invention is equal to the prior art design.
  • the angle of oscillation of the link compensates the distance reduction of the master piston during the down stroke.
  • FIGS. 11 ⁇ 13 show a comparison between the second embodiment of the present invention and the prior art design in which G' ⁇ I' show the actions of the prior art design; G ⁇ I show the actions of the present invention.
  • the master piston 2 and the supplementary piston 3 are lowering, and the link 4 starts to tilt leftwards, thereby causing the cam 42 to push the bearing member 31 and to further force the supplementary piston 3 out of the master piston 2 .
  • the aforesaid combustion chamber 12 is disappeared, and the volume of the cylinder air chamber 11 is reduced.
  • the combustion chamber 12 ' of the prior art design is fixedly provided in the piston 2' , the cylinder air chamber 11' is increased with the downward displacement of the piston 2' , lowering the thrust force of the piston 2' .
  • the piston best working range is when the crank arm moved to 45 ⁇ 90°. At this time, the crank working arm of force c reaches the longest status.
  • the combustion chamber 12 of the present invention is disappeared during down stroke of the master piston 2 , the expansion of the cylinder air chamber 11 is slow, the thrust force produced during the explosive stroke is fully applied to the crank 6 .
  • the cylinder air chamber is greatly expanded during down stroke of the piston, thereby causing the thrust force to be rapidly reduced. In consequence, less force is applied to the crank according to the prior art design.
  • the volume of the aforesaid combustion chamber 12 is determined subject to the distance of the movement of the supplementary piston 3 by the cam 42 .
  • a prototype of dual-piston engine has been constructed with the features of the annexed drawings of FIGS. 3 ⁇ 13.
  • the dual-piston engine functions smoothly to provide all of the features discussed earlier.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transmission Devices (AREA)
EP03006564A 2003-03-24 2003-03-24 Doppel-Kolben-Brennkraftmaschine Withdrawn EP1424473A1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP03006564A EP1424473A1 (de) 2003-03-24 2003-03-24 Doppel-Kolben-Brennkraftmaschine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP03006564A EP1424473A1 (de) 2003-03-24 2003-03-24 Doppel-Kolben-Brennkraftmaschine

Publications (1)

Publication Number Publication Date
EP1424473A1 true EP1424473A1 (de) 2004-06-02

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EP03006564A Withdrawn EP1424473A1 (de) 2003-03-24 2003-03-24 Doppel-Kolben-Brennkraftmaschine

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EP (1) EP1424473A1 (de)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018151689A1 (en) * 2017-02-18 2018-08-23 Eden Gizem Telescopic piston configuration for internal combustion engines
EP3842616A1 (de) * 2019-12-25 2021-06-30 Ibrahim Mounir Hanna Viertaktzylinder mit relativer bewegung mit dediziertem kompressionsraum
US11248521B1 (en) 2017-12-19 2022-02-15 Ibrahim Hanna Four stroke relative motion cylinder with dedicated compression space

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2369792A (en) * 1942-08-14 1945-02-20 Albert C Notturno Piston
US2394269A (en) * 1944-04-21 1946-02-05 Edward M Svete Piston
US4515114A (en) * 1983-08-15 1985-05-07 Nguyen Dang Two part piston assembly
US5908012A (en) * 1995-06-09 1999-06-01 Honda Giken Kogyo Kabushiki Kaisha Combustion control device for an engine
WO2002081886A1 (en) * 2001-04-03 2002-10-17 Currency Venture Sweden Aktiebolag Combustion engine

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2369792A (en) * 1942-08-14 1945-02-20 Albert C Notturno Piston
US2394269A (en) * 1944-04-21 1946-02-05 Edward M Svete Piston
US4515114A (en) * 1983-08-15 1985-05-07 Nguyen Dang Two part piston assembly
US5908012A (en) * 1995-06-09 1999-06-01 Honda Giken Kogyo Kabushiki Kaisha Combustion control device for an engine
WO2002081886A1 (en) * 2001-04-03 2002-10-17 Currency Venture Sweden Aktiebolag Combustion engine

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018151689A1 (en) * 2017-02-18 2018-08-23 Eden Gizem Telescopic piston configuration for internal combustion engines
US11248521B1 (en) 2017-12-19 2022-02-15 Ibrahim Hanna Four stroke relative motion cylinder with dedicated compression space
EP3842616A1 (de) * 2019-12-25 2021-06-30 Ibrahim Mounir Hanna Viertaktzylinder mit relativer bewegung mit dediziertem kompressionsraum

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